MotoFactory

It’s as if someone rolled a teargas grenade into the two-stroke clubhouse. The arrival of the Austrian throttle-body injection 300s in 2023 and 2024 left the faithful scrambling and confused. They had just wrapped their heads around the transfer port injection (TPI) bikes of 2019, and then everything changed once more. This isn’t a group that’s especially fond of change in the first place, and expecting them to adjust and readjust so quickly is asking a lot. Now, emerging from smoke and chaos, we have the 2025 GasGas EX300. This is a closed-course cross-country version of the new 300 two-stroke platform. It coexists with the EC300 trail bike and is designed to provide fill-in as a motocross bike if need be, as GasGas has only the MC250 to satisfy that crowd. THE 300 LANDSCAPE Off-road riders comprise the overwhelming majority of the 300 two-stroke market. No secret there; that’s why KTM, Husqvarna and GasGas have so many similar models. Within the GasGas line, the EX300 is considered an off-road model, but mechanically it’s a closer brother to the 250cc motocross version. The only differences are 6mm of bore, a six-speed gearbox, a coil-spring version of the WP Xact fork, softer suspension, a bigger tank, an 18-inch rear wheel, Dunlop tires and a kickstand. That positions the EX300 as much more of a race bike than the EC300, which has a completely different cylinder and is in a much milder state of tune. Like all of the full-sized two-strokes from Austria, the EX’s recent make-over was a game changer. The key component is the fuel-injection system, which now uses injectors in the throttle body. The on-board computer now integrates fuel mixture, spark advance and power-valve position in a complicated three-dimensional matrix. Never before has ECU mapping had so much control over so many aspects of engine performance. For the first of the new two-strokes, the roll-out was a little rocky. There were mapping glitches, warranty claims and, more than anything else, mistrust from a group of riders who have a very high regard for tradition. Behind the scenes, Austria’s engineers were still testing different maps as the motorcycles were reaching dealers. GasGas was spared most of the teething problems because the new 300cc two-stroke platform arrived in 2024, whereas it happened for KTM and Husqvarna a year earlier. All the bikes that arrived as 2025 models had a number of revisions that were under the radar. Very much above radar was a significant frame change, too. The GasGas competition bikes all got an updated frame that was a little lighter and a lot more compliant. Gusseting was reduced around the top shock mount as well as around the steering head. Suspension was also revised to work with the new frame. Like all the bikes in the GasGas line, there are a handful of different bits and pieces compared to KTM and Husqvarna. The brakes and hydraulics are by Braktec, there is no map switch, and the bike comes without handguards. As a side note, there was a recall on those brakes earlier in the year. Bikes that sit in dealerships now have the updated parts. The 2025 GasGas EX300 sells for $10,749. The 2025 EX300 serves double duty in the GasGas line. It’s meant to serve both the off-road and motocross markets because there is no MC300. The motors in the GasGas EX300 and the KTM 300SX are similar, but the GasGas has a six-speed gearbox. Braktec brakes and hydraulics are standard equipment on GasGas models. Oddly, GasGas off-road models come with Dunlop tires, whereas the motocross models have Maxxis. ROAD TRIP TO NEVADA We went a little GasGas crazy at the 41st Motion Pro Nevada 200 Trailride this year. Ron rode a GasGas EC450F four-stroke, while Pete Murray rode the EX300. The thinking was quite straightforward; Pete wanted to humiliate his closest friends and win the trail ride. He approached it the way any lifelong motocross rider would: go flat out until you reach the finish line. The EX300 was the right bike for that. It’s a racer, and it likes to go fast. It has the peak horsepower to hold off 450s in deep sand, as long as you remember that it isn’t a 450. You have to shift right on cue. It doesn’t like to be over-revved, whereas a good-running 450 just keeps on going and going on top. The longer the straight and the deeper the sand, the more advantage a big four-stroke will have. But, at the other end of the powerband, the EX300 truly thrives on being under-revved. You can take it right down to idle in the rocks and technical stuff, and it just won’t stall. If you truly want to give the 450s a challenge, there is a path that will get the EX300 much closer. In keeping with the GasGas bare-bones philosophy, it is delivered without a map switch. Normally, that’s no big deal. KTM four-strokes exhibit very little difference between settings, and more than one test rider has come in asking which map is aggressive and which is mild. It’s not like that with the EX300. It has an aggressive map hidden in the ECU that can be accessed if you buy and install the switch for around $150. The “green” map changes the power output dramatically. Apparently, the standard setting only allows the power valve to open 80 percent. The green map gives you that extra 20 percent and all the horsepower that comes with it. Naturally, the bike has a much harder hit and loses some of its off-road ability. Unless you frequently find yourself in bar-to-bar drag races, the mild map usually makes for a better ride. For 2025 the EX300 received a lighter, more compliant frame and a handful of minor changes. THAT FRAME THING It seems like we’ve been talking about KTM/Husqvarna/GasGas frame rigidity since the earth cooled. To recap, as it pertains to this particular bike, in 2024 the frame was made much, much stiffer. The motor was also repositioned to provide more anti-squat on acceleration. It needed both attributes, but they overshot the mark when it came to rigidity and riders complained. The minor-sounding changes that were made to the 2025 frame take the edge off. If you ride the new bike back to back with last year’s version, you can tell the difference, but it’s not that dramatic. If, however, you ride the new bike back to back with the original Pierer-made GasGas EX from 2019, the older frame feels spongy and flexy. Clearly, the change was needed, but it took two tries to get it right. The EX300 is a truly great-handling motorcycle. It turns well, has decent stability and is reasonably light. The suspension is nothing short of excellent. We absolutely love the coil-spring Xact fork, and the shock is a good match. For true trail riding, it’s firm, but you must remember, this is the racing model. The EX handles both worlds as well as any bike can. On our scale, it weighs 227 pounds without fuel, which certainly helps overall handling. It gained a little weight with the remake in 2024, but it’s still among the lightest off-road two-strokes and quite a bit lighter than the EC300. That bike has lights and an oil-injection system. It is interesting that the newest EX model went old school, and now expects riders to mix their own oil and gas. We haven’t seen that on a GasGas two-stroke since before the coming of transfer port injection. It is, perhaps, the only concession to two-stroke purists. There will still be a large portion of these guys who will refuse to accept the EX. It’s a complex and somewhat mysterious motorcycle. But anyone who actually rides it will be hard-pressed to maintain a pretense of disapproval. It has all the strengths that made them love two-strokes in the first place. It just gets there from a different direction. The post OFF-ROAD TEST: 2025 GASGAS EX300 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The folk at KTM evidently got tired of people asking when their 2026 new models would arrive. Today, they offered a timeline of what we can expect to see when. Here’s what they said: KTM announces its 2026 offroad lineup, presenting a sharpened focus on competitive performance across all categories. Developed with direct input from top-level racing, the new range underscores KTM’s commitment to pushing the limits of offroad capability and maintaining its position at the forefront of the sport. This year’s launch will roll out in phases, with dedicated release dates for each segment. Motocross: July 30 Mini-Motocross: July 30 Cross Country: July 31 Enduro: August 5 Each category will be revealed individually, giving riders and race teams around the world a date to circle on their calendars: the day the most technically advanced KTM offroad machines to date will be unveiled. From factory-inspired chassis updates to cutting-edge electronics and state-of-the-art connectivity features for off-road racing, the 2026 models are crafted to deliver unmatched adjustability, control, and race-day performance. For more information and updates, visit the 2026 KTM OFFROAD LAUNCHPAD This launch pad will be the central hub for all things 2026 Offroad. As each segment is released, the website will be updated with full specs and details. KTM’s 2026 offroad lineup is almost here. Stay tuned. Stay READY TO RAC The post KTM 2026 OFFROAD LINEUP TO BE ANNOUNCED LATE JULY/EARLY AUGUST appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

We got the distinct feeling that KTM never wanted to make a 300SX two-stroke. It’s as if the guys on the off-road side of the company were protecting their turf. The 300 two-stroke was an off-road bike; motocross guys can have everything else! Way back in 2002 there was a 300cc motocross bike that coexisted with a 380SX, but for the next 21 years, the biggest two-stroke that KTM offered the motocross world in the U.S. was the 250SX. During that time, KTM offered a 300 kit, but it didn’t really outperform the 250SX unless you combined the 300 top end with the 250 black box. That increased the revs dramatically, but gave the bike a notoriously short fuse. Then came the 300SX. The 2025 KTM 300SX sells for $9599. When the 2023 KTM 300SX arrived, it was the biggest two-stroke motocross bike imported to the U.S. Now, it’s been joined by a Husqvarna TC300 and, if you know where to look, a TM MX300, but there is still no GasGas. KTM is still testing the waters, but the marketing guys figured that the time was right, and the engineers felt the technology offered by the new throttle-body two-stroke platform would lend itself well to motocross. This generation of the 300SX represents a radical departure from traditional two-stroke thinking. The bike’s CPU controls everything from the power valve opening to spark advance to fuel delivery. It’s all mixed together in a complex multidimensional map. As of right now, KTM doesn’t like the end user getting into that map and altering it. There’s a handlebar-mounted map switch that offers a mild setting (white light on) and an aggressive setting (green light on), but the options end there. There is no traction control or Quickshift like the four-strokes, and there’s certainly no access to the mapping through the Ride KTM smartphone app. As is, there’s a substantial difference between the two maps. With the white light on, the power-valve throw is limited to 80 percent of its full travel. In green mode, it’s allowed to fully open. The mapping appears to be a work in progress. There were updates immediately after the bike was introduced, and the 2025 version, apparently, is revised as well. The company is still very conservative when it comes to engine life. The service manual asks that you replace the piston every 15 hours—not inspect, replace. The piston replacement interval for the 300XC-W trail bike, on the other hand, is 40 hours. The two bikes employ the same technology, but the motocross bike is in a much higher state of tune. That’s not just from mapping, either. The 300SX has a different cylinder and head with different port timing. As for the chassis, the 300SX is pretty much the same as the four-stroke KTM models. They all have an updated frame for 2025 with a little more flex built in. This is a reaction to all the criticism that came in 2023 when everything was changed. The chassis of that period was influenced by the Red Bull KTM Factory Supercross team and was very stiff. The 2025 frame has less gusseting and more flex. Not surprisingly, some of the factory Supercross riders still prefer the stiff frame from last year. Tom Vialle quietly continues to use the older frame on his 250SX-F, at least in Supercross. Up front, a WP Xact air fork is used, and it received subtle changes for 2025 to work better with the new frame. Same with the WP shock. With these slight changes, the bike did lose a touch of weight. On our scale, it’s 221 pounds without fuel. TWO-STROKE CHAMPIONSHIP TIME We can’t be trusted to save a test bike in new condition for very long. Bikes arrive, they get ridden, and they don’t often get the best of care. The 2025 300SX was different. It sat in the Dirt Bike shop for months with a big “DO NOT RIDE” sign hanging on it. It was being saved so Mike Brown would have something to ride in the Wiseco Two-Stroke Championship at Glen Helen. As it turned out, he couldn’t come this year. There was a mad dash to ride the 300. We thought we knew the bike. Our test of the 2023 version was hot and cold, and we expected the 2025 model to be the same. It turns out that the subtle changes that have taken place made a very big difference. First things first, this is probably the one bike in the KTM line that benefited most from the new frame. With the social-media-driven frenzy of hyperbolic opinions, you might think the previous frame was positively medieval. In truth, it wasn’t that bad once it was broken in, at least on the four-strokes. It didn’t, however, jell well with a two-stroke power delivery. At the risk of offending the faithful, two-stroke motocross bikes can be a handful. The sharp power delivery has ripple effects in handling; they tend to be harsh and magnify any negative traits. The rigid frame of 2023 wasn’t a good way to introduce the first 300cc motocross bike of the decade. The 2025 300SX has a much kinder disposition. It’s not just about absorbing bumps; the new bike has more stability and provides more confidence. You don’t get as much arm pump, and you can let the suspension do its job. As far as suspension performance goes, there’s no reinvention of the wheel here. The WP air fork still does a decent job, but doesn’t generate any rave reviews. It still ranks as the best production air fork of the modern era. It is, of course, the only remaining air fork after the hype of 10 years ago subsided. WP was clearly the victor in that contest and has made subtle improvements since then. Nowadays, however, there’s an increasing gap compared to the best of the coil-spring forks. The KTM fork is a little harsh on sharp edges and doesn’t provide the most level platform as you enter, accelerate, and exit any given turn. And, no one is particularly fond of checking air pressure before every moto. The rear suspension of the KTM rates much higher in most opinions. It holds no surprises and provides consistent performance throughout a long moto. Jumping a powerful two-stroke requires a little throttle control and a lot of respect. RING-DING VERSUS THUMP-THUMP In our last chapter, we declared the 300SX a beast. In its aggressive map, the 2023 model hit hard, signed off early and left riders a little frazzled. We didn’t expect the new bike to be much different. But, it is. Evidently, the mapping changes that have come since then have resulted in a longer, usable powerband. The meat of the power starts earlier and lasts longer. Initially, we thought the bike might have been slightly detuned since its roll-out. That’s not the case. The 300SX still makes peak horsepower in the low 50s. That encroaches on 450 turf. Now, that peak isn’t quite as brief, so you can carry each gear a little longer. Having said that, we have to offer a little perspective. If you’re a rider who’s grown accustomed to four-strokes, the 300SX might be a shock. A powerful two-stroke, even one with a relatively smooth delivery like this, is a bit of a toggle switch compared to a modern four-stroke. You have to be in the right gear at the right time to get the most out of it. Jumping, in particular, requires careful throttle control and planning. If you’re sloppy, you can have 50 horsepower arrive on the face of the jump and send you into the next county. And, on acceleration, you can’t just pound through the rough stuff. For reasons that Issac Newton could probably explain, the increased spinning mass within a four-stroke motor provides a little more straight-line stability. Conversely, two-strokes are much easier to toss around and bend to your will. KTM has brought the two-stroke into the computer age. With an electronic power valve and EFI, the possibilities for motor development have expanded. THE BIG PICTURE Presumably, two-stroke lovers know all that stuff. That’s part of the attraction and why the faithful remain faithful. The 2025 version of the KTM 300SX isn’t necessarily a game changer. The big picture is still the same, and two-stroke motocross remains a subset of a subset. But, KTM is still devoted to the idea that two-strokes should be a part of that picture. Racing a 300SX requires more than passive involvement. You have to learn how to ride a little differently and commit to a more demanding maintenance schedule. In exchange, it takes the concept of two-stroke motocross to the highest level it’s ever attained. The post MX TEST: KTM 300SX appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Each year there comes a time when the shop is empty. Most of the 2025 models have been returned and there are no 2026 models to take their places yet. The last of the 2025 models we tested was the Beta 390RR X-Pro. This is in what Beta calls its trailbike line, as opposed to the the Race Editions and the RC motocross bikes. The Beta 390RR X-Pro takes trail riding to its highest level. Let’s be clear: calling a motorcycle a trail bike is no insult. It is perhaps the highest, most difficult calling. The Beta 390RR X-Pro has all the same technology and sophistication as the bike that the Liqui Moly Beta Supercross team is racing. It has the same engine architecture, the same basic geometry and was created by the same brain trust. But where the Supercross bike has to do one thing and one thing only, the X-Pro has to be proficient at everything—from trials-like obstacles to mountain fire roads and maybe even a little pavement. It has to appease rank beginners as well as high-level pros. This is a 2025 model, and you might already know that Beta just announced its 2026 X-Pro models. The new version won’t have big changes, because last year it got a major revision. That included a new frame that was adapted from the 450RX motocross bike, a lower seat height, new bodywork and a bunch of other updates. The 2026 model adds only a few more details. They include a larger rear axle, a new front brake caliper, a coolant recovery tank and more durable radiators. For riders out west, the really big news is that the X-Pro models will be available as California green-sticker models. Those bikes will arrive in fall 2025. Versatility is the calling card of the X-Pro series. In some states, they can be licensed as dual-sport bikes. This bike, like all the X-Pros, has a Sachs ZF fork, a Sachs shock, Nissin brakes and a distinct lack of accessories. There are no hand guards, no GPS and nothing to drive the price even higher. It’s still not cheap unless you compare it to other European off-road bikes. The 2025 price for the 390RR X-Pro is $10,399. That’s $800 less than the 390RR Race Edition and $1600 less than a KTM 350XC-F. Here’s what you really need to know: for real trail riding, it’s hard to do much better than the 390. We’re not talking about racing; this bike is all about the pure joy of trail riding, where comfort, ease of riding and versatility are more important than anything else. The most difficult aspect of the trail bike mission is engineering a power delivery that can perform all the requirements. That’s where the 390 truly excels. It has incredible low-end performance. It will run all day long at freakishly low rpm and never stall, never cough and never hiccup. When you find a little room to rev it up, the Beta has decent peak power, but it’s not going to keep up with 450 race bikes or 300 two-strokes. In theory, peak power is more like a 250F motocross bike, but those bikes are in parallel dimensions and would never meet in the real world. The Beta is all about going everywhere in the off-road world—from slow to fast, from tight to wide open. It has a six-speed gearbox, so when you find yourself on a dirt road, you can take it up to 60 mph for long stretches and not have to scream it. The exhaust has a comparatively soft voice that won’t rattle your skull after hours in the saddle. The vibration is light, although if you find yourself on smooth dirt or pavement, you should balance the wheels. Sadly, the Beta 390 has already left the DB shop. If you look around, you can find them still at dealers. The full test will appear in the August, 2025 print edition of Dirt Bike. WHEN JIMMY HOLLEY JUMPED THE SHARK This photo has been shared on social media a number of times over the years and has a fun backstory. It was originally published in the April 1984 issue of Dirt Bike and shot by none other than Super Hunky himself. Back then, every April there was a spoof story of some kind, and this one was about allegedly riding a Harley-Davison Tour Glide in the Blackwater 100. The photos are amazing and feature Jimmy at Indian Dunes. For posterity, here is the original story as it appeared in that issue 41 years ago, written by Rick Sieman. Back then there was no Photoshop to modify color photos, but back and white photos were fair game. it just took scissors and glue. CAT QUICK AND GRIZZLY TOUGH When the delivery man poked his head into the plush DB outer offices and yelled, “Hey, I got a bike to deliver here. Which one of you guys gets it?” There was a mad scramble down the heavily carpeted stairs to the parking lot. A largish truck was there, back doors open, and the various magazine editors tumbled over each other like so many circus clowns in order to see what there was to see. The rad guys from MXA got there first, frowned, and turned away, no doubt heading off to their cramped and dark offices to ogle the latest in sticker technology. The gentlemen from MOTO peered in and shrugged, “Hmmph. It ain’t a moto-crosser. It’s got a headlight on it. That means an enduro bike and anything enduro means that scoot’s for Dirt Bike, fer sure, fer sure.” We pocketed our switchblades, garrotes and deadly Ninja master links, then peered into the bowels of the truck. Yes, by Jove, there was a bike in there. After much tugging, grunting and a good deal of vile cursing, the driver rolled the bike down a groaning metal ramp and stuck a greasy clipboard out to us. “Sign here and it’s yours.” We signed. It was. The staff of Dirt Bike walked gingerly around the motorcycle and examined it in a highly scientific, thoroughly professional manner. “What is it?” asked the Wolfman. “Why is it?” quipped Clipper. “Gentlemen,” said the Hunk, “you are looking at a Harley-Davidson motorcycle. The machine is American made and has a long heritage of winning flat-track races. In fact, they dominate the sport.” “Hey,” grumbled Wolflips, “I saw a flattrack race once and that thing is no flat-tracker, you can bet on that.” “That,” snapped the Hunk, “should be more than clear. It’s obvious from the headlight and taillight that this is an enduro bike and a street-legal one, at that. We shall test it as such.” WHAT TO DO, WHERE TO TURN, HOW TO TEST? Because the Harley was clearly a new model and a totally new concept, it was apparent that it had to be put to a rigorous Dirt Bike acid test. Thus, the DB staff, in their infinite wisdom, decided to enter the Harley in the Blackwater 100 for a real race test. A quick call to race promoter Dave Coombs revealed the surprising fact that there were still entries open in the Over 1000cc class. For a moment we considered entering the Harley in the Four-Stroke class (you see, the H-D is a four-stroke (win!), but decided to go for the gold with the big bores SETTING UP THE H-D FOR A REAL MUD RUN Not being familiar with the new Harley, a call was placed to Milwaukee in search of hot tips and race prep suggestions. After spending considerable time with a night watchman named Fred (we keep forgetting about that time-zone differential!), we still weren’t 100 percent sure as to how to set up the Harley. Fred’s comments were: 1. Run ‘er in real good, till you get the tickity-ick sound out of the valves. 2. Don’t use anything but Marvel Mystery oil in the primary case. 3. If you have to stop, always stop at the top of a hill in case you gotta bump start her. 4. If you got to stop real quick, lay her down on the right side so’s you don’t bust up the shifter. 5. Make sure you got the one with the springs in the saddle and keep them springs oiled real good, or the squeaks will drive you crazy. 6. Don’t use the carb as a footpeg, or you’ll screw up the float level, and gas will drip on your socks. 7. Never put more than 300 pounds of gear into the saddle bags, and if you do, don’t put all 300 pounds in one side. Balance it out real nice. 8. For wet weather, apply a thick layer of train-wheel grease over all the electrical connections. 9. Don’t ever stand up on the floor boards when they’re wet, especially if you’re wearing penny loafers–way too slippery 10. If the raised white letters on the tires are touching the ground, run some more air. Armed with all this valuable information, the DB crew did a quick once-over on the H-D. checking all nuts and bolts carefully. Before we got the Harley muddy, the gas tank was drained and the bike was placed on the incredibly accurate DB scale. Whoa, boy! The needle pointed at 781 pounds, telling us that this was, indeed, the heaviest four-stroke we’ve ever tested. Still, the large and powerful engine, we felt, would more than make up for a few extra pounds. Other critical measurements were taken For those who are technically oriented, here they are: 3.147, 19 inches, 1580cc, 19 degrees, 0.20mm to 0.25mm and the ever important 14/56. Spoke nipple sizes were not taken, as the H-D came with no spokes running instead a set of revolutionary mag wheels! Talk about a technological breakthrough! PRE-RACE RACING Naturally, we put some time in on the Harley before it was shipped off to West Virginia for the 100-mile hare scrambles race. The bike was entered in a number of local events and placed first in class every time. We don’t understand why there aren’t more entries in the Over 1000cc class, but, quite frankly, that’s not our problem. Hey, we’ve got the trophies! Initial testing revealed some pluses and minuses about the Harley. On the good side, the front end does not leap up in any unwanted wheelies. If you want that front end to claw at the sky, you’ve got to work at it and that’s the way it should be. We found that the wide-ratio wide-ratio five-speed gearbox was no problem, even on some of the tightest tracks. Having disc brakes at both ends was quite a treat. (How about it, Honda?) On the negative side, we must admit that the extra weight could be felt, especially when negotiating the dreaded double jumps at the ‘Dunes. Even star tester Gentleman Jim Holley noted, “Man, landing was like a dead horse falling from a 200-story building!” Needless to say. Jim kept the cross ups, clickers and pancakes to a minimum and rode the H-D in a conservative fashion. Wins were recorded in the Over 1000cc Pro class, the Over 1000cc Vet class and even tester Kate Smith pulled off a win in the Over 1000cc Women’s Vet class. COPYING HUSKY? A close look at the rear end of the Harley shows that it sports dual shocks a la Husqvarna. These dampers are massive and make the Husky Ohlins look like Eberhard Fabre No. 2 pencils. A stout swingarm made of solid steel keeps flex to a minimum, at a slight weight penalty something in the range of 40 pounds or so. Up front the telescopic forks are highly advanced and do not run the more-or-less conventional fork boots seen on most machines. Instead, the H-D runs steel covers. We cannot imagine flying rocks and sand pitting these fork tubes. Welcome was the low saddle height of 29.62 inches. In this day and age of 38-inch plus seat heights, the Harley is most assuredly a step in the right direction. A glance at the spec sheet indicated a five-gallon tank. No need to place a call to any of the accessory folks for this baby. ADJUSTING TO THE INNOVATIONS At first we wondered about the wisdom of running things like the clear plastic screen up front, but we soon found that we finished all our races and riding sessions cleaner than ever While we liked the idea of a resettable speedo, the tachometer was strictly out of place. On a DT-1, sure. On a modern hike … c’mon, Unlike many sharp-edged footpegs, the Harley’s pegs are large and flat, offering enough gripping surface for several people. Neither the brake nor the shifter was a folder, but both were mounted high enough so they would not snag on rocks. Our biggest gripe was the shape of the bars and the large grips. We found it too hard to stand up with the rear-swept bars, so, violating Gary Bailey’s riding tips, most of the time we spent sitting down. Which brings us to what must be the most comfortable saddle ever to be on an enduro bike This unit is actually big enough for two people, if you can believe that. At first we were thrown by the lack of a regular kickstarter, but we soon got spoiled by the electric start setup. It made us hate to think of firing up our regular race bikes. That kickity-kick stuff has got to go LET’S TALK TORQUE The low-end power put out by the Harley makes a 760 Maico feel like a blender. This sucker pulls without whimpering. We even managed to do a fifth-gear start without slipping the clutch. Try that on a KTM 495 and you’ll stall. At 1340cc (80 cubic inches), the Harley puts out a staggering 22.4 foot-pounds of torque at a mere 3600 грm. Part of this is no doubt due to the small 35mm carb-that serves the fuel to both cylinders. We plan to slip on a pair of 40mm Bings to see what happens. It should rev out. Believe it or not, the engine has a double row primary chain transmitting the torque. We thought this went out with the last generation of Maicos. Still, it never required servicing and seemed plenty strong. BIG BITS AND LARGE PIECES Tires and wheels at both ends are 16-inchers, which helps keep the center of gravity low. They put down a big footprint, but the pattern is more suited to street than dirt. Federal regs rearing their ugly head again? On the plus side, the MT90 x 161 tires are six-ply, which should make them highly rock resistant. Control cables are beefy and should last a long time, but we found the clutch pull on the hard side. When we called Terrycable about a quick fix, the phone went dead. We’re used to seeing bark busters on enduro bikes, but the Harley had its mounted very low, probably to protect the rider’s legs. A good idea, but one that takes some getting used to. The H-D could use some additional ground clearance. Whenever we got some serious sky over a jump, the frame rails could and would bottom on the ground. Still, more clearance would raise the center of gravity. Again, everything seems to be a trade-off as far as engineering goes The wide fenders, front and rear, kept mud from flinging over the test riders, but we wondered if they might be mounted too low and thereby let mud collect. BLACKWATER BOUND! Our test bike drew a lot of stares at the town of Davis, West Virginia, site of the Blackwater 100. New bikes tend to do that to people. Initial testing in the bogs revealed plenty of power, but way too much wheel slippage. A quick phone call to Fred, the night watchman at the factory, gave us the cure. We installed a 16-inch snow tire on the rear and ran low pressure in both tires. After sign-up, we slipped some numbers on the Harley and got ready for the race. Stock, the bike was geared for well over 100 miles per hour, so we didn’t have to worry about running out of gearing on the fast sections. RACEDAY Without going into boring details, let’s just say that we ran away with the Over 1000cc class. The water crossings didn’t give us any trouble, but the bike got stuck in one bog for a real long time. In fact, it’s still there now. But that doesn’t bother us right now, cause we’ve got a class win at the toughest race in America. You can take a look at the photos to see our test Harley in action. THE BOTTOM LINE Sure, the H-D is a totally new concept, one that many people will have trouble accepting. Detractors say that Harley should have made a more conservative machine instead of such a radical space age bike, but we’re not so sure. All we can say is this: If you do get stuck in the bogs with the H-D, there’s enough storage space aboard so you can carry plenty of sandwiches and beer and just have a picnic right on the spot. Can any other four-stroke make that statement? We think not. As a side note, Rick Sieman loved to poke fun at Ron Griewe at Cycle World. They were both wonderful and funny people. The “Cat Quick and Grizzly Tough” subhead was actually a shot at Griewe from the cover of the January, 1981 issue of Cycle World in reference to the 1981 Honda CR450R, which Rick considered a terrible motorcycle. Rick misquoted Ron slightly, but the point was still clear … WHILE WE’RE AT IT … Here’s another classic from 1974. This one was supposed to run in April but was held and actually appeared in the May, 1974 issue. It was written by George Wegner. It seems that someone has finally come up with a surefire waterproofing technique. In the town of Ann Arbor in Michigan, there lives a man so dedicated to the sport he loves that he has spent more sleepless nights than he cares to recall just diligently working in his shop. He has not only found the best method for waterproofing, but he has found a way to mix the best of both of his worlds: riding his bike in the dirt and scuba diving. The thought of doing them both at the same time inspired him past mere genius. That man is Peter “Gills” Dill. Realizing his greatness in this, his finest creation, he decided that the world should know. His signs of genius shine on into the night. He knew that the only way to get a fair evaluation of his brainchild was to give it to the “MASTER TESTERS” at DIRT BIKE. The inventor with his Aquavarna amphibian. Needless to say, our pants were wet at the chance to test this fine example of Ann Arbor ingenuity. We decided to meet at Lake Michigan for a test session. You will note in the photos that the scuba regulator is interfaced with the rider (Gills) and a second hose coming from the regulator connects directly to his specially modified Husky air box. This enables the bike to be ridden completely submerged. He decided to use his Husky for the prototype because it seemed to be as afraid of water as his cat. Hence the name Aquavarna 450 UB (Underseabike). The base for his waterproofing goo (he refuses to reveal the exact formula) is Elmer’s Glue and malted milk balls. No less than four 55-gallon drums of WD-40, scattered about his workshop, give cause for us to suspect that he has very close ties with this company. We further suspect that this is the most important ingredient in his concoction. Test day: a quick fist fight helped us to decide who would be the first to go under. I fired up the “Aquy” and opened the valve on the regulator. Due mostly to excitement, in this my first great underwater adventure, I had forgotten to start breathing through the mouthpiece and gagged slightly on the thoroughly polluted lake water. Onward and downward, bubble, bubble, bubble … My first sensation was one of slow. motion. Which indeed it was. Because of the tremendous force of the water, our test bike was geared extremely low. Although I was just getting on the pipe in fourth, according to the instruments I was doing only 14 knots. The gearing seemed just right. When I was tapped out in fifth, the force of the water was about to wash me off the seat. Far out. Just the thing to keep my arms in shape. Traction could only be described as fantastically moist. As I dodged old car bodies and Suzuki 400s lying peacefully on the bottom, I looked back to see 40-foot rooster tails suspended in the water like curtains. Beautiful! Launching myself off a sand bar, I found I had time to execute several aquabatic maneuvers. We must invite Jacques Cousteau to film our next test session. I’m sure he would be happy to help Gills in designing a streamlined underwater fairing. Every small ledge, giant clam or sand dune was used as a berm. The technique I found easiest for turns was to plow deep into the muck and crack the throttle wide open. This lifted the front wheel so that you could lean the bike over and set it down in the direction in which you wished to travel. It’s truly a beautiful experience. All in slow motion, of course. Crashes (wipeouts) were especially fun and quite painless. You would merely settle to the bottom. This inspired a really berserk riding style. Frantic! I was having such fun that I forgot about the time. I surfaced with enough air for only about half of a lap on our new underwater test course. Before long, we had all gotten in three air tanks’ worth of riding under our weightbelts. Then we crowded around Gills’ wet dream and proceeded to discuss power and handling characteristics. It was our unanimous opinion to attach fins or rudders to the back side of each fork leg to aid in cornering stability. This addition, along with Gills’ suggestion of using AquaVelva instead of fork oil, helped handling at all speeds greatly. Anyone interested in preparing their scooter for underwater competition, please contact Peter here at DIRT BIKE. He has agreed to join our staff as “Special Underwater Consultant and Test Editor.” We feel that he will be very helpful when the wave of popularity for this new sensation hits us. In the near future, he and Rondo Talbot will be opening a new cycle park off the coast of Delaware. The course can be found directly under the path of the Cape May-Lewes ferry. You can’t miss the sign: Neptune’s Cycle Park. They may close the deserts, but we still have the oceans, the seas, the lakes, the rivers. Enough nonsense for now. –Ron Lawson The post BETA 390RR X-PRO & CLASSIC DB SPOOFS: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

TM is back. You can be excused if you never knew they were gone. After all, TM Moto is a tiny Italian company that exists primarily in the dirt bike underground. For years, if you wanted a TM, you had to go find one. But, since 2022, finding one in the U.S. was nearly impossible. The importer left town, leaving a dealership in Morongo, California, as the only parts connection for a cult-like band of TM devotees. That has changed for 2025. The 300EN Corse before you is one of the first official imports in three years, and there are more to come. Cam Mitchell of 71 Powersports has officially picked up the reins and opened the flow of TM motorcycles into the U.S. and Canada. As if a “normal” TM isn’t exotic enough, the 300EN Corse is a premium model along the lines of a Factory Edition from KTM, Husqvarna or GasGas. The price for the 2025 300EN Corse is $12,345. Shockingly, it’s not the most expensive bike in the class anymore. LET’S CATCH UP If you aren’t in the TM inner circle, here’s a little review: This is a family-owned company out of Pesaro, Italy, that got its start in the karting world. Eventually, they started making high-end two-stroke ISDE bikes. Motocross models followed and eventually four-strokes. TM motorcycles built a reputation for being very light, fast and expensive—virtually works bikes for the public. Accordingly, production numbers were very limited. The 2025 test bike we have is just like the TMs we remember from the past. It shows extremely high-quality workmanship. The aluminum frame is hand-built with beautiful welds. The hubs, triple clamps and dozens of little pieces are machined from billet. The rear shock is actually manufactured in-house by TM, while the fork is KYB, the front brake is a Brembo and the rear brake is by Nissin. The Corse edition goes a step further with an anodized clutch and ignition covers, a radiator fan, axle handles, upgraded brake rotors, quick-release wheel pins, and so forth. Our test bike used a throttle-body EFI system. You can also order the bike with an old-fashioned carburetor. What’s really amazing about TM is its sophistication. Despite being a very small company, TM has matched KTM blow for blow in the technology department. When KTM moved to transfer port injection (TPI) in 2019, we believed that it was so high tech that only a big conglomerate with a big budget could manage it. TM had it within a year. When TPI gave way to throttle body injection, TM was actually there first. The EFI system on the 2025 300EN has an injection system developed by eMoticom with a 39mm throttle body. It’s integrated with the electronic power valve and an oil-injection system. In every way, TM is at the cutting edge of two-stroke technology. And, what’s just as interesting is that the company hasn’t abandoned traditional technology. You can order the bike with a Keihin carburetor instead of fuel injection. You can also ask for a kickstarter on the standard model; although, our Corse-edition test bike came with one. In Europe, you can still ride heavily detuned two-strokes on the street, and some of the dual-sport trappings are visible on the 300EN. It has a turn-signal switch and horn button that are connected to nothing, as well as that infernal spring that folds up the kickstand as soon as it’s unweighted. The tires on our test bike were Bridgestone Battlecross X31s, although later models will probably come with Maxxis. The Corse is a special edition that comes with upgraded items like special rotors and wheel-changing hardware. The TM comes with an interesting mix of components. The front brake is a Brembo, while the rear is a Nissin. RIDE AS THE ROMANS DO Our time with the TM 300EN was limited and quite busy. Ty Cullins, who achieved considerable success in EnduroCross, took the bike to the Two-Stroke Championships at Glen Helen knowing that it wasn’t a motocross bike and expecting it to be under-suspended and possibly under-powered. He promptly won both motos of the 25+ Intermediate class. The next day we put Carson Brown on it. He confirmed that the enduro suspension was soft and that Ty had simply ridden the wheels off it. But, it certainly wasn’t underpowered, at least not for the amateur classes. The bike has excellent power right above idle and then builds smoothly to a potent midrange. The smooth, sweet nature of that power was completely lost on the motocross course, but revealed itself on tight trails. The motor is unstoppable down low and through the middle revs. It is, after all, a European 300cc two-stroke. It compares very favorably to the best of its breed and has all of the same strengths in tight, technical trails. It easily out-powers a KTM 300XC-W, but the more aggressive KTM 300XC will have an edge on top. As the revs build, the power tapers off. And, if you ask too much of it, the TM objects. If you clutch it and hit the rev limiter when the engine is under a load, it can cough and glitch out. This was a common trait among the first generation of TPI two-strokes. In the case of the TM, we think it might just be fuel mixture, which is rich on top. Dave Turner at Get Dirty Motorsports is the most authoritative TM expert in the U.S., and he knows all the tricks to perfect the eMoticom system. As it is, there’s very little chance that normal off-road riders (translation: not Carson Brown) will over-rev the bike that dramatically. Within its intended parameters, the EFI system is perfectly mapped. It has two maps, and virtually all riders preferred the more aggressive one, even on tight trails. TM has a reputation for making light, fast motorcycles. After a brief hiatus, the company is back in the U.S. RIDING THE EDGE TM clearly knows the type of rider who will be drawn to the 300EN. The suspension is designed to deal with hitting rocks and roots at speed. It doesn’t deflect or dive, it just absorbs trail trash and goes perfectly straight. This is a bike for skilled off-road riders on difficult trails. It isn’t necessarily for loafing along at a sightseeing pace. The frame is rigid, the seat is hard and everything about the bike screams out to be ridden aggressively. We were impressed about the adjustability of the TM-made shock absorber. Initially, it seemed stiff, but we were able to make it more comfortable with a little effort. The compression clickers are very difficult to access, but the rebound can be adjusted by hand. The front suspension is typical of the 48mm KYB closed-cartridge fork and works well across a wide variety of situations. The great thing about the KYB fork is that if you don’t like it, there are about a million suspension shops who know how to get it right. All of the components that come on the TM are of very high-quality, including the LED headlight. Still, the TM is a race bike. That’s clear. It feels light, agile and stable at speed. On our scale, it weighs 232 pounds without fuel. That’s in the same bracket as all the other 300cc two-strokes that come with similar equipment (i.e., lights, radiator fan, hand guards and motor guards). We are somewhat surprised that the bike has oil injection, but we love it. After two days of riding we checked the oil level and couldn’t tell if it had changed. If nothing else, it will save a substantial sum in your oil budget. If you’re a TM guy, though, you probably already know that it’s not about saving money. Traditionally, part of the TM attraction is the exclusivity that comes with a hefty price tag. In this day and age, however, that’s less of a filter than it used to be. The 300EN Corse has an MSRP of $12,345, whether it has fuel injection or a carburetor. The standard model is $11,195. There’s a shock factor there, but TM is no longer the most expensive bike in the off-road world. A KTM 300XC-W HardEnduro is $13,299 and a Husky TE300 Pro is $13,499. Admittedly, that’s a little crazy, but we know that going in. When you’re talking about the kind of riding where the TM excels, crazy comes with the territory. The post OFF-ROAD TEST: TM 300EN appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

It was typical of first impressions. We were flown 3000 miles from our comfort zone. The dirt was red. The weather was wet. The ride was brief. That was our first experience with the 2025 Triumph TF450-RC Edition. Last November Triumph extended an invitation to ride a pilot production version of the new 450 motocross bike at its race-team headquarters just south of Atlanta, Georgia. It was an opportunity to tour a brand-new, elite team facility with four tracks and a NASCAR-like race shop, then ride the most eagerly anticipated motocross bike in years. Who would say no? It was a dream trip, but not a legitimate test. After a few hours of riding, we left knowing a little more about the bike than we had when we arrived, but we weren’t satisfied. The Triumph crew promised that a real production test bike would soon be delivered in California. Sean Lipanovich started speaking in a British accent after just a few laps on the Triumph. PATIENCE REWARDED Fast-forward to May 2025. Southern California Motorcycles in Brea called to say our Triumph TF450-RC was ready for pick up. It was a full-production version, prepped and race-ready. What did we do? We raced it, of course! That weekend we were at Glen Helen for MotoFest 2025. The Triumph was raced by several riders in several classes. It was the very definition of our comfort zone. Familiarity came quickly. Triumph did not reinvent the wheel by any means. The bike has a single-overhead-cam four-valve motor with a five-speed gearbox and a hydraulic clutch powered by a Brembo master cylinder. There has been much social media acid reflux about how the motor is a KTM copy. That’s not a legitimate criticism any more than it is with any other motorcycle. Virtually all of today’s dirt bikes are cast from similar molds. If you look back at the two-stroke motors of the ’90s, it’s hard to tell any of them apart. Triumph also took a page from the Yamaha playbook by offering smartphone connectivity through the MX Tune Pro app. This was rolled out for the TF250-X, but in that case, the connectivity unit was an accessory that you had to pay extra for. On this bike it’s included. On the handlebar, you have a large cluster of buttons that includes a map switch, Quickshift, traction control and launch assist. The chassis is virtually identical to that of the TF250-X aside from engine mounts and suspension settings. It has Brembo brakes, KYB suspension and an aluminum frame that’s vaguely reminiscent of a Yamaha two-stroke. There’s a superficial resemblance to a KTM motor, but the similarity ends there. The Triumph’s Brembo brakes and hydraulics are excellent. This first 450 offering from Triumph is called the RC Edition as acknowledgment to Ricky Carmichael’s involvement with its development. That’s real. Ricky was on the ground floor when it came time to build a 450. It has a number of features that Ricky wanted and a representation of his signature on the front, as well as a big number 4 that’s sublimated into the plastic of the number plates. The RC features include a Hinson clutch cover, Dunlop tires, a gripper seat cover and, most important, a special map developed by Ricky docked in the number-two spot on the map switch. As of right now there’s no talk of a “standard” edition, but it’s a safe bet that one will soon be offered at a reduced price. Using the TF250-X as a guide, that model will probably have no connectivity unit, Pirelli tires and so forth. For now, the price of the TF450-RC is $10,995. Also, it’s worth pointing out that the 450 is currently manufactured in one of Triumph’s assembly plants in Thailand. In light of recent tariff uncertainty, it’s reasonable to think that could change. Triumph has six factories around the world, and all of them are equipped to produce any bike in the company’s lineup. The Triumph TF450-RC radiates a certain Ricky Carmichael energy. It’s not officially a special edition because there is no standard version at this point. ON FAMILIAR GROUND If you didn’t see the initial impression in the February 2025 print edition of Dirt Bike, then you can catch up with our impression on YouTube. What did we think? We loved it! We declared it was incredibly smooth, but still produced competitive power. The handling leaned more towards the stable side of the spectrum, and it felt very light. Once we had it in our own shop, the first thing we did was drain the fuel and put it on the scale. The true weight is 233 pounds. It’s not the lightest of all the 450s, but it’s close enough. The KTM and Husqvarna are both 229 pounds on the same scale. The Yamaha is 232 pounds; the Kawasaki and Suzuki are the heaviest at 239. In overall handling, our initial impression was spot-on. The Triumph is stable and well planted. This is a welcome relief from the current trend of nervousness that comes with Supercross-bred handling. Clearly, the Triumph was developed on the GP circuits of Europe. If the Triumph takes its cues from any other motocross bike, it’s the Kawasaki KX450. The TF450-RC provides that same feeling of connection to the track. You always know where the front wheel is going to go, even when the track is choppy and the traction is poor. On the other hand, the Triumph is not a cut-and-thrust type of bike like a Honda. It responds well to a pre-conceived plan of attack. Triumph imbued the 450 with old-school stability, much along the lines of a Kawasaki KX450. The KYB suspension is softer than we expected, but still in the sweet zone for a 170-pound intermediate rider. The front end rides high in its travel despite being softish, and that allows you to run a little more preload in the rear than you might expect. Most test riders liked it right at 100mm of sag. On a busy race weekend at Glen Helen, the Triumph suspension was perfect. The demands there are unique; the fast downhills create G-loads that require a great deal of hold-up. The famously sharp edges call out for quick response and high-shaft speeds. The TF450-RC scored well on both counts, at least in the amateur ranks. High-level pros would almost certainly need stiffer settings all the way around. We expected the motor to feel different in race conditions. Our first experience was on dirt that’s hard to duplicate outside of Georgia. The red clay went from one extreme to another, starting off slippery and greasy, then turning into glue. In both extremes, the smooth power delivery was excellent; we simply couldn’t handle any more power. At Glen Helen, we could. The Triumph’s low-end power delivery was a little too soft in the standard map. Any amount of traction control actually made it softer. Map two with Ricky Carmichael’s personal recipe was a step in the right direction. It provided sharper throttle response, especially down low. In the big picture, though, the Triumph never feels like a brute. It doesn’t hit hard, and there’s no benefit in over-revving the motor. It’s far milder than a Yamaha or anything with a KTM motor, and more akin to a Honda, Kawasaki or Suzuki. There are, of course, a million different mapping options. Triumph offers a number of pre-made maps and gives you further opportunity to cook your own. Our advice is to allow time for testing—lots of time for testing. At this point, we still haven’t made any maps of our own or become proficient with the smartphone app. As we dive deeper into our own testing routine, we will report back on DirtBikeMagazine.com. The MSRP of the TF450-RC is $10,995. There’s no word on how it will be affected by tariffs in the near future. JOLLY GOOD TIMES We have a short wish list of changes we would like to see in the next generation. Like the TF250-X, shifting is stiff. Quickshift is a benefit on the 250, but is of limited use for the big bike. It is only helpful when the throttle is wide open, which doesn’t happen that often. It can manifest itself as a hesitation, so most riders simply turn it off. And, even though we love Ricky and his legacy, we don’t necessarily want to run his number forever. You can only cover it up, not peel it off. On the other hand, we like the tires, we like the brakes, and we love the fact that it’s reasonably quiet. Overall, we’re still big fans of the Triumph. It turns out to be the same bike we rode in Georgia last November. At the end of that riding impression, we declared that the Triumph would have finished near the front of our 2025 450 MX shootout. We still feel that way. Just think, Triumph was able to accomplish all this on their first try. We can’t wait to see what’s next. The post TRIUMPH TF450-RC EDITION REVISITED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

2026 TRIUMPH TF250-X IS HERE! UPDATES AND DETAILS The post 2026 TRIUMPH TF250-X IS HERE! -VIDEO appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Joe Henner from Kove USA was down in So Cal last week showing around a preproduction version of the company’s new 450 motocross bike. He was down here visiting dealers, but he decided to spin a few laps around Glen Helen Raceway and he called up to ask if we wanted to take it for a few laps. The 2026 Kove 450 MX is on the way. The U.S. will only get the Factory Edition with a KYB fork, a titanium exhaust and a special Yuan shock. The price will be $7699. The Kove MX450 has a motor similar to the one in the competition version of the Rally 450, which has captured everyone’s attention with good finishes in the Dakar Rally. To make it into a motocross bike they built a new chassis which is similar to the one in a current KTM. This particular bike has already seen extensive use as a test mule. The gearbox is still the six-speed from the Rally and the mapping is a work in progress. The fork was brand-new for this ride; the 43mm KYB AOS was fresh out of the box. That will be the production fork. The final version will have Yuan shock, a titanium exhaust and multiple maps. The importer weighed it and came up with 220 pounds (no fuel) and then put it on the TacoMoto dyno in Las Vegas. They saw 54 horsepower. We put four riders on the bike and everyone was impressed. They all said pretty much the same thing. Its strongest point is overall handling. It turns extremely well–pretty much like a KTM. It feels light and the ergos are comfortable. The Tiasko brakes were also excellent. Mid-range power was right in the hunt with anything in the 450 class. In fact, there were only two real complaints. First, the gearbox wasn’t right. First gear was too tall and the spacing was gappy for motocross. That’s not surprising considering that the transmission was made for a rally bike. The second issue was mapping. It was very rough below a quarter throttle, and that killed the low-end power. On the track, you could deal with it, but obviously this is an area that needs work. Everything else was in the hunt. The new gearbox should be ready very soon and the mapping is still being sorted. They say the first production bikes will be in dealers this November with a price of $7699. We can’t wait! REALLY BIG TEST IN PROGRESS This week Pete Murray and I went on a short adventure ride in the mountains around Wrightwood. The main adjective was to shoot photos of the BMW R1300GS Adventure. This is the adventure version of the “standard” R1300GS. That means it has way more range (8 gallons of fuel capacity), and a number of more off-road oriented features. It also had the premium package, which meant an automatic clutch and automatic shifting. On the road the bike is absolutely wonderful. In the dirt, it’s intimidating simply because of the size. But you can take it off road. When you choose the Enduro Pro mode, it modifies the power output, traction control and ABS. You can also electronically adjust the suspension. Frankly, we’re a little lost with most of the features on this bike. We have a few weeks with it, though, and a feature will appear in print soon. MSRP: $22,745 Premium Package $3,275 Headlight Pro • Riding Assistant Automatic Shift Assistant +$850 Ride Modes Pro • Sports Brake GPS Preparation • Chrome Exhaust Pipe Electrically Adjustable Windshield Center Stand Aluminum Pannier Mounts THE ROCK MAN AND THE LEGEND I just uncovered some photos of a preposterously difficult Baja ride I did with Malcolm Smith, Tom Webb and Jim O’Neal about 25 years ago. It made for an incredible story that Tom Webb wrote was we published in the May, 2000 issue of Dirt Bike. It’s on my list of stories to revisit. Stay tuned. SADDLE, AUGUST 2025 I used to think that 35 years was a long time. I no longer believe that. In the summer of 1990 I became the editor of Dirt Bike Magazine. The previous editor was Ed Arnet, who hit his head in a desert race and was in a coma for a week. He woke up, wrote lyrics from Dead Kennedys on his office wall and then vanished on a vision quest. I was hired away from my job as managing editor of Cycle World in somewhat of a panic. It might have been seen as a short-term solution. It might be still. In truth, I don’t remember much about my 31-year-old self. I don’t know what I expected of my tenure at Dirt Bike. I don’t know if I was optimistic or scared, and I don’t know how I viewed the future in general. I can read what I wrote in old magazines, of course, but that’s a one-way communication. It would be much better if he could read what I’m writing now. Here’s what I might say: Dear Ron, Greetings from 2025. Please don’t freak out. You probably won’t break any time-travel rules by reading this, but I’ll keep an eye on old photos to see if I fade out. If you’re freaking out about the new job, that’s justified. It’s going to be a wild ride. First, let me put you at ease about dirt bikes in 35 years. They still exist. There are still tracks to ride, there’s still open riding, and off-road racing is alive and well. It hasn’t been easy between environmental pressures and so forth. You know that big valley at the Nevada state line that you used to race through in Barstow to Vegas? First, they kicked us out because it was a habitat for the desert tortoise. Then they bulldozed it flat to create an early solar energy plant. They collected a few hundred tortoises in the construction process and kept them in a man-made enclosure while they tried to figure out what to do. Then the tortoises all got sick and had to be euthanized. So it goes. Hey, motorcycles don’t fly yet. Surprise! They still get around by spinning a rear wheel with a knobby tire. They look pretty much the same. I know that if you look back 35 years earlier from where you are now, motorcycles were virtually made of stone, but progress has slowed. There have, however, been some changes in the motor department. Two-strokes gave way to four-strokes, and now it looks like electric bikes might take over next. The jury is still out on that. Nowadays you don’t tune your motor with jets or anything like that; you do it with your smartphone. Oh, right, you don’t know what that is. Imagine a little TV in your pocket—oh, never mind. Just invest in Apple stock. On the same topic, magazines are almost gone. There are only a few left. Happily, Dirt Bike is one. Motorcycle shops are disappearing, too. Most of the ones that survived are really large, about the size of a Planet Fitness. Oh, right, let’s say a Sears store. By the way, sell your Sears stock. Motorcycle racing is bigger than ever. Deegan, Tomac and Plessinger are on top, but not the Deegan, Tomac or Plessinger you’re thinking of. Get this: the biggest race with the most lucrative bonuses is now a desert race! It’s the Paris to Dakar Rally. It’s not held anywhere near Paris or Dakar anymore, but that’s a long story. As far as the new job goes, don’t stress too much. You’re going to have the privilege of working with some really great people; Rick Sieman, Roger DeCoster and Tom Webb to name a few. Really. You’re going to have some great highs and lows. Here are some facts you might find interesting: Bikes tested: 1700+ Test bikes gone missing: 3 Test bikes that burst into flames: 1 Major brush fires started: 1 Major lawsuits: 1 ISDEs ridden: 7 Gold medals earned: 0 Races attended: Like, a billion. Like I said: wild ride. And it’s not done yet. See you next time! –Ron Lawson The post RIDING THE 2026 KOVE MX450: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Spring Creek MX Park was the site of round seven of the 2025 AMA Pro Motocross season. It was business-as-usual results for the series leaders, but the big news was how it all went down in each class. A picture-perfect afternoon set the stage for a memorable day of racing at the FXR Spring Creek National Presented by Frescados Tortillas, which saw the Honda HRC Progressive siblings of Jett and Hunter Lawrence trade moto wins to tie atop the overall classification, with the second moto tiebreaker going to Jett Lawrence for his seventh consecutive victory. In the 250 Class, it was Monster Energy Yamaha Star Racing’s Haiden Deegan who prevailed with his fifth win of the season to extend his points lead. However, his win was overshadowed by a storybook ending to the decorated career of 32-year-old teammate Jeremy Martin, as the Millville native and two-time champion won his final moto to secure a runner-up finish in front of the hometown crowd. 450 Class Moto 1 The first premier class moto got underway with the Honda HRC Progressive siblings of Jett and Hunter Lawrence leading the way over Red Bull KTM Factory Racing’s Aaron Plessinger. However, Jett Lawrence lost traction and went down, which caused him to drop outside the top 10 and remount in 15th position. Hunter Lawrence took over the lead from Plessinger, while a battle for third unfolded between Monster Energy Kawasaki’s Jorge Prado and Monster Energy Yamaha Star Racing’s Eli Tomac, with Tomac able to get the upper hand. As Hunter Lawrence opened a lead of just over two seconds the attention shifted to Jett Lawrence’s climb back up the running order. The young Australian made quick work to break into the top 10 and found himself on the verge of the top five within the first 10 minutes of the moto. Back up front, Tomac closed in on Plessinger to initiate a battle for second, which was short lived as Tomac surged into the runner-up spot. Mere moments after the pass, a three-rider battle for third emerged between Plessinger, his Red Bull KTM Factory Racing teammate Chase Sexton, the defending champion, and a charging Lawrence, who was able to pass both riders in one turn and take control of third. The points leader’s push continued to Tomac, who he caught and passed with ease to take over second. Nearly 10 seconds separated the Lawrence brothers with about 18 minutes remaining as Sexton made the pass on Tomac for third. An initial charge did see Jett Lawrence gain a little ground on Hunter, but the elder sibling was in top form and cemented his hold on the top spot. Hunter Lawrence took his first moto win of the season and fourth of his career by 15.2 seconds over Jett Lawrence, with Sexton well back in third. Rockstar Energy Husqvarna Factory Racing’s RJ Hampshire was fourth, while Monster Energy Yamaha Star Racing’s Justin Cooper rounded out the top five. Jett Lawrence needed a tiebreaker to edge out his older brother and secure a seventh straight premier class victory. Photo Credit: MX Sports Pro Racing, Inc. Moto 2 The final moto of the afternoon was a carbon copy of Moto 1 with the Lawrences leading the way as Jett swept the Pro Motocross Holeshots. Muc-Off/FXR/ClubMX Yamaha’s Coty Schock slotted into third initially but gave way to an aggressive Sexton. The lead trio then set sail and quickly pulled away from the field. It only took a couple laps for the Lawrences to put distance on Sexton to set up a head-to-head battle for the win. Jett Lawrence’s lap times were impressive in the roughest conditions of the day, but Hunter Lawrence answered to keep the deficit at about 1.5 seconds. They continued to mirror lap times until just past the halfway point, when Jett was able to push his advantage to just over two seconds as they worked through lappers. The younger Lawrence continued to build on his lead and moved out nearly four seconds clear of Hunter in the closing stages. Jett Lawrence carried on to claim his 11th moto win of the season by 8.9 seconds over his brother, while Sexton followed nearly 50 seconds behind in third. Hunter Lawrence got his first moto win of the season but had to settle for a fourth consecutive runner-up finish. Photo Credit: MX Sports Pro Racing, Inc. Overall With identical results for the Honda teammates, a second moto tiebreaker was needed to solidify the 22nd career win for Jett Lawrence (2-1), who moved into a tie with Rick Johnson for fifth on the all-time 450 Class wins list. Lawrence also sustained his career winning percentage of 95% with 22 victories in 23 starts. Hunter Lawrence amassed his highest point total of the season in second (1-2) to complete the fourth consecutive 1-2 finish for the siblings, while Sexton, in his second race back from an extended layoff, made his debut podium result of the season in third (3-3). Jett Lawrence’s lead in the championship standings remains at 51 points over Hunter Lawrence, while Cooper, who finished 10th (5-13), sits third, 90 points out of the lead. Despite his worst result of the summer, Cooper moved into the top spot of the SMX World Championship standings, surpassing his Monster Energy Yamaha Star Racing teammate Cooper Webb, who was forced to bow out of the remainder of the Pro Motocross Championship due to injury. In his second race back, defending champion Chase Sexton finished on the overall podium for the first time this summer. Photo Credit: MX Sports Pro Racing, Inc. 1st Place: Jett Lawrence, Honda HRC Progressive (2-1) “Hunter [Lawrence] was riding really well and wouldn’t let it go [in Moto 2]. My bike was better, but I had to be patient on the downhills. Hunter kept me honest, but we needed to keep the win streak going and I had to dig deep today to do that.” 2nd Place: Hunter Lawrence, Honda HRC Progressive (1-2) “I just need to be faster. If I was faster, I would have passed [Jett Lawrence]. The kid is good. I appreciate how much work the team continues to put into the bike, and it was great today. We’ll keep working.” 3rd Place: Chase Sexton, Red Bull KTM Factory Racing (3-3) “I felt like my opening laps were better today, but I lost a lot of time on the downhills. We’re pretty good everywhere else but just need to keep working. Those guys [the Lawrences] are riding really good right now.” 450 Class Overall Results (Moto Finish // Points) Jett Lawrence, Landsborough, Queensland, Australia, Honda (2-1 // 47) Hunter Lawrence, Landsborough, Queensland, Australia, Honda (1-2 // 47) Chase Sexton, La Moille, Ill., KTM (3-3 // 40) RJ Hampshire, Hudson, Fla., Husqvarna (4-4 // 36) Justin Barcia, Monroe, N.Y., GASGAS (8-7 // 29) Malcolm Stewart, Haines City, Fla., Husqvarna (7-8 // 29) Eli Tomac, Cortez, Colo., Yamaha (6-9 // 29) Valentin Guillod, Motier, Switzerland, Yamaha (10-6 // 28) Jorge Prado, Lugo, Galicia, Spain, Kawasaki (12-5 // 27) Justin Cooper, Cold Spring Harbor, N.Y., Yamaha (5-13 // 26) 450 Class Championship Standings (Race 7 of 11) Jett Lawrence, Landsborough, Queensland, Australia, Honda – 337 Hunter Lawrence, Landsborough, Queensland, Australia, Honda – 286 Justin Cooper, Cold Spring Harbor, N.Y., Yamaha – 247 Eli Tomac, Cortez, Colo., Yamaha – 246 RJ Hampshire, Hudson, Fla., Husqvarna – 221 Aaron Plessinger, Hamilton, Ohio, KTM – 204 Jorge Prado, Lugo, Galicia, Spain, Kawasaki – 174 Cooper Webb, Newport, N.C., Yamaha – 151 Malcolm Stewart, Haines City, Fla., Husqvarna – 134 Joey Savatgy, Thomasville, Ga., Honda – 124 450SMX Regular Season Standings (Round 24 of 28) Justin Cooper, Cold Spring Harbor, N.Y., Yamaha – 528 Cooper Webb, Newport, N.C., Yamaha – 516 Aaron Plessinger, Hamilton, Ohio, KTM – 459 Chase Sexton, La Moille, Ill., KTM – 438 Malcolm Stewart, Haines City, Fla., Husqvarna – 411 Jett Lawrence, Landsborough, Queensland, Australia, Honda – 408 Hunter Lawrence, Landsborough, Queensland, Australia, Honda – 348 Eli Tomac, Cortez, Colo., Yamaha – 326 Joey Savatgy, Thomasville, Ga., Honda – 277 Ken Roczen, Mattstedt, Germany, Suzuki – 271 250 Class Moto 1 The first moto afternoon started with the hometown hero of Martin leading the way to the Pro Motocross Holeshot as the Monster Energy Yamaha Star Racing rider began the final race of his career out front, ahead of Monster Energy Pro Circuit Kawasaki’s Seth Hammaker and Honda HRC Progressive’s Jo Shimoda, while Deegan, who was nursing a leg injury suffered at the previous race, started fourth. With the crowd behind him, Martin looked to assert his hold of the top spot, but Hammaker made a push to take the lead just before the completion of the opening lap. Not long after that, Deegan made the pass on Shimoda for third. The lead trio then settled in through the first half of the moto, separated by about three seconds. Deegan was able to gradually close in on his teammate’s rear fender and easily took the position. Then, on the following lap, Hammaker went down and gave up the lead, which allowed Deegan to assume first, Martin second, and Shimoda third, as the Kawasaki rider remounted in fourth. Once in the lead, Deegan moved out a couple seconds ahead of his rivals. Shimoda then bided his time behind Martin and made the move for second with just over 10 minutes remaining. Three seconds separated Deegan and Shimoda in the final phase, but the Japanese rider started to take chunks out of Deegan’s lead, particularly as they navigated lapped riders. Shimoda closed in and seized control of the moto with just under five minutes to go. Deegan kept Shimoda within striking distance and pulled the trigger on a pass to reclaim the lead with just over two minutes remaining, which seemed to catch Shimoda off guard. Deegan rode strong in the closing laps and fended off a late charge by Shimoda to capture his ninth moto win of the season by just seventh tenths of a second. Martin finished in third, with Triumph Factory Racing’s Mikkel Haarup in a career-best fourth and Monster Energy Yamaha Star Racing’s Michael Mosiman in fifth. Haiden Deegan returned to the top step of the podium for the fifth time this season. Photo Credit: MX Sports Pro Racing, Inc. Moto 2 The second moto began the same way as Moto 1, with Martin able to once again lead the field to the Pro Motocross Holeshot, with Shimoda tucked into second and Triumph Factory Racing’s Jalek Swoll in third. Deegan started eighth. As the top two began a battle for the lead nearly 10 minutes into the moto, Haarup made the pass on his teammate for third and closed in on the leaders. Shimoda then made his move on Martin to take the lead. As Shimoda pulled away, Martin and Haarup battled it out for second. The Danish rider hounded the former champion, but Martin’s expertise on his family’s track allowed him to fend off the pressure. Not long after, Shimoda briefly went off the track, which allowed Martin to reclaim the lead as Shimoda continued in second. Not too far behind, Deegan closed in on the lead group from fourth and was able to make his way around Haarup for third. He then made the pass on Shimoda for second as the Honda rider appeared to be battling through an issue with his motorcycle. Shimoda then lost third to Haarup and slowly continued to lose positions before settling into fifth. Back up front, Martin looked to manage a lead of about 2.5 seconds over his teammate with a little more than 10 minutes to go. The Yamaha duo traded bursts of momentum, but the gap between them ultimately remained the same. As the race entered its final five minutes, Martin’s lead grew as he logged the fastest laps on the track and soon enough moved out to an advantage of more than five seconds. He continued to add to his lead and with thousands of home fans cheering him on, Martin claimed the 41st moto win of his career by 7.1 seconds over Deegan. Haarup earned his first moto podium in third while Shimoda made a last lap pass to claim fourth. An incredible final moto by Jeremy Martin resulted in one of the most memorable moments in Pro Motocross history. Photo Credit: MX Sports Pro Racing, Inc. Overall As he’s done all summer long, Deegan rose to the occasion and prevailed with his fifth win of the season (1-2) and 12th win of his career. Martin’s memorable final performance landed him in the runner-up spot (3-1) for the 46th podium finish of his career, one away from the all-time 250 Class record held by Steve Lamson. Shimoda’s ability to salvage positions in the final moto helped him finish third overall (2-4). Deegan’s lead in the championship now sits at 45 points over Shimoda. Third place is now a tie between Monster Energy Pro Circuit Kawasaki teammates Levi Kitchen, who finished sixth (13-6), and Garrett Marchbanks, who finished fifth (7-7), 107 points out of the lead. Jo Shimoda battled through adversity in the second moto to finish on the overall podium for the fourth time this season. Photo Credit: MX Sports Pro Racing, Inc. 1st Place: Haiden Deegan, Monster Energy Yamaha Star Racing (1-2) “First, congrats to JMart [Martin]. That was bad ass. All week I’ve been resting my [injured] leg and to come out and get a win, I’m stoked. We’ll look to get back to a normal week and come out swinging next weekend.” 2nd Place: Jeremy Martin, Monster Energy Yamaha Star Racing (3-1) “I was definitely tired after Moto 1. We made a slight suspension adjustment, and I knew that if I got a start I could do something. My bike was on rails. It’s been an awful past two or three years [with injuries], but everyone stuck behind me. To do this in front of my family, friends, and this home crowd, it’s just a dream come true.” 3rd Place: Jo Shimoda, Honda HRC Progressive (2-4) “After I got into the lead [in Moto 2] my rear brake was just totally gone. I couldn’t do much [initially], but later in the moto as the berms built up, I was able to use them to my advantage and find some more speed. It’s not what we wanted but I’m happy to still be on the podium.” 250 Class Overall Results (Moto Finishes // Points) Haiden Deegan, Temecula, Calif., Yamaha (1-2 // 47) Jeremy Martin, Millville, Minn., Yamaha (3-1 // 45) Jo Shimoda, Suzuka, Japan, Honda (2-4 // 40) Mikkel Haarup, Silkeborg, Denmark, Triumph (4-3 // 38) Garrett Marchbanks, Coalville, Utah, Kawasaki (7-7 // 30) Levi Kitchen, Washougal, Wash., Kawasaki (13-6 // 25) Dilan Schwartz, Alpine, Calif., Yamaha (11-9 // 24) Austin Forkner, Richards, Mo., Triumph (9-11 // 24) Jalek Swoll, Belleview, Fla., Triumph (16-5 // 23) Jordon Smith, Belmont, N.C., Triumph (15-8 // 21) 250 Class Championship Standings (Race 7 of 11) Haiden Deegan, Temecula, Calif., Yamaha – 321 Jo Shimoda, Suzuka, Japan, Honda – 276 Levi Kitchen, Washougal, Wash., Kawasaki – 214 Garrett Marchbanks, Coalville, Utah, Kawasaki – 214 Tom Vialle, Avignon, France, KTM – 202 Mikkel Haarup, Silkeborg, Denmark, Triumph – 182 Michael Mosiman, Sebastopol, Calif., Yamaha – 170 Maximus Vohland, Sacramento, Calif., Yamaha – 141 Chance Hymas, Pocatello, Idaho, Honda – 132 Jordon Smith, Belmont, N.C., Triumph – 128 250SMX Regular Season Standings (Round 24 of 28) Haiden Deegan, Temecula, Calif., Yamaha – 542 Jo Shimoda, Suzuka, Japan, Honda – 439 Tom Vialle, Avignon, France, KTM – 382 Garrett Marchbanks, Coalville, Utah, Kawasaki – 359 Michael Mosiman, Sebastopol, Calif., Yamaha – 301 Seth Hammaker, Bainbridge, Pa., Kawasaki – 299 Julien Beaumer, Lake Havasu City, Ariz., KTM – 295 Chance Hymas, Pocatello, Idaho, Honda – 262 Maximus Vohland, Sacramento, Calif., Yamaha – 261 Jordon Smith, Belmont, N.C., Triumph – 254 The 2025 Pro Motocross Championship continues next Saturday, July 19, with Round 25 of the SMX regular season, when Washington’s Washougal MX Park will host the final west coast race of the summer with the FLY Racing Washougal National Presented by Peterson CAT. The eighth race of the summer will feature a live two-hour network showcase of the opening motos on NBC Broadcast Network, beginning at 12 p.m. PT / 3 p.m. ET. Comprehensive live streaming coverage can be seen on Peacock, beginning with Race Day Live at 10 a.m. PT / 1 p.m. ET, followed by uninterrupted coverage of the motos at 12 p.m. PT / 3 p.m. ET. The post 2025 SPRING CREEK NATIONAL MX RESULTS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Scot Harden dropped us a line to tell us that the trail ride he has been talking about and planning for the last three years is finally on. It’s called the Yankee Fork Rendezvous. Not only are we impressed that he could open up one of the most beautiful areas of Idaho for an organized trail ride, but who knew that Scot could spell “rendezvous?” Here’s the official press release:  Yankee Fork Rendezvous Trailride Sept. 5th – 7th, 2025 Challis, ID From 1825 to 1840, trappers, mountain men, and adventure seekers would meet each year at a pre-determined location in the Rocky Mountains to sell their furs and hides, replenish supplies, party, and reconnect with each other. The event was known as “The Rendezvous”. Legendary names like Kit Carson, Jim Bridger, Hugh Glass, William Henry Ashley, and Jacque La Ramee would come together to sell their furs, swap stories, engage in shooting contests, drink whiskey, and generally have a good time. In that same spirit, Harden Offroad, Scot Harden, and Rodney Smith present the Yankee Fork Rendezvous in Challis, Idaho. Scheduled for Sept 5th – 7th, 2025, this three-day non-competitive off-road motorcycle trail ride has been in the planning stages for two full years with another 41 years of event planning and coordination behind it. A sister event to the iconic Motion Pro Nevada 200 Trailride, the Yankee Fork Rendezvous will combine epic trails, beautiful scenery, historic destinations, and great people, with parties, presentations, and banquets all designed to bring adventure-minded off-road motorcycle enthusiasts together. Like the original Rendezvous, it will draw some of the biggest names and legends in the sport. The original Rendezvous was known to be a lively, joyous get-together, and the Yankee Fork event will be no different. The fun starts on Friday, Sept 5th, with registration and a 40-mile ride that includes fantastic vistas, a trip to the summit of Ramshorn Mtn(10,926’), and a stop at a couple of Idaho’s most iconic mines (Bayhorse and Skylark). At the end, there will be a welcome party and a presentation by a legendary Hall of Fame motorcyclist on his career and life. Saturday will consist of a full day of riding, including long sections of pristine Idaho single track, challenging two tracks, and backcountry roads. Riders will be treated to an epic lunch next to an alpine lake, Big Bayhorse Lake. The day will end with a reception party and banquet, a chance to swap stories with your fellow riders, and finally, our world-famous Whistledick awards. For the hard-core riders who can’t get enough, Sunday will feature another 40 miles of epic trail, designed to end by noon so everyone can jump on their drive home. “We’ve been thinking about this event and working on it for over two years,” Scot Harden said. “We are very fortunate to have a community like Challis, ID enthusiastically support us. Even more importantly we have been awarded special use permits by the US Forest Service and BLM for the event. Like the Motion Pro Nevada 200 Trailride this will be a bucket list event”. “I’ve been very fortunate to ride all over Idaho,” commented Rodney Smith. “I have to say the trails we found near Challis are second to none. More importantly, we want to offer everyone an experience they will remember forever. What happens off the bike at our events is as important as during the ride. Every single one of our guests is treated like an old friend”. In addition to legendary names from the sport, the Yankee Fork Rendezvous will also include some of sports most iconic brands. Plan to meet and get to know some of the most iconic companies in Powersports, including Motion Pro, KLIM, Rocky Mountain ATV/MC, Seat Concepts, Beta Motorcycles, Tacomoto, 100%, Innteck USA and Redline Oil. Entries open May 1st, 2025, and will be filled on a first-come, first-served basis. The ride is limited to 150 lucky souls. Entry and event information can be found at www.harden-offroad.com. About Harden Offroad – Harden Offroad is a Powersports business consulting, event promotion, and rider training company focused on the off-road, dual sport, and adventure motorcycle market. Established in 1987, Harden Offroad is an AMA Charter Promoter and Motorcycle Industry Council(MIC) member. About Scot Harden – Scot Harden is one of America’s most prolific off-road motorcycle racers and corporate executives with over 41 years of experience managing iconic brands like Husqvarna, KTM, Zero Motorcycles, and Best In The Desert. Harden has won practically every major off-road race in North America and is a 5-time Hall of Fame Inductee, including the American Motorcyclist Association(AMA) HOF, Off-Road Motorsports HOF, Trailblazers HOF, Hot Shoe HOF, and MRAN HOF. About Rodney Smith – Rodney Smith is a 5-time Grand National Cross Country Series(GNCC) champion, Brazilian Motocross Champion, and World Motocross Grand Prix Overall Winner. He is a brand ambassador and Media Relations Mgr. for Beta Motorcycles USA. He was inducted into the American Motorcyclist Association(AMA) Hall of Fame in 2019. Click here to register for the Yankee Fork Rendezvous. The post RIDE WITH RODNEY SMITH & SCOT HARDEN: YANKEE FORK RENDEZVOUS appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

For the last few years, Yamaha has been teasing us. We got to see pictures of the WR450F and WR250F, but nothing more. We couldn’t even go to a local Yamaha dealer and sit on one. Why? Because Yamaha doesn’t sell them where we are in California. It turns out that those bikes are imported as true off-road vehicles complete with federal compliance for emissions and noise. California, unfortunately, has additional requirements that aren’t on the federal checklist, including a non-permeable fuel tank and a charcoal canister. Yamaha ran the profit-loss analysis and discovered that the cost of complying with those demands outweighed the projected revenue from California sales. So, we get to look but not touch. To compound our frustration, the WR450F was a new bike for 2024. It got the engine and chassis makeover that the YZ450F motocross bike got in 2023. Enough was enough. We decided to leave California, pick up a test bike at Yamaha’s national headquarters in Marietta, Georgia, and take it to Indiana to test. Long-time test rider Justin Jones spearheaded the project and even raced the bike in the Mid-South Cross-Country series. We love it when a plan comes together! THE WR MAKEOVER The WR450F trail bike has always had a blood kinship with the YZ450F motocross bike. It’s simply a quieter, softer and more trail-worthy version. When the YZ gets updates, usually the WR gets them a year later, which is exactly what happened here. The YZ’s 2023 makeover was far more involved than a typical yearly update. The frame was new, the motor was mostly new and, more than anything else, the bike’s personality was new. For years, 450 Yamahas had been clunky straight-line bikes, but the new one became lighter, more agile, more responsive and more aggressive. The fuel capacity is 2.0 gallons versus 1.6 on the YZ450F. Quick pit stops are a little tricky, because the fuel filler is hidden under the front of the seat. All those mechanical changes were cut and pasted to the WR last year, but with an off-road slant. First and foremost, the WR450F has a completely different power delivery. In absolutely stock form, the bike is very, very bottled up. Yamaha went overboard in its efforts to meet the federal off-road vehicle requirements. It comes with a stop that doesn’t allow full throttle. It also has an inner baffle in the muffler that Yamaha engineers affectionately call the “pea-shooter.” The mapping is completely different and fixed at the EPA-approved setting. Interestingly, the bike comes with a connectivity unit that allows the use of the Yamaha Power Tuner smartphone app. Once you connect with the bike’s CPU, however, it doesn’t offer the same access as given to a YZ. You can alter traction control, but the fuel mixture and spark advance are off limits. Other features, such as a maintenance log and the suspension setup guide, are enabled. There’s an additional screen that can act as a speedometer and tachometer if you mount your phone on the handlebar. Other off-road features include a wide-ratio five-speed gearbox, softer settings for the KYB suspension, a radiator fan, a headlight, a taillight, 2 gallons of fuel capacity, an 18-inch rear wheel and an odometer. One additional feature that we especially like is the electrical power output. The WR produces 140 watts of power, which is almost twice as much as the YZ450F. That’s crucial if you want to do any night riding. Several years ago we ran the WR in the 24 hours of Glen Helen with great success. Subsequently, we tried it on a YZ and our accessory headlight ran the battery dry immediately after the sun went down. THE COMPETITION KIT Yamaha probably knows that almost no one rides the WR in box-stock condition. The throttle stop and the inner baffle don’t strike us as measures that are to be taken seriously. These have been part of the WR puzzle for over 20 years. Replacing the throttle stop with the part from the YZ is essential. You can run the bike with the pea-shooter in place if you plan on riding in areas that are highly noise sensitive. As you might expect, it runs much better with that removed, and it’s really not that loud—pretty much the same as a KTM 450XC-W and just a touch louder than a Honda CRF450X. We installed the WR competition kit, which permits map alteration through the use of the Yamaha Power Tuner smartphone app. For this test we went a step further. Yamaha offers a competition kit for the WR, which includes the YZ throttle stop as well as a completely different ECU. It sells for $200 and comes with the mapping from the YZ450FX closed-course competition bike. It is, in fact, the very ECU that comes on the YZ450FX. That bike is much more closely related to the motocross version and is technically classified as a closed-course competition bike. By installing this, the bike is no longer an off-road bike as defined by federal regulations, although we don’t know of any consequences that the end user might face. It already is ineligible for a California green sticker, which is the only state that might care one way or the other. The competition kit ECU opens up all the mapping capabilities offered by the Yamaha Power Tuner smartphone app. We still love that system, but it seems we almost always struggle to make it work properly on the first attempt. In this case, we finally discovered that you had to tell the app that you were programming a YZ450FX in order to get the full range of mapping capabilities. Once you lied to it, everything worked properly. The bike comes with a handlebar-mounted map switch that lets you choose between two maps. There is no dedicated switch for traction control; you can only access that function with your smartphone. We eventually settled on having the same settings for map one and map two with the exception of installing traction control on map two. That way we could use the map switch to engage or disengage that feature on the fly. The only other modifications we made were to install handguards and a disc guard. If we were to modify the exhaust system or run race gas, we would have to go deeper into the remapping options. INDIANA MUD Justin raced the bike in the first round of the Mid-South Cross-Country series before we arrived to test the bike for ourselves. He won the Vet A class and fell in love with the bike. Even though the mapping is the same as that of the YZ450FX, the power delivery is much smoother. That’s excellent in the muddy conditions of a Midwestern spring. At the very bottom, the power delivery is a little jerky, but once you get the revs out of the basement, the WR has a very linear progression—much more controllable than that of a typical 450 race bike. In the middle, it gradually catches up but never has a nasty hit. Peak power is just a little bit softer than a YZ’s, but it’s still more than you need or want in the woods. The five-speed gearbox has a very low first gear. Normally, a 450 race with a low first gear is a recipe for disaster. You get too much power too quickly. In this case, Yamaha has developed gear-by-gear mapping, so the power delivery is actually more manageable in the lower gears. Even so, you find yourself in second gear most of the time. There is a slight risk of stalling when the trail gets really tight, and in those situations it’s good to have a lower gear for good measure. Yamaha still uses the reverse head that came back in 2009. Everything else has changed since then. Among other things, the WR450F comes with a radiator fan as standard equipment. In the suspension department, the WR’s stock settings were firmer than we expected. When we last tested a WR a few years back, it was extremely soft. That was good for first gear, but as soon as you up-shifted, you had to brace for impact. Today’s version seems to be set up with hard, fast riding in mind. The fork might even be a bit harsh on roots and rocks. But, if you take away compression damping, it gets too much dive. We think it could be solved without re-valving, perhaps with an easy change in oil level. Justin will report back with any solutions. THE SUPERCROSS FACTOR It might sound odd, but Supercross influence has made the WR into a better trail bike. With its new geometry, the bike is far more agile than the WRs we remember. The steering is more responsive, and overall the bike feels much lighter. In outdoor motocross, our MX testers complained that the YZ was a little hyperactive. On the trail, we never got that feeling from the WR. It always tracked straight through the worst that Indiana had to offer. We also like the fact that the riding position is more spread out. The seat/handlebar/footpeg relationship is roomy and comfortable. That comes with a taller seat height, which might present a problem for shorter riders. Justin is 6-foot-4 and loved it. There are three 450s in the Yamaha line-up that all overlap. The YZ450F is the motocrosser, the YZ450FX is the cross-country racer, and the WR450F is the trail bike. After testing them all, we’ve come to the conclusion that the WR is the golden child. It comes disguised as a family trail bike. You could ride it in the backyard and your neighbors would never know. But, underneath that, it has an alter ego that can go racing and win at the highest level. It could also be dressed up as a dual-sport if you live in a state that allows such things. It is a rare bike that can truly do it all—as long as you don’t do it in California. The post OFF-ROAD TEST: 2025 YAMAHA WR450F appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

GEARING 101 Dear Mr. Know-It-All, I have been riding off-road motorcycles for a large portion of my 37 years on this planet, but until a couple of years ago I hadn’t done any racing. I now enjoy participating in both motocross and desert racing. Now that I am getting a little faster at both on my 2025 KX450, people keep telling me if I changed my gearing specifically for each event it would help. I have heard to go down a few teeth on the rear sprocket from some people, and others say go up one tooth on the countershaft sprocket. This can be really confusing. Can you give me some expert advice on what is the best way to handle gearing changes, please? Confused Carl via mrknowitall@hi-torque.com Carl, don’t feel bad. Just like a lot of things, when it comes to racing, gearing changes and how to achieve said changes can be confusing for a multitude of reasons. Let’s start off with changes made to the countershaft sprocket (the small sprocket up front). For every tooth you go up or down, it’s like going up or down 2 1/2 teeth on the rear sprocket (some people will argue it’s more like 3 teeth). This will make a drastic difference to your overall gearing versus going up or down 1 tooth on the rear sprocket. Although it does make a noticeable difference, it’s usually used to fine tune the gearing. MOTOCROSS GEARING Now, let’s look at some real-world gearing changes that might fit your situation, Carl. Stock gearing on the 2025 KX450 is a 13-tooth countershaft sprocket and 50-tooth rear sprocket. We found on our KX450 test unit that this works pretty well for most motocross and Grand Prix applications. If you’re racing on more of a Supercross-style track, you might want a little more grunt right away, so going up to a 51- or 52-tooth rear sprocket will help you achieve that. Sometimes these changes can require a longer chain. If you’re racing a more wide-open motocross-style track, dropping down a tooth on the rear sprocket to a 49 will give you more top-end speed. Make sure to double-check the chain tension before riding, because you’re probably going to need to tighten it up. DESERT GEARING When it comes to desert racing, everything is a lot more wide open, and overall top speed is higher than in motocross. First option is to go down 2 or 3 teeth on the rear to a 47- or 48-tooth sprocket. This may require a shorter chain or at least a healthy amount of adjusting because these sprockets will be smaller in overall diameter. Second option is go up 1 tooth on the countershaft sprocket to 14 teeth. This rarely requires a new chain, because the difference in some of the adjustments might make it necessary. This is also the less expensive option. Front sprockets are usually under 30 dollars whereas a rear sprocket is closer to 100 dollars. email: mrknowitall@hi-torque.com | mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355 The post GEARING 101: MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

What in the KYB is that? No, it’s not a Yamaha. Yes, the Fantic 300cc two-stroke is coming to the U.S. All this and lots more inside the July 2025 issue of Dirt Bike Magazine. We take you inside the Glen Helen Two-Stroke Motocross World Championship for a look at the bikes, pits, racing and the two-stroke festival that is taking on a life of its own. TM is back in the United States and we test ride the new 300EN Corse. More 2026 models have started to arrive, and we share the goods. Ride along with Ron Lawson at the Nevada 200 and take a trip to China for a peek inside the Denago Factory. All this and more awaits in the July 2025 issue. If you haven’t already read it, hurry up! You’re already behind. SUBSCRIBE TO DIRT BIKE MAGAZINE here and the knobby fairy will put one right into your mailbox every month. Or grab a digital subscription (only $9.99/year) and smell the two-stroke exhaust coming right out of your inbox. Just kidding about the exhaust. That’s ridiculous and could never happen. BIKES FANTIC ARRIVES We’ve seen them from afar and asked questions that went unanswered—until now. Fantic has officially arrived in the U.S., and the answers are right here. MODEL YEAR 2026 BEGINS HERE The trickle of new bikes is beginning to turn into a steady stream. Rieju has announced a new 300 two-stroke, and Sherco has opened its account on 2026. GASGAS EC450F GasGas has opted out of the 450 class when it comes to full-race cross-country bikes. Instead, the EC450F trail bike is here with a racer just under the surface. YAMAHA WR450F Yamaha has rescinded its “look but don’t ride” decree on the WR450F off-road bike. We finally got to ride it as long as we promised not to take it anywhere near California. TM 300EN CORSE After a brief hiatus, TM Moto is open for business in the U.S. The 300EN Corse is the first off-road bike to officially arrive stateside, and it was clearly worth the wait. KTM 300SX Once upon a time the Open-class two-stroke motocross bike was highly respected and somewhat feared. The 300SX now builds on that legacy with a less intimidating approach. GASGAS EX300 In the GasGas hierarchy, the EX300 is expected to magically change from off-road race bike to motocrosser on demand. It’s more smoke than mirrors. SPECIAL BIKES DANTE’S TWO-STROKE Dante Oliveira is a factory rider who found himself without a factory bike for the Two-Stroke Championship. A small plumbing company stepped up to fix that. BIKES OF THE TWO-STROKE WORLD CHAMPIONSHIP Old bikes, new bikes, project bikes, factory bikes and rolling disasters, they are all on parade at least once a year at Glen Helen. PROJECT BIKE SPOTLIGHT What exactly is a “Pasha bike”? We find out as we look at the bike that won the 125 Pro class of the Two-Stroke Championship. FEATURES DENAGO FACTORY TOUR Once again, we attempt to answer the question, “Where do baby motorcycles come from?” TWO-STROKE WORLD CHAMPIONSHIP The smoke has cleared and the verdict is in. The Wiseco Two-Stroke World Championship is the quirkiest race of the year. And yes, it truly is a World Championship. SUPERCROSS SUPER-WRAP It was one of the most unpredictable Supercross championships in years. In the end, the result shouldn’t have been a surprise at all. NEVADA 200 Who doesn’t love to stroll through a good Hall of Fame? In the motorcycle industry, not all of them are in real halls. Some are out on the trail. OFF-ROAD REPORT The 2025 season has approached the summer break, and the racing is hotter than ever. DEPARTMENTS SADDLE A conversation with the most intelligent person in the room MR. KNOW-IT-ALL July 2025 The post WHAT’S INSIDE? DIRT BIKE MAGAZINE JULY 2025 ISSUE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

The late ’60s and early ’70s saw a technology race in the motocross world that NASA would be proud of. In Europe, Husqvarna and Maico were still in the game, but it was Japan’s influence that took the sport to a new level. And, in the early years at least, Honda, Yamaha, and Kawasaki were desperately trying to catch up to Suzuki. The story of the Suzuki RM250 is about a dynasty of bikes, championships and riders that goes back to a glorious era in the history of motocross. In 1965, Suzuki launched a massive development program to build the world’s best motocross bike. It wasn’t based on market research, computer forecasts or industrial analysis. It was all about gut instinct and passion. The RH72 was the bike that carried Joel Robert to his sixth motocross championship. It was considered the greatest MX bike of its time and is now a part of the International Motocross Museum. FIRST EFFORTS The program came to life through the efforts of Mr. Okano, general manager of research and development, and racing manager Mr. Ishikawa, who were both passionate about racing. The first product of the program was the RH66, a prototype 250cc racer with a number of odd features, like a crankshaft-mounted clutch. It wasn’t very good, and the limited-production TM250 that followed wasn’t any better. Things didn’t really start happening until Suzuki hired Swede Olle Pettersson in 1967 to both develop and race the machine. His first recommendation was for only one change to the existing bike. He told them to throw it away and start over. That set in motion an amazing success story that resulted in a legacy of world championships, beginning with Joel Robert in 1970. But, for some reason Suzuki’s head start didn’t translate to an advantage in the bike that Suzuki sold to the public. In 1971, the company offered the TM400 Cyclone, which was a poor motorcycle that was unrelated to the bike that Roger DeCoster rode. Soon a 250cc version was offered, but it was based on the TS250 Savage rather than anything that the race team developed. In the meantime, Honda and Yamaha were offering race-ready machines. Something had to change. In 1975 Suzuki made a commitment to not only improve its production bikes, but to make them worthy of their works bike counterparts. The TM line was abandoned and the Suzuki RMs were born. First, a 125 that was half TM and half RM appeared, but in 1976 a pure-blood line of RMs was offered including the RM250A. If you looked at that RM and compared it to the bike that carried Joel to his first championship six years earlier, it was clear that Suzuki’s racing and production departments were working together. From that point on, it can honestly be said that there was never a bad bike that carried the RM prefix. THE YEARS 1968: Suzuki releases the first TM250 in very limited numbers. It is fragile and weird, and it shows a lot of CZ influence. But, it demonstrates that Suzuki is paying attention to a world that other Japanese manufacturers don’t know exists. 1971: Suzuki’s next try at a production motocross bike is the orange TM400 Cyclone. It earns a reputation as one of the worst-handling bikes ever made—a rap that only grows in legend. The TM250 of 1973 was no match for the Honda and Yamaha motocross bikes that arrived that year. 1972–1973: The TM line grows. The Cyclone (now yellow, just like Roger’s bike) is joined by a TM250 Champion, a TM125 Challenger and a TM100 Contender. The 125 and 100 aren’t bad; the 250 and 400 are. 1975: The first RM appears in the form of the Suzuki RM125M. It still uses a motor from the TM, but the machine is more focused and more competitive, showing a hint of things to come. It has long-travel suspension that is considered excellent in its day. 1976: The true RM line is born. The RM250A is a completely new bike with long-travel suspension that is considered to be the best of any production bike available. The 125 and 370 versions are new as well. The RM is on top, but Yamaha isn’t standing still and competition between the two companies is intense, with Honda joining in later. Updates come quickly, and Suzuki has three new versions of the RM250 available over the next two years, dubbed the B, C and CII. The RM250CII in 1978 gets a plastic fuel tank and an aluminum swingarm. 1979: This is a big change for the Suzuki 250. The RM250N is a mostly new bike. Honda and Yamaha have new bikes as well, but the European companies have fallen far behind by this time in the 250 class. Mark Barnett shows off his single-shock Full Floater Suzuki RM250. 1981: Everything changes with the arrival of single-shock suspension. All four Japanese companies offer different configurations, but Suzuki’s Full Floater design is the best. Side note: Suzuki is sued by Don Richardson, the original designer of the system. After a lengthy court battle, Suzuki is ordered to pay up based on the number of units sold. 1982: The liquid-cooled RM250 reigns supreme as the best 250 of the year. It’s faster, lighter and has better suspension than anything in the class. Honda, Yamaha and Kawasaki have off years, but recover quickly. Over the next few years, the Suzuki doesn’t quite keep up with the rapid pace of technological improvement in the motocross world. 1986: The frame is redesigned, and the rear suspension loses the big rocker arm on top, which is replaced by below-the-swingarm linkage. The motor lacks throttle response and peak power. The 1987 suspension is revised again, and the motor gets blue paint, but during this period, the RM loses much of its magic. Randy Hawkins was the man behind the development of the RMX250 off-road bike, which arrived in 1989. 1988: Suzuki catches up in a hurry when Bob Hannah becomes involved with production bike testing. The 1988 RM gets a new power valve and redesigned bodywork, and it is once again best in class. 1989: Suzuki makes the first top-to-bottom change in years. Everything is different, and the bike is excellent. The most significant change is the switch to a case-reed motor. Another change is the inverted fork. This also marks the arrival of the RMX250 off-road bike, which was developed with the help of Randy Hawkins. The RMX is very successful, but goes almost unchanged for its entire production run of 10 years. 1993: The RM250 looks completely different, with large shrouds that cover the whole tank. The Dirt Bike test of the day charges that the bike is essentially the same in performance. This isn’t good, because Honda, Kawasaki and Yamaha are making fast improvements. Suzuki then enters a short period of mediocrity. 1996: Roger DeCoster takes a job at Suzuki in 1995 and pushes for big changes with a short deadline. The result is an all-new bike in 1996. Its wildest feature is the return to a conventional fork. It also has an internal water pump. The bike is good, but gets a bad rap when Jeremy McGrath loses his 1997 Supercross title in his short tenure at Suzuki. 1999: The inverted fork is back. Suzuki makes very few changes to the RM250 in this period. The bike’s strong points are suspension, power and cornering. Its weak points are its excessive weight and lack of straight-line stability. It finishes in the middle of most magazine shootouts. 2001: This is the last big change for the Suzuki RM250. It gets a new frame and bodywork, new engine cases with an external water pump, and a new power valve. At this point, the Suzuki is very close to the top of its game. So is Yamaha, and the two companies battle back and forth for the honor of top bike. Honda’s ’01 CR is in the hunt, too, but then takes a step backwards in 2002. Suzuki’s first production motocross bike was the 1968 TM250. 2008: Suzuki and Yamaha are alone among Japanese 250s by now. The two of them are basically at a draw. Both have strong points and weak points, but there will be no more progress. There was no RM250 or RM125 in 2009, although the RM85 continues. Even though Suzuki no longer concentrates on the RM two-strokes, the influence of those bikes can still be seen at motocross tracks all over the world to this day. The post GREAT MOTORCYCLES WE HAVE KNOWN: THE RM CHRONICLES appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Charles and the crew at mXrevival always have something in the works. This 2002 Yamaha YZ250 project is for one of his customers who wanted it to have a very unique look but still had some budget restrictions on the overall cost. Arriving in multiple boxes from the customer, Charles definitely brought his A-game to the table, transforming this early 2000s Yamaha into the stunning machine you see now. 1. AHM Factory Services handled all the suspension needs on this mXrevival YZ250 build. This included a complete rebuild internally with new seals, valving, springs, oil and all the specialty coatings. 2. Pryme MX frame protectors are a thick vinyl material with a strong adhesive back made from a sandpaper-type material that will improve grip without damaging boots or riding gear. 3. Phoenix gave careful consideration to the little details when designing their 50/50 grips. The medium compound, taper of the ridges, and the safety-wire channels were not afterthoughts. They include a roll of safety wire with each set. 4. The FMF exhaust combination on this build includes the Factory Fatty expansion chamber and famed Shorty silencer for improved bark right off bottom. 5. The overall look of this 2002 YZ250 was altered using a complete Revolution plastics kit from Polisport, giving it a more modern look throughout. 6. Dubya USA laced up a set of purple Excel Takasago rims to a set of white hubs to match the rest of the build theme perfectly. 7. Built for motocross applications, Dunlop’s brand-new MX34 tires are designed for soft-to-intermediate terrain featuring block-in-a-block technology for more aggressive cornering and slide control in a variety of track conditions. The retro ’80s vibe was accomplished through a collaboration with Ron and the crew at Decal Works to machine a custom set of graphics to the specialty coatings that adorn this build throughout. Boyesen cast-aluminum clutch covers are made 100 percent in the Boyesen factory. Each cover features a powdercoated exterior for wear-resistance, guaranteed not to warp and come with an asbestos-free gasket bound with nitrile for a tight, leak-free seal. The Lectron Pro-series model 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. One of the original moto carbon fiber manufacturers, the Lightspeed YZ250 rear chain guides are 100-percent hand-laid and built tough to handle loads of abuse. The Phoenix 118 handlebars feature a tapered design, laser-etched cut lines, 57mm sweep and are available in four different height options. The post PROJECT BIKE SPOTLIGHT: YZ250 RESTYLED appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Is it a dirt bike? A dual-sport? A naked adventure bike? Whatever you want to call it, you can definitely forget what you thought you knew about KTM’s 390 platform. The all-new 2025 KTM 390 Enduro R is 99% new from the ground up—new frame, new engine, new electronics, a total revision from the outgoing Duke-based platform. It’s obvious from the moment you swing a leg over the Enduro R that this is a whole new animal bred to take on the dirt, not a street bike dressed in off-road wear. Check out the video for our first impression of the all-new 2025 KTM 390 Enduro R. Based on the marketing photos of this revamped single-cylinder bike doing 12 o’clock wheelies and launching off moto-style jumps, our expectations were oddly high upon setting out on the 390 Enduro R on day one of the two-day KTM 390 launch at Mammoth Lakes, California (day two for the 390 Adventure R—more on that soon). History has cautioned us against putting value-priced dual-sport motorcycles through too much off-road abuse, but the folks at KTM took us straight to the singletrack trailhead and practically waved a green flag, so off we went. Our day was filled with 60 miles of trails, forest roads, two-track, highways, and even a stop at the motocross track (we had the privilege of riding a small section of the Mammoth Mountain Motocross track thanks to Casey McCoy). The takeaway is simple; this is an incredible value-priced dual-sport that packs a lot of performance and capability into a $5,499 package. Yes, you will run into limits. After all, if you’re looking for the full off-road performance package, you can find that in the premium EXC line for more than twice the price. But the compromises you’ll find in the execution of the 390 Enduro R are well thought out by a company that knows its way around the dirt, and knows where to hold back and where not to skimp. It’s definitely not a motocross bike. But we didn’t let that little detail spoil our fun. The stout chassis and steel trellis frame can stand up to some off-road abuse without feeling like it’s going to come unsettled, and the 43mm open-cartridge WP Apex fork is surprisingly competent. The WP shock, that connects directly to the swingarm in an off-set mount, will be your limiting factor when the going gets rowdy, but will still keep the rear wheel tracking well at cruising speeds. The 50/50 Metzeler Karoo 4 tires are a great choice, and part of why the 390 Enduro R feels so planted in mixed terrain—as well as on pavement. We rode some of that, too. Where exactly does the all-new 2025 KTM 390 Enduro R slot into the lineup? It’s the new stablemate to the KTM 690 Enduro R. Note the similar profile. Also note that on the KTM website you have to click on ‘Enduro’ to find the EXC dual-sport bikes, and ‘Dual Sport’ to get to the Enduro R models. Lack of a windshield or rally tower makes this a dual-sport rather than a full-blown adventure bike. (By our unofficial logic.) The revised LC4c engine has easy roll-on power and a potent mid-to-top-end that we think will appeal to both beginners and experienced riders alike. A modest electronics package with rider settings and adjustable TC and ABS (including all the way off), is a nice touch without being overkill. Although the rider aids are tastefully executed, we expect that this customer might tend to prefer to have full control over throttle and braking, or at least the option to dismiss the electronic co-pilot. For a more in-depth look at our first day aboard this all-new arrival, and a look at some of the terrain we threw at it, head to our YouTube page to get the full scoop on our first impression of the 2025 KTM 390 Enduro R. Our first impression of the 2025 KTM 390 Enduro R is a good one. At only $5,499, this is an exceptional value that holds appeal for both beginners and experienced riders. The post FIRST IMPRESSION: 2025 KTM 390 ENDURO R appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

PHOTOS BY BRANDON KRAUSE Jett Lawrence proved that he can give away 18 places on the first lap and still win. Redbud was the site of yet another 450 overall win for Jett Lawrence in the 2025 AMA Pro Motocross tour, but it certainly didn’t go as planned. Jett fell at the start of the second moto and had to come all the way through the pack in order to eventually score his 1-1 victory, while brother Hunter was consistent all day to earn a 2-3 score for second. The 250 class was nothing like the previous rounds of that series. Haiden Deegan fell in practice and wasn’t at full speed all day, allowing Jo Shimoda to take a 1-1 victory. Haiden recovered from a so-so start and an early crash to eventually earn second place in moto two, but it was Jalek Swoll who had the second best overall score with a 6-2. 450 CLASS 1. Jett Lawrence 1/ 1 2. Hunter Lawrence 2/ 3 3. Justin Cooper 4/ 2 4. R.J. Hampshire 3/ 6 5. Chase Sexton 5/ 4 6. Jorge Prado 7/ 5 7. Justin Barcia 8/ 9 8. Malcolm Stewart 11/ 10 9. Cooper Webb 15/ 8 10. Harri Kullas 12/ 11 11. Benoit Paturel 14/ 12 12. Aaron Plessinger 6/ 41 13. Eli Tomac 34/ 7 14. Tony Cairoli 9/ 39 15. Jason Anderson 10/ 35 16. Mitchell Harrison 19/ 14 17. Romain Pape 18/ 16 18. Henry Miller 37/ 13 19. Coty Schock 13/ 36 20. Lorenzo Locurcio 22/ 15 21. Joey Savatgy 16/ 40 22. Marshal Weltin 26/ 17 23. John Short IV 20/ 19 24. Valentin Guillod 17/ 37 25. Matti Jorgensen 38/ 18 26. Cornelius Tøndel 35/ 20 27. Ryder Floyd 24/ 21 28. Scotty Verhaeghe 21/ 22 29. Vinny Luhovey 28/ 23 30. Bryce Shelly 23/ 28 31. Cade Clason 27/ 25 32. Jeremy Hand 25/ 31 33. Kevin Moranz 33/ 27 34. Joey Crown 31/ 30 35. Tyler Stepek 30/ 32 36. Trevin Nelson 39/ 24 37. Colt Nichols 29/ 34 38. Justin Rodbell 32/ 33 39. Bryton Carroll 41/ 26 40. Joshua Boaz 41/ 29 Jo Shimoda made it a Honda sweep for the day. 250 CLASS 1. Jo Shimoda 1/ 1 2. Jalek Swoll 6/ 3 3. Michael Mosiman 4/ 4 4. Mikkel Haarup 8/ 5 5. Haiden Deegan 14/ 2 6. Ryder Difrancesco 12/ 6 7. Levi Kitchen 2/ 19 8. Parker Ross 11/ 10 9. Seth Hammaker 5/ 16 10. Garrett Marchbanks 10/ 12 11. Nate Thrasher 7/ 15 12. Maximus Vohland 15/ 8 13. Tom Vialle 3/ 21 14. Lux Turner 13/ 11 15. Dilan Schwartz 38/ 7 16. Julien Beaumer 16/ 13 17. Avery Long 22/ 9 18. Jordon Smith 9/ 22 19. Drew Adams 17/ 17 20. Austin Forkner 33/ 14 21. Alexander Fedortsov 21/ 18 22. Mark Fineis 18/ 36 23. Gage Linville 19/ 26 24. CJ Benard 24/ 20 25. Jack Chambers 20/ 38 26. Hamden Hudson 23/ 24 27. Lance Kobusch 28/ 25 28. Hayes Edwards 26/ 27 29. Brock Bennett 31/ 23 30. Stav Orland 29/ 29 31. Dalton Venter 27/ 31 32. Aidan Dickens 25/ 34 33. Tj Albright 34/ 30 34. Izaih Clark 30/ 35 35. Jace Allred 40/ 28 36. Carson Mainquist 36/ 32 37. Bryson Raymond 32/ 37 38. Kason Little 37/ 33 39. Cole Timboe 35/ 40 40. Jack Rogers 39/ 39 Tom Vialle led most of the first 250 moto, but crashed on the way to the first trun in moto two. Eli Tomac suffered a mechanical failure in moto one. Michael Mosiman had his best race of the season so far. Seth Hammaker was fifth in moto one. Hunter Lawrence had yet another solid performance to secure his second place in the points standings. Haiden Deegan had a rough race that started with a crash in practice. He still holds a commanding lead in the championship. Cooper Webb is getting closer to a podium finish. Antonio Cairoli’s Ducati stopped in the early laps of moto two. RJ Hampshire went 3-6 for fourth overall The post 2025 REDBUD NATIONAL MX, RESULTS & GALLERY appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Back in the late ‘70s, factory race bikes were the stuff of dreams. They were the product of an all-out, win-or-else mentality and had nothing in common with the bikes that were being sold. It was hard to even get a close look at one, and unthinkable for anyone outside of the factory to actually ride one. Nonetheless, in late 1976, the Dirt Bike staff got to ride the most exotic works bike of the time. Gunnar Lindstrom was the editor back then. He had been a factory rider himself, and that opened doors that would otherwise be closed. Pierre Karsmakers and John Rosenstiel met the DB guys at Saddleback Park with the Honda RC500 Type II. It had recently been revealed at the World MX round in Italy, where Karsmakers had won the second moto against the likes of Roger DeCoster. Here is what they wrote in the January, 1977 issue of Dirt Bike: This perfect example of the Honda RC500 Type II is a part of the International Motocross Museum. What would you do if American Honda offered you a ride on an RC500 Honda? You know, the latest works bike that Pierre and Marty and Tommy ride? Don’t answer, we already know. You’d jump at the chance. How do we know? It happened to us. On a spare day between Trans-AMA races, Honda, in the persons of Pierre Karsmakers and John Rosenstiel, met members of the Dirt Bike staff for a semi-clandestine gathering among the mid-week granite ruts at Saddleback Park. Purpose: to let us ride one of the six RC500 Honda motocrossers in the United States. You’ve seen pictures of it, or, if you were lucky, got close enough at a race to want to get closer. It’s the red one; very red. Red frame, red tank, red engine. Without question the most svelte of the new motocrossers. It stole the show in Italy at its debut and opened the way for a whole new line of apparel accessories. Heads stretch out the windows of the DirtBike truck as we pull into the pits next to it. You can almost see ions pulsing in the air from the electric tension. Pierre Karsmakers on the Type 1 John R. and Pierre are accommodating, pointing out a few of the RCs clever nuances while we soak them up and lend them to film. This RC deserves its new designation. No part bears more than a visual resemblance to the old Elsinore line. This is no punched-out 250 Elsie! All of the motor pieces are sand cast magnesium, symbolizing the new-ness of the bike. Titanium bolts hold it together. In the RC, steel is the rare metal. We assume that the RC500 is exceedingly light and meet with our first awakening. At the last Trans-AMA Pierre’s bike tipped the scales at 234 pounds. Nice things. The swingarm is so close to the countershaft that only one larger size of countershaft can be used without rubbing. And the countershaft is on the opposite side compared to the Elsinore. In fact, the whole engine is reversed, a mirror image. And John R. claims that this bike is much better for service than previous bikes. Access is better and basic service can be performed quite quickly. January, 1977 Dirt Bike Magazine We slip off to dress while the others talk. A casual reappearance with helmet, goggles, gloves and the rest in place gets the point across. John R. waves us forward. There’s no backing away now. The RC is tall, the tallest motocross bike we’ve ever encountered, as a matter of fact. Just rocking the bike in place moves the suspension through three inches of its travel. Sounds like a lot until you subtract it from the total: 12.4 inches at each wheel. That’s why the RC stands as a giant and why the seat is thin and even why it seems to slant forward. With control operation checked, goggles adjusted and gas turned on there’s only one thing left to do. Start it. We expect this thing to be a bear. Standing aside, the right foot gingerly approaches the lever. A swift kick and retraction and the lever moves easily through its travel. The motor spins through twice and on the third rotation catches. It’s running! Nothing to it! Shut it off and start it again just for fun. Time to go now. The clutch pulls easily and a gentle nudge slips the transmission into first. With a little gas the RC500 pulls easily away. No revving, jerking or wheelspin It drives away like a real live mundane motorcycle. Can’t hardly touch the ground, but now it’s OK. We’re going. On the track caution is in order. This motorcycle produces Grand-Prix-winning horsepower and it might be best not to let it all loose at once. The transmission shifts with just a touch up to third and the motor growls happily at low rpm. A little twist of the throttle and the RC crouches and goes. The powerband is much smoother than you would expect in a works motocrosser. Almost 13 inches of rear wheel travel sticks the power to the ground tenaciously. It’s hard to encourage wheelspin. Marty Smith won the 1977 AMA 500cc National MX Championship. Photo, courtesy MXA. Ah, but it does get going. With pure acceleration, not wheelspin. At a moderate speed in third gear the suspension is barely working. Bumps and chuck holes disappear under the front wheel. And now a turn,–the brakes work easily and smoothly. Tires gnaw at the ground and the bike slows. Slows too much, in fact. We’re not used to this much brake power. Point the front end in and squirt the bike out with some throttle. Myths begin to fall. The RC isn’t hard to ride at all. There’s flywheel and powerband to compare with any production motocrosser. Just more of everything. Through the whoops now in fourth gear the RC rocks gently like a roller coaster ride. No concussion, just suspension movement. And power to the ground. When the throttle is on, the bike accelerates. When the brakes are on, it slows down. By now we must have been around a couple of times and the scattered early impressions are beginning to congeal. The initial unreality of what we are doing is beginning to change into a harmony of bike and rider. You question yourself: Has there ever been anything like this? Have you ever ridden anything this good? Of course not. It doesn’t take a champion to ride it, it’s just plain good. There must be some way we can make off with this thing. Got to have it. Maybe if we entered a Trans-AMA and claimed it. No, that wouldn’t work. Have to qualify for one of those. Maybe if we gave Honda a free 12-page ad. What? There’s someone on the track. It’s John R. signaling that we stop. No! Who wants to stop? He seems pretty adamant, though. “You’re just about out of gas. You’ve been riding for 50 minutes.” “Yeah? Who would have guessed.” REDBUD ON THE FOURTH One of the great fourth of July traditions is Redbud! Press day was Friday, and Brandon Krause was there to catch all the patriotic colors, as well as get a first look at Tony Cairoli’s Ducati. Chase Sexton was also back in action! Here are some of the images that Brandon sent home. RJ Hampshire. Antonio Cairoli Justin Barcia J Coop’s colors. Jett Lawrence Malcolm Stewart Landon Gibson Benoit Paturel on the Twisted Tea/HEP Suzuki Aaron Plessinger Chase Sexton and Justin Barcia. Tom Vialle Malcolm Zingo, dreds a flyin’ Jo Shimoda Chase Sexton OUTSIDE OUR CONFORT ZONE … Waaay outside. The guys at BRP offered to let us ride a new Can-Am Canyon last week. “Great,” we said. “What’s a Canyon?” It turns out that the Canyon is the ADV version of the Spyder street, We got on it and had no idea what we were doing. But, we had fun. Don’t hate us for that! Happy Fourth! –Ron Lawson The post WHEN WE RODE THE GREATEST WORKS BIKE OF THE ’70s, REDBUD PRESS DAY & A GIANT TRIKE: THE WRAP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

If you’ve never heard of Yamaha’s Outdoor Access Initiative, it’s a grant program from the blue crew dedicated to helping improve OHV access. Every YZ and WR you buy feeds into this fund, which is not only a cool thing that Yamaha does for our sport, but it’s an opportunity for clubs, organizations, and people like you to come up with projects, and have Yamaha foot the bill. If you have ideas of how to organize and mobilize an effort to improve OHV activities, Yamaha wants to hear about it. We’re always happy to support Yamaha OAI events and help spread the word of this program that has donated more than $7 million to more than 535 projects across the U.S. since 2008. The most recent donation might be somewhat of a departure for the OAI program, and might have been an “indoor access initiative” because it got us into Jay Leno’s Garage. Jay Leno and a few of the Burbank Police Department’s finest. It all started when Jay Leno learned that his friends at the Burbank Police Department were in need of a support vehicle for motor police training activities. He helped connect the department with Yamaha OAI, which was proud to donate a UMAX Rally 2+2 golf car to the Burbank PD, and Leno was, in turn, happy to host the presentation at his garage. An invitation to the event was sweetened by the added invite to tour one of the most legendary garages of all time. We were eager to get a peek at Leno’s private collection of two-wheeled treasures, and of course, to find out what kind of rare and wonderful off-road motorcycles might be lurking in there. Spoiler alert: there are none. “I have to confess, we have an ulterior motive here today,” I said when it was my turn to meet Jay. He doesn’t just shake your hand and move on. He makes time for everyone. “We came to see what kind of off-road motorcycles you have in your garage.” “I don’t really ride off-road,” he said with a shrug. “Not on purpose, anyway. If I’m ever riding off-road, it’s because I went off the road.” The legendary comedian and TV host never misses an opportunity to make everyone laugh. Jay Leno hands over the key to the Yamaha UMAX Rally 2+2 golf car, a donation from the Yamaha Outdoor Access Initiative program, to Chief Quintero of the Burbank PD. Of course, the vintage motorcycles and anything pre-1950s could qualify as off-road motorcycles since there were no such designations on the do-it-all bikes of yesteryear. Anything with the right tires and some steel nerves was a dirt bike. Old Popes, Indians and BSAs that I caught glimpses of on the way in would certainly qualify. Rumor has it that everything in Leno’s garage is a runner. Oil pans and trickle chargers at every turn suggest that they all at least “ran when parked.” It’s probably why his staff will correct you if you call it a museum. “This is a garage, not a museum,” said John Pera, operations manager and chief gearhead at Jay Leno’s Garage. While Jay was whisked off to his next commitment, Pera offered to walk us through the extensive two-wheel collection, answer questions and point out some of the gems. Drip pans and trickle chargers are a reminder that this is a garage—not a museum. Dirt trackers, board trackers, jockey shifts, bikes with a left-hand timing advance along with a right-hand throttle… You’ll find turbochargers, superchargers, and even the MTT Y2K turbine-powered motorcycle. But even that isn’t as rare as the 1922 Megola with a 5-cylinder radial engine in the front wheel. No transmission, no clutch, no brakes, the Megola hails from a time before red lights. At the end of WWI, many engineers turned from aviation to the motorcycle industry, which began to boom in the early ‘20s. The Megola’s odd fusion of airplane technology with motorcycle design makes the Megola a true emblem of its time. This marvel of German ingenuity is one of only two in the United States, and the rarest specimen in Leno’s collection. The rarest motorcycle in Jay Leno’s Garage is this 1922 Megola powered by a 5-cylinder radial engine built into the front wheel. Whatever you do, just don’t get a front flat… No brakes, no clutch, no gears, and if you come to an intersection, Megola’s advice was to “orbit” since stopping would kill the engine. You’ll find motorcycles from every era in Jay Leno’s Garage, but what you won’t find is a linear timeline throughout motorcycle development. Instead you’ll find the twists and tangents of engineering imagination, and every quirk and curiosity that some of the brightest minds ever to connect two wheels and a handlebar could come up with in the last century. Some bizarre technologies, creative controls and features will make you wonder why they don’t exist anymore, while you’ll never understand how others made it into production. Spend long enough browsing through and you’ll start feeling like you know nothing about the history motorcycles. “What in the world is this?” I asked John Pera for about the seventh time. A Danish-made Nimbus motorcycle (a pair of them) rested in the corner. With 750cc air-cooled inline-four engines and patina that not even Hollywood could replicate, these beauties are more of the rare finds. Vintage Nimbus motorcycles are not so hard to come by in Denmark, but exceedingly rare in the U.S. A pair of Danish-built Nimbus Motorcycles. You’ll find just about every motorcycle brand in history at Jay Leno’s Garage, but his favorite is Brough Superior. The British motorcycles have a dedicated room in his garage where the white walls and white floor illuminate every specimen in this, the largest collection of Brough Superiors in the world. The Brough Superior room is impressive to say the least. Leno’s collection of Brough Superiors is the largest in the world. Strolling through the garage could have been an all-day affair, but we had less than an hour. Even the wall art would be worth perusing for a day. This incredible collection comes from years of patience and passion, each bike selected by a true enthusiast who treasures the engineering wizardry as much as he enjoys the ride. Though they could certainly be museum pieces, every machine in Jay Leno’s Garage is a living, breathing, oil-pumping instrument. Oil pans and drip pads under every model are testament to that. We found it! The only dirt bike in Jay Leno’s Garage—a Pro Circuit Kawasaki KLX110. We tip our visors to Jay Leno for his kindness and tireless enthusiasm that has led to this incredible collection. Big thanks to him, and to John Pera for the tour. Be sure to check out Jay Leno’s Garage on YouTube for some entertaining stories behind the bikes, and to see them fired up and out on the road. Oh, and there’s cars on there, too. Our gratitude also to Yamaha and the Outdoor Access Initiative for giving us this rare indoor access. Any trip to the famous garage, long or short, is certainly worth the trip. Even the wall art is enough to spend and entire day browsing through. John Pera, operations manager at Jay Leno’s Garage, points out the land-speed racing wall of fame. Suicide shifters, ignition advance, brakes that slowed you down only slightly more than a stiff breeze… would you even know how to ride some of these vintage bikes? Race bikes like this classic Honda can be found throughout. This American-made 1918 Pope was a marvel of ingenuity in its time. And yes, it still runs. Check out video of Jay Leno taking the 107-year-old Pope for a spin. This 1966 Munch Mammoth, powered by an NSU air-cooled auto engine was only the second unit ever made. The post SEEKING TWO-WHEEL TREASURES IN JAY LENO’S GARAGE appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

Beta is as guilty as anyone. Dual-sport riding is on the brink of becoming inaccessible to people who work for a living. With prices surpassing those of motocross bikes and most street bikes, the street-legal dirt bike world is rapidly becoming an elite playground for retirees and the independently wealthy. That’s why the Beta Alp exists. This is a legitimate EPA- and DOT-approved dirt bike from Italy that’s licensable in all 50 states. Most important, it sells for $6490. There are two versions of the Alp. The Alp 4.0 is a little more dirt-oriented with an 18/21-inch wheel combo, while the Alp X has 17/19-inch wheels and different bodywork. Both have a low front fender, but the X has a snug rear fender that goes up and down with the swingarm. You can plainly see that Beta has been thinking about bikes like the Honda CRF300L Rally. The two Betas have the same price as the Honda Rally and offer a little more performance. Beta assembles the Alp in Italy with parts from all over the world. ONCE UPON AN ALP Years ago Beta imported another bike that used the Alp name. That model was loosely based on a trials bike, but had a seat and a larger fuel tank to appeal to the trail-riding market. Since then, the name has been used for a European four-stroke, but the 2025 version is all new. The motor is an Asian, six-speed, 348cc, DOHC single with fuel injection that is said to produce 35 horsepower. The chassis is steel, and the front suspension is made by a Spanish company called Olle. The fork is about as basic as can be; it’s a conventional coil-spring unit without clickers or preload adjusters. Same goes for the shock. It’s non-rebuildable and has only preload adjustability. The front brake is Nissin, and the rear brake is a proprietary Beta item. Clearly, parts for the Alp come from all over the world. How much comes from China? Some, but the assembly is performed in Italy. The VIN number indicates an Italian-made product, and many of the individual parts have “Made in Italy” clearly labeled. The Alp X has legitimate adventure potential. Even though the fuel tank is only 2.9 gallons, the range can be stretched over 200 miles. The bike has some pretty hi-tech features, like multiple engine maps and anti-lock brakes, which can be disabled on command. The TFT screen has multiple displays that can be scrolled through with a handlebar switch. The main screen has a digital speedometer, an analog tach, fuel level, temperature, an odometer and trip meter. The Alp X is the more street-oriented of the two, with taller gearing and lower-profile tires. ALP X Riding the Alp X is about as unintimidating as can be. It allows virtually anyone to touch the ground on both sides. The X is about a half-inch lower than the Alp 4.0 because of the lower-profile wheels, but the main reason for the seat height is the fairly limited suspension travel (7.3-inch front, 7.7-inch rear). That means you can’t get too aggressive in the dirt. In addition to being short, the suspension is soft. That’s fine. The main reason this bike exists is to cruise trails and dirt roads. The motor is great for that. It’s surprisingly torquey for a 350. It will chug around like a 600. It doesn’t make a lot of power on top; redline is 10,000 rpm, but it doesn’t like going there. In the dirt, you can switch maps (Road or Off-Road can be selected on a handlebar switch), and you can turn off rear-wheel ABS. The two maps aren’t very different. When you’re dealing with this amount of horsepower, there’s no such thing as an aggressive power delivery. The X is a blast on smooth dirt roads. It has a wide contact patch with its Shinko adventure tires, and that makes it hook up well in a straight line and slide predictably in turns. On legitimate trails, though, it has limited ground clearance, and you have to be very careful with that floating rear fender. It can be damaged easily by rocks in more severe off-road terrain. Clearly, this is the bike that’s meant more for the road. The top speed isn’t bad. We never did a Bonneville speed run, but when it gets to freeway speed, it still has some power left for long uphill grades and passing trucks. The motor for both versions of the Alp was designed in Italy, manufactured in China, then shipped back to Italy for final assembly. The Vee Rubber tires are surprisingly capable in the dirt. Cycle News editor Kit Palmer on the Alp 4.0. ALP 4.0 Even though there aren’t many mechanical differences between the two bikes, the 4.0 looks and handles more like a traditional dirt bike. The wheels are larger in diameter, and the tires have a narrower aspect ratio. That makes for more ground clearance and lighter steering. On top of that, the Vee Rubber tires have fairly aggressive knobs for DOT tires. They are just short of being full-blooded off-road tires and are even more capable in the dirt than the Continental TKC80s that come on KTM’s elite dual-sport bikes. Between the decent rubber and the mild power delivery, traction isn’t an issue. The Alp 4.0 is also geared slightly lower than the X, which makes it easier to ride at low speed. You will, however, run out of everything if you push the limits. Neither of the Alps is a race bike. Between the power output, the soft suspension and the 300-pound weight, there are limits to the places you can go and the things you can do. If you pick up the speed, rev out the motor and smash the whoops, you feel like you’re just abusing the Alp. To be fair, the motor doesn’t complain and nothing scary happens, but it’s clear that the bike was never intended for that kind of riding. It’s important to choose your battles carefully. When you pick your riding partners, shy away from the guys with bikes like KTM EXCs and Beta’s more elite dual-sport bikes. Pick on Kawasaki KLR300s and Honda CRF300s, and you’ll be fine. The post DUAL-SPORT IMPRESSION: BETA ALP appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

With every passing year it seems we’re building more trust in Chinese-built motorcycles. Political and economic tensions aside, there’s no question that there are some worthy motorcycles coming out of China, carrying with them some tempting price tags. Among these are bikes with a build quality that can allow you to have some real fun and can even fill a void in the modern lineups of legacy brands. Founded in 2002 as a pit bike company, SSR Motorsports has seen steady growth in the last two decades, offering a wide-reaching product range that includes dual-sport bikes, UTVs, electric toys and more things that go. In recent years the U.S.-based company has sourced products in the mid-size and even full-size range of off-road bikes, such as the SR300S that we tested back in 2021. SSR’s newest is the XD line, which brings with it the XD250, a bike we’ll call a “tween-size” trail bike. The stout chassis is very stable, and tracks through rocky terrain and bumps with remarkable composure. A CLOSER LOOK Being called a 250, you might assume this is a full-size bike, but the XD250 has dimensions similar to an 85cc two-stroke big wheel. In trail bike sizing, it would be in between a 150 and a 230. The engine is 223cc—identical to the displacement of Yamaha’s TT-R230. But, unlike the 230 trail bikes from Yamaha and Kawasaki, which both come with full-size wheels (21-inch front, 18-inch rear), the XD250 rolls on a 19-inch front and 16-inch rear, which is the sizing you’d find on an 85cc big-wheel motocrosser. Another distinction between the XD’s 223cc engine and its Japanese counterparts is the bore and stroke. At 65.5mm x 66.2mm, the air-cooled SOHC four-stroke is slightly under-square, giving it a longer stroke. Coupled with smaller wheels to turn, the XD250 puts a stout amount of power to the ground. The XD250 is carbureted, which may be a deal-breaker for some and a selling point for others. Air cooling and electric start keep things simple, and a back-up kick-starter will also appeal to traditionalists. Torquey power puts out a surprising amount of grunt, but remains docile and predictable enough for novice riders. On the chassis side, the beefy front suspension is another standout. While many mid-size trail bikes will come with thinner conventional fork tubes, the SSR’s USD fork is closer in size to what you’d find on a full-size bike. SSR specifications do not list the size, but we measure the fork tubes at 43mm. They feature adjustable rebound and 10 inches of travel—rather stalwart measurements for a bike this size. Rear suspension is also adjustable. The link-mounted single shock allows for rebound and spring preload tuning, but you’ll only find 7 inches of travel out back. Brakes are disc, front and rear, but don’t take that to mean they’re powerful, because they aren’t. More on that in a minute. A keyed ignition isn’t exactly a security device, but can help deter illicit use, whether it’s unsupervised youngsters or buddies who came over to help you in the garage but really just want to take a little joyride up the street. A handlebar-mounted choke lever on the left above the clutch lever is another peculiarity. As we became familiar with the XD250’s cranky, cold morning habits, the choke lever started to make sense. GETTING STARTED Key on. Petcock on. Choke lever in. Clutch lever in. Thumb the starter. Let the clutch lever out, hold the choke lever in. Hold for at least one minute. Feather throttle while slowly releasing the choke halfway. Bike dies. Repeat steps three through eight. This went on for about five minutes on a 55-degree morning, but once everything is up to temp, starting becomes simple and reliable. The power of the XD250 is docile and predictable enough to be an ideal beginner bike. But, in the hands of more experienced riders, it churns out a surprising amount of grunt that will find you daring to see what it will do next. Our 16-year-old test rider (5-foot-6, 145 pounds) was an ideal fit for the tween-size mount, and enjoyed the satisfying amount of torque that let him crawl up and over rock faces, power through sand, and even tackle some borderline hairy stuff that we didn’t exactly plan on riding. The stout chassis is very stable, and tracks through rocky terrain and bumps with remarkable composure. Speaking of stout, the XD has a claimed curb weight of 236 pounds, which is in the ballpark of a full-size bike. On the trail, it feels front-end-heavy, which isn’t surprising, because those girthy fork tubes aren’t light. But, before you sneer at the scale or call it too heavy for a beginner, consider that this also translates to stability and traction. The grunty torque stays glued to the ground as it chugs its way over obstacles and through rocks. At technical low speeds, the XD never felt unsettled. At higher speeds and through whoops, the weight factor will start to work against you, since the XD likes to stay connected to the ground. That didn’t stop us from taking the SSR to the motocross track, however, where we were pleasantly surprised at its willingness to cooperate. The torquey power gets out of turns well, and once again, the robust chassis keeps you planted in turns, soaking up bumps and even hopping over some little tabletops with surprising ease. Its ability to track through flat, sweeping turns and rutted corners can be partially credited to the Kenda tires, which are a nice touch. A keyed ignition and inverted fork tubes are among features you might not expect to see on a sub-$3000 dirt bike. Carburetion keeps things simple and analog, but might be a turn-off to some. We’re fully aware that this is no motocross bike, or even a competition bike, and that you’re going to run into some limitations. Among those are the brakes, or lack thereof. Not that our expectations were high, but even for this bike the lack of stopping power is disappointing. Of course, a powerful and touchy front brake isn’t a good idea for a beginner rider, but just know that braking power on the XD is very mild. We’ve felt drum brakes stronger than this. Even unloading it was scary. It’s so weak, it can’t even stop our whining, let alone the bike. Besides the brakes and being cranky on a cold morning, the only other gripe we had about the XD is the kickstand, which doesn’t kick quite far enough forward to be stable. Beyond that, we’ll say that hand guards and a spark arrestor would have been nice. SSR’s new XD line features the XD250 (left) for $2800 along with the smaller XD150 (right) for $2400. THE REAL WORLD It’s important to calibrate your expectations before you start critiquing a bike like this. Are you going to get peak performance? No. But you already knew that. What you should get is a good value, so consider the balance of where this bike shines and where it compromises, and grade that on a curve of a $2800 price tag. Just as important as managing expectations is identifying who this bike is for. The XD250 comes through in most of the areas that are critical to a beginner/novice rider, or even for an experienced rider looking to run the pace of a beginner. If you want something you can use to putt around on with the kids as they learn, this is a great, inexpensive option. It will scoot along on twisting trails and put an ear-to-ear grin on your face. It’s much better than feathering the clutch on your 450 for hours on end and struggling to find something to lean it against while you help Junior pick their bike up off the ground. It’s not without its shortcomings, but if it has everything you need and nothing yo don’t, then the SSR XD250 is well worth the price of admission, or at least worth serious consideration. SSR XD150 Joining the XD250 is a smaller sibling, the XD150. We had a chance to sample the goods alongside the 250 in our testing and found many of the same great features on the smaller XD. With a nearly identical frame and equally stout chassis (37mm USD fork and link-mounted shock), the XD150 is also adept at tackling technical terrain. The motor is very beginner-friendly, but without the same level of grunt as the bigger XD, the XD150 requires more shifting and clutching to keep it in the meat of its torque. Smaller wheels (17-inch front, 14-inch rear) give it a more approachable seat height that will allow many riders to reach to the ground with both feet. Like the XD250, we found the braking power lacking on the XD150, even after very deliberately breaking them in. Our only other gripe with the 150 is the kick-starter, which sticks out in a pretty obtrusive way. We found it kept getting caught on boots, causing an alarming clacking noise that we could do without. The strong e-starter never missed a beat, so we’d be confident enough in taking the kick-starter off completely. At a modest $2400 price point, the XD150 is another worthy consideration for beginner/novice riders. The post TWEEN-SIZE TRAIL FUN: SSR XD250 appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

How about an electric-start Suzuki race bike? No, this is not a brand-new machine that just rolled off Suzuki’s assembly line in Japan! Charles and the crew at mXrevival got their hands on this RM250 back when it landed on U.S. shores in 2006, and decided to give it some love and something that not even modern-day Suzuki race bikes have—a magic button! Here are some of the key points for the build: Built for motocross applications, Dunlop’s brand-new MX34 tires are designed for soft-to-intermediate terrain, featuring block-in-a-block technology for more aggressive cornering and slide control in a variety of track conditions. Hygge Performance’s two-stroke cone exhaust pipes are 100 percent handcrafted in Canada, and made in small batches to increase overall performance while being designed to work with all OEM and aftermarket silencers. Brand-new Bolt Hardware fasteners come in a complete kit and are used throughout this build, replacing the old OEM Suzuki hardware. Phoenix 118 handlebars feature a tapered design, laser-etched cut lines, 57mm sweep and are available in four different height options. ICW straightened out and put braces on our OEM radiators, making them almost indestructible. The SM Pro Platinum wheelsets are built from scratch with 7050 T6 aluminum rims, Bulldog spokes, machine-specific spacers and dust seals. Available in a variety of color combinations for most popular two-stroke models. Pryme MX frame protection is a thick vinyl material with a strong adhesive back made from a sandpaper-type material that will improve grip without damaging boots or riding gear. mXrevival worked with the entire crew at MX Plastics and Decal Works to come up with a semi-custom graphics kit that updated the overall look along with giving it a Ken Roczen number 94 vibe as well. Brandon and his crew at AHM Factory Services handled all the suspension needs on this mXrevival RM250 build. This included a complete rebuild internally with new seals, valving, springs, oil and all the specialty coatings that give it that true factory feel. The Lectron Pro-Series model 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. Lectron states the results are a control over fuel delivery that has been referenced to “near EFI mapping capabilities.” The Panthera starter assembly fits 2001–2008 Suzuki RM250 two-stroke models. The kit is a non-charging stator design, so a battery recharge every 100–125 starts will be necessary. The kit comes with everything needed and the option of a battery being included at a price starting at $1495. Fastway Evolution 4 footpegs are precision engineered featuring patented height, traction and camber adjustability. The universal collar system lets you customize your mount in either the stock or lowered positions on most bikes simply by reversing the collar. The Fastway patented, replaceable traction cleat system allows you to customize the shape and traction level of your footbed. The post ELECTRIC-START RM250 TWO-STROKE: PROJECT BIKE SPOTLIGHT appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

PRESS RELEASE: Nîmes, France – Sherco Racing Factory is proud to announce the appointment of Sherco United States (Sherco US), based in Jonesboro, Arkansas, as the new and exclusive distributor of Sherco motorcycles, parts, gear, and accessories across the United States and associated territories.This strategic partnership marks a new step for Sherco’s presence in the US market. Sherco US will oversee the importation, distribution, and support of the brand’s full product line, with a dedicated focus on after-sales service, technical support, and spare parts availability—ensuring that dealers and riders alike receive the premium experience that defines the Sherco name. “We are excited to begin this new chapter with Sherco United States,” said Jean-Michel Paquient, CEO, Sherco Factory. “Sherco was born in 1998 and has grown to distribute parts and motorcycles in 86 countries in just a short period of time. We have won World Championship and National Championship titles in trial and in enduro. This proves the performance and reliability of our products. The U.S. market is crucial to our global growth, and with this new distributor, we are committed to elevating the ownership experience through a strong service and available products in parts and bikes for not just the near term, but with a long term commitment” The complete 2026 model year lineup of Sherco motorcycles is scheduled to arrive in the U.S. in the coming weeks, alongside an extensive shipment of genuine parts, accessories, and gear. These upcoming deliveries mark the beginning of a comprehensive plan to relaunch the Sherco brand in the U.S. with strength, consistency, and long-term vision. James Jordan, Owner and President of Sherco US, shared his enthusiasm for the new role:“We are incredibly proud to take on the responsibility of representing Sherco in the United States. These machines are world-class in every way—from their craftsmanship and engineering to their performance on the most demanding terrain. We are committed to delivering a level of service and support that matches the premium quality of Sherco motorcycles. This is more than a business venture for us—it’s a passion.” Sherco US will be actively building a dedicated and knowledgeable dealer network across the country and is eager to support both existing and new Sherco riders with unmatched service and enthusiasm. James Jordan, Owner and President of Sherco US The post NEW IMPORTER FOR SHERCO U.S. appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

By Tyler Shepardson For one year short of two decades, Josh Strang has been a name synonymous with off-road racing excellence. The 2010 GNCC champion, 2018 ISDE World Trophy team and Full Gas Sprint Enduro champion has spent years grinding through the grueling three-hour battles that define the sport, racing for some of the most prestigious teams in the industry. But now, at 36 years old, the Australian-born racer finds himself in a new role, one that balances the fine line between being a competitor and calling the shots. Strang is now the Beta Factory Racing team manager, adding another layer to his storied career while still lining up as an XC1 contender. So how did one phone call change the trajectory of his future? “The job kind of fell in my lap,” Strang admitted during the On the Pipe podcast. “I got a lucky phone call one day, and next thing I know, I was negotiating the deal with Beta to race another season and take over managing the team going forward.” While many riders spend their final years hunting for a ride to extend their careers, Strang’s situation is unique. Beta not only offered him a ride on their XC1 team but also entrusted him with running their East Coast off-road program. It’s a role that means he’s still racing at the highest level while managing the logistics, sponsorships and team operations behind the scenes. “It’s a lot,” Strang admitted. “I’m training to stay competitive while also making sure our riders, mechanics and truck drivers have what they need. Plus, we’re building a new race shop and trying to get everything dialed.” For the past three seasons, Beta’s East Coast headquarters was located in Ohio. Now with the addition of Strang came the need for a new home for the race team. The decision was made to move everything south and set up shop in a former NASCAR garage in Strang’s American hometown of Denver, North Carolina, putting them closer to the heart of the GNCC series and in a hotbed of racing talent that have taken over the scene in the Carolinas. Josh Stang had a half season on a private Beta before stepping into the role as Team Boss. Beta is supporting Jhak Walker in the XC2 class on a 250RR two-stroke. RIDING INTO THE UNKNOWN Strang’s new position with Beta doesn’t just bring managerial duties, it also brings a fresh challenge on getting the bike set up. Although he spent the back half of ’24 on his own privateer-effort Beta 480RR, he had spent years on Japanese and Austrian machines. Adapting to Beta’s Italian-built motorcycles is another adjustment in itself. But, if there’s one thing Strang has proven throughout his career, it’s that he knows how to adapt and overcome. “This year could be my last as a full-time racer,” he admitted. “I’d love to get to 20 seasons, but that depends on my results and how well I manage the team. If I have a great year, maybe the boss lets me go again. If not, maybe I focus solely on managing.” Beta’s new east-coast race team headquarters is being established in Denver, North Carolina. With over 20 years of racing experience, Josh Strang has a deep well of GNCC know-how. BUILDING A FUTURE Running a successful off-road team isn’t just about just signing riders and slapping logos on bikes.“They basically handed me the keys and said, ‘Make it work,’” Strang said. “Finding the right people was stressful, but I think we have a great group now. My mechanics, Dennis Kiser and Isiah Murphy, come from the motocross world, so they’re learning the off-road game. But, they’re eager and excited. That’s what I wanted—people who love what they do.” Both mechanics previously wrenched for the Joe Gibbs Racing team in nearby Charlotte, North Carolina, and got introduced to GNCC and National Enduro for the first time when they showed up for work earlier this season at the opening rounds. Murphy is tasked with looking after the boss’ bike, while Kiser will be working with Beta’s young up-and-coming XC2 rider, Jhak Walker. Jhak had a successful season last year, coming up just short of the XC3 ProAm title that came down to the final round, but he will be making his debut this year as a full-time Pro rider on a 250 two-stroke in both National Series. Having a rider in year one and another in year 19, coupled with a team of guys coming over from the moto side, leaves a unique opportunity for all of the Beta boys to lean on each other for advice and share knowledge from across the spectrum. The 480RR Race Edition is the basis for the XC1 program. THE STRANG LEGACY Josh Strang has never been the loudest guy in the pits, nor the flashiest personality on social media. But, when it comes to grit, determination and longevity, few in off-road racing can match his resume. Whether this season marks his farewell tour as a racer or the first step in a long managerial career, one thing is certain—he’s not going to take it easy. “I just want to enjoy it,” Strang said. “If this is my last year racing full-time, I want to have fun. Whether that means fighting for wins or just taking it all in, I’m going to make the most of it.” With a championship pedigree and a new challenge ahead, Strang’s story is far from over. Now, as both a racer and team leader, he’s setting the stage for the next generation while making sure he still has a few more battles left in him. One thing’s for sure—don’t count him out just yet. The post JOSH STRANG’S NEXT CHAPTER appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи

You know you’ve arrived if you go to a local racetrack and see yourself. That’s what’s happened to Malcolm “Mookie” Stewart. On any day of the week on any given racetrack there might well be a handful of Mookie imitators, wearing Mookie gear, riding Mookie motorcycles and maybe even sporting Mookie hair. This year, at the age of 32, Malcolm Stewart won his first 450 Supercross main event at his home race in Tampa, Florida. It was a wildly popular win with the fans and even with the NBC announcers in the booth—one of whom was older brother James Stewart. In truth, Malcolm didn’t have to win a Supercross to be a crowd favorite. He already had a replica of his bike available at most Husqvarna dealerships. The 2025 Husky FC450 Factory Edition is a limited-edition FC450 with Rockstar graphics and a big number 27. It’s the model formerly known as the Rockstar Edition, but everyone calls it the “Malcolm Stewart replica.” THE EXTRAS The Factory Edition offers more than cosmetic upgrades. It gives you a list of extras that include: • Rockstar Factory Racing graphics • Guts gripper seat cover • Connectivity Unit Off-road (CUO) with GPS • LitPro compatibility • Rekluse outer clutch cover • FMF slip-on muffler • Split triple clamps • Excel rims • CNC-machined hubs • WP holeshot device • Carbon-composite skid plate • Gray ODI lock-on grips • Black rear aluminum sprocket • Carbon-composite brake disc guard • Longer-travel fork • Longer-travel rear suspension • Taller seat height Accordingly, the MSRP is $12,799. That’s $1400 more than the standard model, $100 more than the KTM 450SX-F Factory Edition and $200 more than the Honda CRF450RWE. The good news is that it’s $800 less than the Kawasaki KX450SR. Those last three are all special editions that use a slightly different formula to offer more value. The Honda and Kawasaki both have suspension refinement and head porting, whereas the Husqvarna and KTM have no substantial performance upgrades aside from the slip-on exhaust systems. The suspension travel and seat height are not reduced on the Husky Factory Edition (but are for the standard FC450). One feature that both the Husky and KTM special editions offer that no one else has right now is Bluetooth telemetry through the Connectivity Unit Off-road (CUO). The Factory Edition comes with hardware that allows it to connect to your smartphone as well as GPS service. With the free Ride Husqvarna app, you can adjust a number of engine parameters. This function is similar to the Yamaha Power Tuner, but a little more simplified. You don’t alter spark advance, fuel mixture or throttle position individually. Instead, it gives you generalized terms. You can choose Smooth, Standard or Aggressive power delivery. Then you get to choose between five levels of throttle response, traction control, launch assist and Quickshift sensitivity. There’s also a suspension tab that gives you guidelines on how to set up the fork and shock, as well as other tabs where you can log service and download manuals. Another aspect of the CUO is GPS telemetry provided by Litpro. This function costs $11.99 a month or $69.99 a year, and once you sign up, every ride is downloadable. The information provided is a dream come true for every riding coach in America. After each ride, you can see your speed on individual laps, segment times and so forth. This is nothing new for LitPro users, but the Ride Husqvarna app also gives you information from the motorcycle, such as what gear the bike is in and what rpm the motor is turning. It’s fascinating stuff. The motor is the same as that of the standard Husky FC450. For that matter, it’s the same as that of the KTM 450SX-F and the GasGas MC450F. Along with every Factory Edition you get a vented airbox cover that offers a little more snap. THE BIKE BENEATH THE GRAPHICS This year the FC450 Factory Edition doesn’t have any substantial changes compared to the 2024 model. That’s not true for the standard FC450. It got the Factory Edition frame for 2025, so now the two models are almost on the same page. We say “almost” because they still have different seat heights because of slightly limited suspension travel on the standard model. In the grand marketing plan for the three brands within the Pierer Mobility structure, Husqvarna is seen as the one that targets more mature riders. It makes sense; if the Husqvarna brand means something special to you, you’re probably not a kid. Accordingly, all of Husky’s motocross bikes (outside the minis) have a lower seat height than corresponding KTM or GasGas models. The frames and motors are the same, only the fork, shock, and linkage were changed. This does not extend to the Factory Edition. According to the specs, the Factory Edition Husky fork has 310mm of travel, whereas the standard edition has 305mm. The rear suspension is 300mm versus 293mm. All that is said to make the Factory Edition 8mm taller in the saddle. Whether or not those numbers actually make sense is a matter for another day. The bottom line is that the Factory Edition is slightly taller than the standard model. Both bikes use the same WP Xact air fork, and the valving is the same, front and rear. The motor is the same too—a SOHC five-speed with four valves driven by rocker arms and finger followers. Brakes are Brembo, as is the hydraulic clutch. The standard FC450 was the winner of Dirt Bike’s 2025 450 MX shootout. The Factory Edition is a little taller, a little faster and a little more expensive. ON THE TRACK In case you don’t already know, the standard FC450 ain’t bad. In fact, it’s the official winner of the 2025 Dirt Bike 450 MX shootout. In that story, the Husky finished in a dead heat with the KTM 450SX-F. We gave the tiebreaker to the Husky because we figured the lower seat height would appeal to more riders than not. This bike might not have the same seat height, but it has everything else that we loved about the standard model. It starts with that motor. It’s incredible. It has the freakish ability to combine record-breaking horsepower with a smooth, easy-to-control power delivery. We used to think those two things were mutually exclusive. Not so. The power comes on early and strong, but you’re always in charge. On top, it’s virtually the same as the KTM, but outperforms all the other bikes in the 450 class. The FMF Factory 4.1 RCT slip-on exhaust system gives it little more willingness in the middle of the powerband, but more than anything else, it makes it sound edgier. Most riders liked the more aggressive of the two maps (the green light), but in truth, they aren’t substantially different until you go into the Ride Husqvarna app and start modifying things. You also get a vented airbox cover in a kit when you buy the bike. It provides a little more snap throughout the powerband. Again, most riders, from beginner to pro, liked the more aggressive setup. That says something about how controllable the bike is. The Factory Edition’s handling is just like the standard version, which is to say it’s excellent. Current-generation Husqvarnas and KTMs have excellent cornering manners. The FC450 has quick steering, but it’s level and stable throughout all phases of any given turn—entry, apex and acceleration. In the past, chassis squat on exit was a Husky weak point. That was addressed with a new frame in 2022. That generation, however, drew fire for its harsh, stiff ride. That was remedied with last year’s Factory Edition, and now Husqvarna’s engineers have left us very little to complain about. Okay, there are some riders who will never warm up to air forks. Fair enough. We don’t like the added burden of checking air pressure with every ride. Objectively, the Xact fork is pretty good on the track, and the rear suspension is excellent. Can we tell the difference in travel between the Factory Edition and the standard model? Some riders say yes, some say no. All, however, notice the difference in seat height. One advantage of a taller bike is evident in the ruts, where the additional ground clearance is a real benefit. The Guts seat has a very aggressive texture. Some riders like it, but the right undergarments are essential. A disc guard is one of the Factory Edition perks. IS IT WORTH IT? The Husqvarna FC450 Factory Edition is a very expensive motorcycle. We aren’t in the business of telling you what your money is worth, but we can tell you that this is a truly great motorcycle. Husqvarna took a bike that we already loved, made it sexier and recast it in the image of one of our favorite riders. We can positively state that it will not make you as fast as Malcolm Stewart, but it can make you look the part. The post MX TEST: HUSQVARNA FC450 FACTORY EDITION appeared first on Dirt Bike Magazine. Просмотреть полный текст статьи