In the April, 2000 print edition of Dirt Bike Magazine, we got the chance to ride a bunch of National Championship works bikes. In two of the cases, the riders who won those championships never got to ride the bikes for themselves–at least, not with their number one plates. Ricky Carmichael was the 125 outdoor champion and he was moving up to the 250 class. Nate Ramsey was 125 West champ and he was injured. Here’s what we said about those bikes as well as Greg Albertyn’s RM250 and Ernesto Fonseca’s Yamaha of Troy YZ125.

RIDING THE RAMSEY/CARMICHAEL #1 KX125

Life just ain’t fair sometimes. Team Pro Circuit/Splitfire earned two number one plates with the KX125 last year (1999). Ricky Carmichael won the 125 National Championship and Nate Ramsey won the 125 Western Regional Supercross Championship. That’s two number one plates out of five. Forty percent. Almost half. Yet in the 2000 MX season, you won’t see either rider carrying a number one. That’s because Carmichael has switched to the 250 class full time (where he will be number four) and Ramsey was injured a week before the Opening round of the supercross season. He will switch to the Eastern region, which gives him a month of healing time. The bottom line; there will be no number one in either of their original classes. It also means that when we rode Ramsey’s bike, we were the only riders to ride a number one KX this year. A terrible miscarriage of justice? We don’t mind.

THE BIKE
The stock 2000 Kawasaki KX125 is no powerhouse. But it’s better than the 1999 version, which was better than the 1998 version. Pro Circuit has been fighting an uphill battle with the KX for a number of years. And every time that Kawasaki gets a little closer to the mark, life gets easier for Mitch Payton and his boys.
The bike that fell into our grubby little hands was Nate Ramsey’s Supercross bike. The setup for a supercross bike used to be completely different from an outdoor machine. It should be. Outdoor tracks are made out of dirt and mud. Supercross tracks are made mostly out of air. The dirt is only there to land on. Consequently, Supercross suspension has one overriding task: landing ramps. Supercross power, on the other hand, is in charge of take-off ramps. In the old days, that meant that stadium bikes were unfriendly things, but increasingly, today’s outdoor bikes and supercross bikes are coming together. The P.C. engine works well for both. Mitch only makes slight changes to the exhaust port to change from one spec to the other. On the outdoor bike, the team also switches to an Italian-made Vertex piston because they seem to be a little more durable than stock.
Of course the compression is bumped up dramatically. Stock bikes are made to run on gas that comes out of just any old ARCO pump. Race bikes have the luxury of race gas. Then there is the 37mm carb and a Pro Circuit pipe and silencer. The team uses stock reeds. There are no big secrets to the engine mods. Anyone who wants to have a Ramsey bike can have one built. The only part that can’t be purchased is the programmable ignition. But the team usually runs the stock advance curve. The chassis has some gussetting, and sloppy robot welds are ground off and redone by hand. Fast guys tend to stretch their bikes. If you measure the wheelbase of an ungussetted bike at the start of a season and at the end, you’ll find that it grows almost half an inch. All that big air has a price. Olympic does the powder coating (they do it for all the teams).
Carmichael used works suspension last year, Ramsey used KYB kit stuff. This year’s 125 has stock-based suspension. Bones Bacon duplicates the works kit stuff as best he can. The works fork, for example, is slightly shorter than a stocker. Most riders feel the KX front end is too high. Bones accomplishes the same thing by making a flush fork cap. That way the tube can be slid higher in the clamps without hitting the bars. The steering head bearings also are offset slightly to tuck the front end in. The rules say the frame has to have the stock dimensions, but don’t say anything about getting geometry changes in other ways.
The rest of the bike is a P.C. catalog. It has P.C. triple clamps, P.C. levers, P.C. seat cover and so on. That’s the whole point of having your own race team. Of all the number one bikes, this is the only one that truly can be purchased, piece by piece, out of a catalog.

NUMBER ONE
“So who’s that with the number one plate?” Just us. Ramsey and Carmichael have to earn theirs all over again. Riding the Splitfire bike was as much a treat as you can imagine. The bike is fast. Not just fast for a Kawasaki. Not even just fast for a 125. Just fast. It has unnatural low-end power and super quick throttle response. And it keeps on revving on top. As we said, the days of the short-revving, supercross-only bikes appear to be passing. This bike in this configuration could pull a holeshot on any track against any works bike.
The suspension, on the other hand, is very supercross-oriented. Ramsey has a tendency to keep his weight way back over the rear of the bike. That means he runs it stiff in the rear and less stiff in the front. Well, both ends were too stiff for us, but we would be confused if they weren’t. Of all the supercross bikes in the world, this probably has the most compliant fork.
Could we tell the difference in steering geometry? Sure. The stock KX is a little like a truck. Bringing in the front end makes it turn more like an RM125. And there doesn’t seem to be any trade-off in stability. In the past, whenever we tried sliding the fork tubes up on a stock KX, we got head shake. The suspension, evidently, has to be set up for it.
After we rode the bike, it was loaded up in the big truck for its trek across the country. The number one was peeled off and replaced with 24, Ramsey’s number for the eastern series. It’s a good feeling to have your number retired …

RIDING GREG ALBERTYN’S #1 RM250

The Nineties were not kind to American Suzuki. The yellow race team had a knack of taking champions and turning them into losers. The record looked bad; first, Roger DeCoster left his winning legacy at Honda to become the manager at Suzuki without much success. Then Greg Albertyn left a string of championships in Europe to become just another rider in the U.S. And even Jeremy McGrath’s unbelievable win streak was broken by his one season on Suzuki.
Was the problem the bike, the company or something in the water in Brea, California? We didn’t know. Roger didn’t know. No one knew, but frankly, it didn’t matter after 1999, because the string was finally broken. Suzuki entered the 2000s with the number one plate in the 250 Nationals, courtesy of Greg Albertyn.
In a world filled with petty rivalries and bad reputations, Albee stood out as a class act. He left no vendettas, burned bridges or broken contracts in his wake. His slow and sometimes painful climb to the top was received with universal approval, even among competitors, who usually took the “If it couldn’t be me, I’m glad it’s him” philosophy.

THE BIKE
Suzuki finished Albee’s 2000 race bike a full month before the start of the supercross season. That’s unheard-of. But the team had several advantages that year. For one thing, the new production bike was closer to Albee’s 1999 race bike than before. The flat-topped piston and larger rear axle on the production bike, for example, were tested on the race bike first. And Albertyn’s outdoor bike and supercross specs aren’t that different. The indoor bike has stiffer suspension and slight differences in the exhaust port for more instant low-end power. Mitch Payton at Pro Circuit had come up with a porting spec that beat anything the race team got from Japan–on the dyno it made almost eight horsepower more than stock. The bike also used a larger powervalve chamber, a programmable ignition and a Pro Circuit pipe that had only slight changes from a production model.
By far, the biggest difference between Greg’s new bike and his ’99 outdoor bike was weight. The race bike would typically weigh in at 228 pounds last year. That might be five pounds lighter than stock, but it’s still five pounds heavier than a stock Honda and 12 pounds over the minimum weight. DeCoster would have no more of that, so he decided to spend some money on titanium. Virtually every bolt on the bike is Ti, with the exception of the case bolts (which are aluminum) and the axles.

Back in 1996, Albee broke a titanium rear axle during a National, so their use has been banned on Suzuki’s race bikes ever since. For 2000, the bike got a slew of magnesium parts from Japan (the top triple clamp, the rear hub and the caliper carriers) and the bottom line was an amazing 10-pound weight reduction. The new bike was only two pounds over the minimum. Goes to show you what determination and money can do. Of course, the suspension was works Showa. Factory forks are things of beauty. The axle carriers were magnesium, the tubes were coated with titanium nitride and the fork caps were flush with the top of the upper tubes (it required a special tool to remove them). The rear shock looked like it should be in the Guggenheim.

Paul Krause on the factory RM250.

Suzuki doesn’t reinforce the frame anywhere; the mechanics just weld on glideplate mounting tabs and the front motor mounts (which are removable on the stocker). Then it’s all powder-coated in bright yellow.
DeCoster was kind to us. He knew that no one on the Dirt Bike staff was capable of making Greg’s suspension move. He revalved both ends so we could take the bike for a spin at Elsinore Raceway. That’s a rare treat. Sure, we get to ride some pretty trick bikes, but they are always someone else’s trick bikes and they really aren’t very comfortable. It was as if Suzuki built the trickest bike on earth just for us. For the first time, we got to see how good works suspension can be. Trust us; it’s awesome. The fork had no harshness and no friction. No wonder all works bikes have some level of factory suspension. It’s a huge benefit over stock.
The engine fooled us. We rode the works bike and it seemed really fast, as expected. But then we rode a box-stock RM, and it seemed pretty fast, too. Not as fast as the works bike, of course, but close, especially on top. Roger overheard that comment and just laughed. “Ride it again,” he said. “This bike makes almost 20 percent more power than stock. It just starts making power so much earlier that it doesn’t have a hard hit.”
We did ride it again and did some impromptu roll-ons against the 2000 model RM. Roger was right. The factory bike was way faster. Goes to show you how deceiving a smooth powerband can be. The factory bike also had much more instantaneous throttle response, as if it had less flywheel. It didn’t, it just felt that way.
Another big difference: the weight. The factory bike was 15 pounds lighter. You really felt it. That’s about the same difference between a Yamaha YZ426 and a regular RM250.
So back to the mystery: Why hadn’t Suzuki won any championships since Cooper in 1990, and before that, Mark Barnett in 1983? That was a whole different story. All we knew was that Suzuki and Gerg Albertyn carried the number one plate in 2000, which made sense to us.hat makes perfect sense to us.

RIDING ERNESTO FONSECA’S YOT YZ125

I don’t think anyone really expected it, ” said Kenny Germain. “We went testing at the beginning of last year and Ernie looked good, but not that good. He would ride around with Casey Lytle and keep up, but never pull away. Then the season started and something just clicked.”
Something certainly did click and Germain got a front row seat to Supercross history. Ernesto Fonseca, otherwise known as “who?” won seven of eight 125 East rounds. Yamaha of Troy had hired the young Costa Rican as a dark horse. Germain, who already knew Fonseca from earlier trips to the US, became his mechanic and the two of them upset the balance of power in the Supercross championship. Yamaha of Troy Manager Erik Kehoe probably would like to take credit for discovering Fonseca, but doesn’t. “He came out of Yamaha’s amateur support program. Mike Guerra had supported him in a few amateur races and he was earmarked to go to us as soon as he turned 16. We figured he would get some experience in his first season and be a real threat the following year. He’s way ahead of schedule.
In the previous season, Ricky Carmichael dominated the 125 East class. With him out of the way riding 250s, it was a prime opportunity for riders like Broc Sellards and Nick Wey to step into the spotlight. No one really took Fonseca that seriously. But here we are, one year later and Fonseca looks like the next Carmichael. Only he’s sticking around in the 125 class to defend his title.

THE BIKE
It’s easy to disregard Yamaha of Troy as another farm team and their bikes as aftermarket specials. But the truth is that a YOT 125 has just as many works parts as Greg Albertyn’s factory Suzuki. The motor came right out of Yamaha USA’s back room, where Bob Oliver and Dean Baker were responsible for making it run–the same guys who build McGrath’s engines. The ignition is straight from the back room at the factory in Japan. It’s programmable so that the team can, in theory, change the powerband to suit each track. That doesn’t happen, though. Most of the testing and settings are finalized before the beginning of the Supercross season and stay put until the beginning of the outdoor races. But if there were problems, the bike could be modified with a few keystrokes.
There are a surprising number of other sorry-not-for-sale parts. The carb is a works Mikuni with a Power Jet. The triple clamps look like typical aftermarket parts, but come from the factory in Japan. The front brake has a standard caliper with a works 270mm rotor and carrier. And the bike has a fortune in titanium parts. Oddly enough, the pipe is a standard Pro Circuit off-the-shelf unit.
No surprise in the suspension department. The fork and shock are KYB works kit units, which are available in limited quantity to special people. Ross Maeda at Enzo is responsible for tuning them and retuning them for various conditions.
Don’t misunderstand; there are a zillion aftermarket parts on the bike too, from N-Style graphics to the Renthal bars and the DSP carbon-fiber glide plate and disc guard. But frankly, this is the most factory-level bike in the 125 class.

RIDING THE DRAGON
We took a spin on Fonseca’s bike before it was loaded on the truck to head back east. It had all of its full-on Supercross settings, so frankly we expected it to be a beast. That’s the funny thing about Supercross; the bikes usually seem awful to average riders. The suspension has to be super-stiff and the powerband has to be instantaneous, usually at the expense of peak revs. Surprise! Between Fonseca’s weight (138 pounds) and his smooth riding style, the suspension was actually supple. Well, supple might not be the correct word, but we could make it move!
As we expected, the motor was hard-hitting. But it revs at least as high as a stock YZ. Probably the biggest advantage that the YOT bike has is that it began life as a normal YZ125. That’s pretty good. The bike already has more revs and more bottom end than any other stock bike. The Yamaha guys in that dark back room don’t have to do that much to be miracle workers. The scene probably goes something like this: “Hey guys, we have this urgent order to build the fastest, most responsive 125 race bike on earth before tomorrow morning. What’s for lunch?”
As fate would have it, Fonseca’s east coast Supercross bike will be the only 125 in the country to carry a number one plate this year. Outdoor champ Carmichael and west coast champ Nate Ramsey have switched classes and can’t defend their titles. But that’s okay. Take it from us, that number one plate is in good hands.

Happy wheelies!

–Ron Lawson

The post RIDING THE CHAMPIONS OF 1999: THE WRAP appeared first on Dirt Bike Magazine.

Backroads Discovery Routes is a nonprofit group with the mission of providing information about off-road routes throughout the U.S. They recently distributed an alert to inform riders of several pieces of legislation that could seriously impact off-road riding through the sale of public land to private corporations.  Here is the official statement from BDR

To the BDR Community:

Backcountry Discovery Routes would like to express our position on the growing concern around recent federal actions and proposed legislation that threaten access to public lands. These lands are central to the BDR mission and to the riding experiences we all value so deeply.

Several initiatives, including recent Executive Orders and components of the SENR Reconciliation Bill, propose opening millions of acres of federally managed land to private development.

These include Forest Service and BLM lands across 11 states—many of which are home to current or future BDR routes. If enacted, this level of privatization could permanently reduce our access to public roads and open spaces critical to backcountry motorcycle travel.

We understand the urgency and seriousness of this issue. BDR is actively monitoring these developments and is working with key partners—including the Motorcycle Industry Council (MIC)—to evaluate the potential impact and determine the most effective path forward.

Our goal is to approach this with accuracy, clarity, and a strong collective voice. There is a great deal of conflicting and evolving information surrounding these policies, and we believe it’s important to fully understand what’s at stake before issuing specific policy positions or actions.

This is not a partisan issue. Access to public land is at the heart of what makes the American West, and BDR riding, so special. Our goal has always been to create, preserve, and protect off-highway motorized access to public lands. We will continue to stand firmly behind that mission, now and in the future.

Please read below on how to take action now.

In the meantime, we’ll continue to keep the BDR community informed as this issue evolves. Thank you for helping us defend the future of riding access on our public lands.

– The BDR Team

CALL TO ACTION: Urge Lawmakers to Oppose Public Lands Sales

Map of Public Lands Eligible for Sale

The future of backcountry riding is at risk.  We need your help to stop this.

Please contact your Senators today and ask them to oppose any legislation that includes the sale of public lands.

Here’s how to take action:

Step 1

Dial your Elected Official’s phone number.

• You can call the U.S. Capitol switchboard at (202) 224-3121 to connect to your legislators in Washington D.C.

• You can find your Senators’ contact information HERE.

• You can find your Representatives’ contact information HERE.

Step 2

When the answering machine or person picks up, use the message below to guide your comments.

Step 3

Hello, my name is [insert name].

I’m calling to urge you to oppose any proposals in the budget reconciliation process that would mandate the sale or privatization of America’s public lands.

As someone who relies on these lands for outdoor recreation—whether it’s motorcycling, hiking, hunting, or camping—I’m deeply concerned about losing access.  These lands are vital to outdoor recreation, tourism, and access to America’s backcountry.

Please protect public access and reject any provision that would authorize the selloff or transfer of federal public land. Our public lands must remain in public hands.

Thank you!

Step 4

Hang Up.

The post PUBLIC LAND IN 11 STATES THREATENED BY FEDERAL LEGISLATION appeared first on Dirt Bike Magazine.

Beta has just released another part of its grand plan for 2026. This time, it’s the Xtrainer’s turn in the spotlight. This is traditionally the most affordable European 300cc two-stroke on the market, although 2026 prices have not yet been revealed. The official press release follows.

Beta’s 2026 XTrainer retains the popular gray and red color combination, yet the Beta engineering team from Florence, Italy refuses to rest and has added a few updates to this #1 selling entry-level enduro model.
For those who have not heard, the XTrainer provides riders with a unique spec list of features geared for performance, ergonomics, and design. Aimed at the entry-level off-road rider looking for more than a low suspension, heavy 4-stroke youth-based bike. The Xtrainer provides a light weight of 218 pounds and has a list of quality components a mile long. The Xtrainer is a purpose-built model, designed from the ground up to deliver an easier and more predictable ride. Not only for beginners, the Xtrainer has found its way into many garages across the world, not only for entry-level, but also for expert riders wanting a play bike as a second model in their fleet.
With a lower seat height than traditional full-size off-road models, the narrow mid-section, 15% smaller overall chassis, combined with a 300 cc engine that creates a major amount of torque, the model excels in the toughest conditions. The Xtrainer name has become an icon in the off-road riding world, with the term Rideability being at the forefront of the model’s history.

Here is a summary of the model’s features:
• Lighter weight: an extremely agile motorcycle, even for novices, a bike that is easier to maneuver at slow speeds and requires less energy from the rider. This enhances the riding experience.
• Seat height: 35.8” allows many riders the ability to touch the ground in most situations.
• Brakes: Nissin, with discs measuring 260mm at the front and 240mm at the rear.
• Battery: lightweight, high-performance lithium battery.
• Fork and Single Shock: R16V with 43mm fork tubes at the front and progressive leverage linkage system at the rear. The suspension is fully adjustable, the fork offering adjustable spring pre-load and rebound, and the single shock is adjustable in terms of its spring pre-load, compression and rebound.
• Power delivery: smooth and linear, full-bodied and powerful – the perfect mix to have fun everywhere.
• Beta Progressive Valve: the Beta Progressive exhaust valve can be adjusted by the rider from an easy external adjuster, allowing engine performance to be effectively adapted to suit every kind of usage. Turn the adjuster inward for slower speeds, turn the adjust out for more free-rev fun.
• Map switch mounted on the handlebar: Rain or sun modes, to compliment the progressive valve.
• Tank: 2.4 gallon transparent tank.
• Automatic oil injection: located beneath the seat (which is easily opened at the touch of a button), it does away with the need for the oil-fuel premix.
• Soft tires: soft compound and aggressive design guarantee grip in every situation, the rider benefiting from responses that are less twitchy with respect to a tire with a stiffer carcass.
• Cooling fan: The fan is mounted as standard on XTrainer, to ensure the engine always maintains the ideal running temperature, even on slower routes. Thermoswitch controls the fan, so no rider input is needed.
• Electric starter: precise and reliable, essential when restarting the bike in tricky situations.
• Engine and clutch: derived from the RR model range, no corners are cut with the Xtrainer, a diaphragm clutch along with a six-speed transmission complete the package.

2026 Model Updates:
• Taillight: XTrainer gets a new LED taillight, more modern and sturdier than the previous model.
• Meter: the 2026 model is equipped with a new meter, which is larger and easier to read. This new meter provides the rider with much information such as speed, distance, trip meter, and low oil warning.
• Engine: New crankcases house larger main bearings for better durability.
• Transmission ratios: first introduced in the RR X-Pro, second gear was significantly updated to provide a wider range of use. This has improved the transition between second and third gear.
• Graphics: the plastic retains the beloved Grey color, updated with modern and vibrant graphics, and contemporary white finishes that stand out and embrace its character.
Availability
August

SPECIFICATIONS
Type: Beta Built single cylinder, 2-stroke, liquid cooled, with BPV power valve system and counter balancer, electric start with back-up kick starter sold as an option
Frame: Molybdenum steel / Parameter-style w/ quick air filter access
Wheelbase: 57.75″
Seat Height: 35.8″
Bore: 73mm
Ground Clearance: 12.6″
Stroke: 69.9mm
Footrest Height: 15.4″
Displacement: 292.3cc
Dry Weight: 218 lbs (wet weight, no fuel)
Compression Ratio: 11.55:1
Fuel Tank Capacity: 2.3 US Gallons
Exhaust Valve: Beta Progressive Valve (BPV)
Front Suspension: 43 mm inverted front fork with adjustable dampening
Ignition: AC-CDI Kokusan
Spark Plug: NGK GR7CI8
Rear Suspension: Steel body shock with adjustable rebound and compression
Lubrication: Electronic Oil Injection
Oil Tank Capacity: 650cc
Front Wheel Travel: 10.6″
Carburetor: Keihin PWK 36mm
Rear Wheel Travelv10.6″
Clutch: Wet Diaphragm-style
Front Brake: 260 mm floating rotor
Transmission: 6 Speed
Rear Brake: 240 mm rotor
Final Drive: O-ring chain
Front/Rear Rim: 21″ (Front) 18″ (Rear)
Front/Rear Tire: Soft Enduro Competition

The post BETA RELEASES 2026 XTRAINER TWO-STROKE appeared first on Dirt Bike Magazine.

2026 new bike information has been rolling out for the past few week’s pretty steady and Yamaha has released that their 2026 YZ450F has received some significant changes for the upcoming model year. These changes include a new frame design, new suspension settings, new styling, new inner clutch hub, ECU lock system, Hydraulic clutch and more! See the official information and images below. 

Yamaha is proud to announce an extensive update to its industry-leading flagship Motocross model, the new 2026 YZ450F. Faced with the complex challenge of improving on a bike already widely considered the benchmark of the ultra-competitive 450cc four-stroke class, Yamaha engineers put significant focus into refining power delivery and handling performance to achieve a level of precision, control and tuneability that sets a new class standard: the easiest bike to ride fast.

“When developing the new 2026 YZ450F, our goal was to create an intuitive, rider-friendly character that unlocks a racer’s full potential while not upsetting the exceptional balance of power and handling performance that’s kept the YZ at the top of the class,” said Derek Brooks, Yamaha Motorsports Motorcycle Product Line Manager. “On paper the changes may appear subtle; however, the enhanced feeling of connection and control on the bike is huge. This new YZ is easier to ride faster for longer.”

Updates to the YZ450F center around a new frame design, revised suspension, engine updates and body refinements. The new frame is matched with a new high performance KYB® rear shock and revised fork settings which give the rider confidence to charge harder and corner faster. Engine character is also refined with the addition of a revised intake port design, air intake and exhaust achieving a more connected, linear response in the low- to mid-range for enhanced control, while still maintaining the YZ450F’s renowned top-end power.

2026 Yamaha YZ450F: 

A new frame design for 2026 focuses on the balance of rigidity and flex characteristics. Revised inner and outer structure including a thinner front downtube results in a highly stable ride with enhanced front-end feel for improved cornering performance.

To accommodate the YZ450F’s new frame, a new shock and revised fork settings developed jointly with KYB® offer an enhanced damping feel with less bump reaction, providing the confidence to ride harder for longer. The updated shock also has a new hand-operated low-speed compression clicker for simplified trackside adjustments. These combined chassis updates result in greater usability in everything from slow, tight corners to high-speed sweepers and a motorcycle that’s easier to tip in, easier to choose and hold a line, with a higher level of overall cornering performance.

Engine performance for the new 2026 YZ450F is also refined with the addition of a redesigned intake port which produces a stronger tumble effect in the combustion chamber for more efficient combustion. The result is a more linear engine response for enhanced control and feeling of connection between the throttle and rear wheel. There is also a new resonator and duct added in the air intake, and a new resonator included within the exhaust system to reduce noise in compliance with FIM/AMA regulations and increase rider comfort.

Adding to rider comfort and ease of use is a new hydraulic clutch for smooth, consistent engagement with less effort while eliminating the need for on-track adjustments. In addition, a new clutch inner hub design lubricates over a larger area for more stable performance and longer life.

Marking the new model’s evolution, updated styling cues for 2026 now include a slimmer, more compact front number plate, new two-piece side covers, sharper rear fender and new YZ graphics. There is also a new honeycomb-pattern seat cover material which maintains ease in rider sliding forward while improving hold from sliding rearward during acceleration.

Finally, an industry-first ECU lock function is now adopted on the 2026 YZ450F for theft deterrence, allowing owners to prevent unauthorized engine start-up via a password-required lock function accessed through the Yamaha Power Tuner app.

2026 YZ450F Features & Benefits

• Powerful 450cc four-stroke engine features a revised, more linear power delivery for added control and rideability
• Yamaha’s industry-leading Power Tuner App includes intuitive “Quick Setting” slide bar engine tuning, Traction & Launch Control tuning, and a new ECU-lock function
• New hydraulic clutch offers lighter lever feel, smoother feathering and a consistent mesh point, eliminating the need for on-track adjustments
• Advanced fuel injection via a 44mm Mikuni® throttle body ensures optimum fuel atomization and power for a wide range of riding conditions
• Five-speed transmission with tri-shaft layout vertically stacks transmission shafts for a lighter, more compact transmission
• New frame design balances rigidity and flex characteristics for a calmer front-end feel and enhanced stability
• High-spec fully adjustable Speed Sensitive System KYB® coil spring-type fork is recognized as the gold standard in the 450 class, providing exceptional feel and bump absorption
• New high performance KYB® rear shock enhances low-speed damping and smooths the damping transition between low and high speeds for enhanced control in a variety of conditions
• High performance braking system features a large 270mm front brake rotor coupled with a Nissin caliper to provide excellent power and fade resistance
• Compact body including seamless, rounded features eases rider movement for enhanced control
• Updated styling includes a slimmer, more compact front number plate, new two-piece side covers, sharper rear fender and new YZ graphics
• New honeycomb-pattern seat cover material maintains ease in rider sliding forward while improving hold from sliding rearward during acceleration
• Advanced computer-aided wheel design shaves weight without sacrificing durability
• Rear wheel comes laced in a three-cross-spoke pattern for improved impact absorption and rider feel
• Race-developed Dunlop® Geomax MX33 tires
• Compact, lightweight push-button electric start provides effortless restarts
• Lightweight aluminum tapered handlebar
• Rubber-mounted four-position adjustable handlebar mounts reduce vibration
• Lightweight gold drive chain comes with YZ450F-specific chain guide

The new 2026 YZ450F will be available from dealers this August in Team Yamaha Blue for $10,299 MSRP; and the 2026 Yamaha 70^th Anniversary Edition YZ450F will be available from dealers this October for $10,499 MSRP.

The post 2026 YAMAHA YZ450F : EXTENSIVE UPDATES ANNOUNCED appeared first on Dirt Bike Magazine.

Last week I got to ride the very first Rieju MR Pro 300i in the U.S. Geoff Aaron hauled it from Central Powersports Distributing in Texas to California for a quick test on our local trails. Going forward, it will be small companies like this that give us true innovation on the two-stroke front. How do you pronounce it? Geoff says that even in Spain, they pronounce it differently in different regions. He says Re-Yay-Who, which is good enough for us. Regardless of how you say it, the bike is pretty amazing. It has a brand-new motor with an electronic power valve, a counterbalancer, a diaphragm clutch and throttle-body fuel injection.

This isn’t a motor made by anyone else. It’s not a GasGas, KTM, Yamaha or anything other than a Rieju, and it’s been several years in development. The bike once was based on the pre-2018 GasGas motorcycles that were manufactured by Torrot in Girona, Spain. The bike had a brand-new chassis at the time, although the motor went back almost 20 years. So, this new motor was in the plan from the very start. The frame is more or less unchanged for 2025. This particular bike is the MR Pro 300i, which is the top of the line. It has a number of upgrades like a radiator fan, Xtrig triple clamps, premium suspension components, and various extras. It sells for $11,399, whereas the standard model is $1000 less. 

The first thing that hits you when you ride the new bike is how refined it is. There’s very little vibration, very little engine noise, it starts easily, runs crisply and everything feels very mainstream. The clutch has a super light pull with an excellent feel. It’s simply not what you expect when you’re dealing with such a small company. We already knew that the chassis was very good from our previous experiences with last year’s MRPro 300. It has a very spread-out riding position so it’s comfortable, especially for big riders.  

It’s the new motor that turned out to be the real surprise. It’s outstanding! It has three maps available on the handlebar, and in the most aggressive mode (one flash of the LED light) it has great power from bottom to top. Obviously, being a European 300cc two-stroke brings certain expectations. It has to run well down low and be extremely reluctant to stall. Job done in that department. You can lug the bike down to idle, and then whack open the throttle and the motor responds without complaint. The power delivery is smooth and immediate, but not perfectly linear. It runs like a trials bike on the very bottom with that instant torque, then gets  a second wind on top, where it runs like a  two-stroke MX bike. In terms of outright power, it is softer on top than a new KTM 300SX, but that’s not necessarily a bad thing. The 300SX is a beast by anyone’s standards. We featured Geoff Aaron riding the Rieju in a video last week, so check that out on Youtube. The full test will appear in the August, 2025 print edition of Dirt Bike.

FANTIC RISING

Geoff also brought out a Fantic XE300 on the same trip. This is another import from Central Powersports Distributing that falls into the same category; it’s a fuel-injected 300cc two-stroke with an electronic power valve. This is an Italian bike that uses a fair amount of Yamaha parts. Contrary to kneejerk commentary, Fantic is NOT owned by Yamaha and, in fact, there is no real connection between the two companies. Fantic simply buys parts from the European Yamaha importer. Spoiler alert: There’s a video coming out Monday.

ITALIAN JOBS

The Fantic started us thinking about memorable Italian bikes. There have been a bunch of them. There are two things they all have in common. First, they are all beautifully crafted. Second they have very complicated histories full of in-fighting and corporate squabbles. Here are some I pulled out of the Dirt Bike archives for a feature in the September print edition.

Vertemati has a very convoluted history. Two Italian brothers started off as the Husaberg importer and were quite successful in GP racing with Joel Smets. Eventually, Dirt Bike test rider Mike Young went to race GPs on a bike made completely by the Vertemati brothers. It was a great bike, but when they tried to make a production version, it wasn’t nearly as good. They sold the company and started over again. The bike above was the second attempt at a production Vertemati. It wasn’t very good, either, but it was one of the most beautiful bikes ever made.

Another  Italian brand with a very complicated history was Aermacchi. This was an Italian aircraft company on the shores of Lake Varese that made Italy’s greatest fighters in WWII. The company started making small-displacement two-strokes after the war and was eventually bought by AMF Harley-Davidson. The thinking was that it would help Harley compete against the Japanese bikes of the day. The Harley Baja 100 was most famous for giving Larry Roeseler his start.

Claudio and Gianfranco Castiglioni had a massive effect on the motorcycle industry that is still felt today. In the ’80s, they acquired the Aermacchi/Harley Davidson factory in Varese and started their own brand. They named it Cagiva as a composite of their family name and the town of Varese. In 1987 they acquired Husqvarna. Shortly afterward they also took control of Ducati and MV Agusta. The company always seemed to struggle, but always  bounced back from disaster.

Ever heard of an Italian KTM? That was how the Austrian company first got involved with minis. An Italian manufacturer by the name of LEM made competitive minis throughout the ’90s.  KTM decided it was easier to rebadge LEMs than it was to make their own 50cc bikes. The KTM/LEM had spectacular success in U.S. racing with Mike Alessi. By 1996, KTM decided to build its own minis.

CRE wasn’t really an Italian motorcycle maker, but they had considerable success repurposing Honda two-strokes for off-road. Former U.S. Enduro Champion Kevin Hines imported CRE motorcycles for a while and then started making his own out of parts from Italy.

RANDOM HARD DRIVE SEARCH

This is a photo from a subscription ad in 1995. Roger DeCoster was in charge of Dirt Bike’s testing department back then and we weren’t above exploiting him for subs. He was happy to help.

That’s all for now!

The post RIDING THE 2026 RIEJU FUEL-INJECTED 2-STROKE: THE WRAP appeared first on Dirt Bike Magazine.

Beta has announced its 2026 motocross line and it includes a new 350cc two-stroke! The new model replaces the previous 300cc two-stoke and is accompanied by a new 250 two-stroke. Those two models join an updated 450RX. The full press release follows:

Beta has added two new motocross models to join the big brother 450 in the RX range. All-new 250 and 350 RX 2 strokes are the new bosses in town! Beta’s 450 RX has been racing on the world MXGP tour for four years and the AMA USA Supercross series for two and has proven to be a serious contender. The Italian Beta engineers decided to “Go Big” for 2026 and add not only a 250 cc bike to race in the proper classes but also added a 350 RX smoker as well for everyone else! All Beta MX models are designed with the trademark RideAbility in mind. A motorcycle that is overall easier to ride.

250 RX: Another all-new model for 2026 is the smaller brother to the 350, the long-awaited 250 RX! Like the 350 version, this 2-stroke powered motocross model will appeal to all of those wanting a high-revving, lightweight 250 that can tear up berms with a distinctive sound that can only be heard from a Beta. The 250 RX also receives new engine cases along with the new cylinder, cylinder head, and exhaust. The 250 uses a single-spark head. Finally, a Beta Moto model that can run in many 250 classes.

350 RX: All new for 2026, this new model replaces the 300 version for the 2026 season. New engine cases, bore and stroke, as well as a twin-plug head to ignite the special power only a big-bore 2-stroke can provide. The longer crankshaft, combined with the final gearing ratio of 13/47, provides a large amount of torque and overall horsepower that will turn some heads. This new 350 motocrosser will thrive in many different track conditions. Clearly in a class of its own!

450 RX: Proven through races all over the world, including the USA Supercross series and MXGP. The 450 RX provides a ride like no other, quick turning yet stable; powerful yet easy to ride, are just a few things the press is saying about the 4-stroke model. An engine with enough power for a top-level pro rider while providing the right amount of power to the amateur as well. For 2026, the 450 RX receives a new cylinder head with improved flow that provides even more power. This, along with a matched intake manifold and a new exhaust, means the 450 will still bark with power but do it in a quieter way. A redesigned counterbalance shaft to reduce vibration and new mapping to go with the new cylinder head and exhaust.

The Updated 2026 450 RX

Additional Features of Each Model:

450 RX 4-Stroke

Engine: The 450cc engine development was focused on providing riders a significant performance increase compared to the previous model, offering a stronger torque curve that can be used under all conditions. This achievement was possible due to a new cylinder head with a performance-enhancing piston, a new intake manifold, and a different exhaust system. The head’s overhaul – developed through CFD analysis and many flow bench calibrations – includes an improved intake duct to enhance air circulation inside the engine. The new manifold, following the flow line, has a longer internal horn to improve the tuning of pressure waves, and thus increase their fill while intaking air. The piston includes new coatings to reduce friction and improve its performance. A newly designed counter balancer was introduced to contain vibrations and reduce rider fatigue.

Exhaust system: the head-pipe has been redesigned to create a greater flow and to provide increased power. This new 4-stroke exhaust system is completed by a silencer, redesigned with HGS to contain the DB output, in line with the new racing standards.

Maps: Updated to perform better with the new motor configuration, with renewed start-up and limiter strategies.

250-350 RX 2 Stroke

Engine: Both engine capacities received a completely new, purpose-built engine. The 350 RX was designed to obtain the greatest linear power delivery and give riders the option to exploit the great power available when needed, while the 250 RX can count on explosive performance, ready to compete in races under all conditions.

» Head: The first noticeable difference when looking at the new engines is certainly the dual-spark-plug head on the RX 350 2Str, while the 250cc still relies on a classic single spark plug. This differentiates the two motorcycles’ character even further, with the 250cc providing riders with a high-revving engine that competes with the likes of 250 4Str bikes, while the 350cc manages to keep a greater torque and rounded delivery, enhancing its ease of recreational use, at lower speeds while still provides enough overall horsepower for race use.

» Cylinder, piston, and power valve: to further differentiate the two bikes, apart from the obvious engine capacity, Betamotor engineers worked on new cylinders and pistons, designed specifically for each engine. The power valve, too, was calibrated accurately to manage the two deliveries by adopting different springs.

» Crankshaft: the two motorcycles have a different stroke, with the 250cc reaching 72mm and the 350cc reaching 73.6mm.

» Crankcase: new engine crankcases, with different internals between the two capacities, matched with each model’s crankshaft.

» Gear box: gear boxes are shared between both models, with the only difference being the final ratios of the sprockets, 13/50 for the 250 and 13/47 for its big sister.

Exhaust: also new for both models. Exhaust systems were designed to enhance the features of both engines, and differ in the internal silencer diameter, which is bigger on the 350.

New components shared by all RX Models:

Graphics: a modern race look, simple yet bold, the final touch to the Italian RX range.

Radiators: their bearing structure was strengthened to prevent any deformation that might affect their operation, even during heavy-duty use.

The following elements are confirmed on the entire range:

Frame: geometry remains unchanged, yet the frame now incorporates a cast-in brace to further strengthen the frame around the steering neck area. This increases the reliability and stiffness of the frame’s area most subject to stress.

Aluminum rear sub-frame and dedicated filter box: aluminum gives the right level of stiffness to the structure. Light, yet it has the rigidity to overcome the demands of motocross. Access to the filter remains on the left side of the bike, and is extremely easy and intuitive, as well as being tool-free. The push button seat also removes without tools.

Kayaba (KYB) suspensions: fork (48mm) and single shock (50mm) are specifically calibrated on the new range models, focusing on their rideability and stability when the pace rises. The resulting setting is enough to make any rider confident, from amateurs to professionals.

Nissin braking system: with floating calipers and 260mm Galfer discs at the front and 240mm at the rear, for powerful and modular braking.

Chain: non o-ring, lighter and smoother.

Lithium battery: lighter and a must for quick starts.

Handlebar silent block: Xtrig Flexfit bar mounts provide a comfortable grip on the handlebar for enhanced control and reduced vibration.

To complete our round-up of the bike:

Engine maps: all the RX models are equipped with two specific engine maps (wet and dry), while the 4-Stroke model has also four levels of Traction Control (on/off/active with hard map/active with soft map) to manage the vehicle’s significant power in all terrain conditions. The button to select the map and TC is located on the handlebar bumpers.

All RX will be supplied with a triangle stand. In addition, the 4 Stroke has four different throttle pulleys to customize the accelerator’s response.

Prices are to be announced on Beta’s website here.

The post BETA MX BIKES FOR 2026: NEW 350cc TWO-STROKE! appeared first on Dirt Bike Magazine.

Kawasaki has just announced its early-release 2026 models, which are arriving at dealers immediately. The two-stroke that the company teased at the beginning of the year has yet to be revealed. The news as of right now appears below in the official Kawasaki press release.

The Kawasaki KX line of motorcycles stands as a continued symbol of high performance and competitive quality, trusted by riders to succeed on some of the most demanding tracks in the world. Today, the KX family remains a leader in both motocross and supercross, with the KX250 and KX450 consistently ranking among the top bikes in their respective classes. The game-changing KX450SR continues to turn heads at the track with its race-focused upgrades and factory-inspired design, while the KX250X and KX450X bring the heat to off-road races across the world. The mini-classified KX65 plays a crucial role in developing young talent, helping aspiring athletes build their skills and advance in the sport.
Drawing design and performance insights from the Monster Energy® Kawasaki factory racing team, the 2026 KX motocross models uphold the brand’s legacy by delivering race-ready power, precision, and reliability.

KX65
The 2026 KX65 is the smallest displacement motocross bike in the Kawasaki KX lineup, built to serve as the machine of choice for aspiring motocross racers driven to follow in Kawasaki’s championship footsteps. The durability and reliability that the KX models are known for create a dependable platform for young racers. Featuring a six-speed transmission, race-ready engine, strong stopping power, and superb handling, the KX65 builds champions.

Its liquid-cooled, two-stroke 65cc engine and lightweight chassis deliver strong controllable power and exceptional handling that results in the ultimate recipe for winning races. The 33mm front forks and four-way adjustable rebound damping can perform at the highest level in aggressive terrain, while the rear is fitted with Kawasaki’s Uni-Trak® single-shock system with adjustable rebound damping and fully adjustable spring preload.

KX250
Coming off of an all-new platform in 2025, the 2026 KX250 remains powered by a 249cc liquid-cooled, four-stroke engine that is designed to achieve strong performance across the rev-range and result in quick lap times and excellent holeshot performance. Now sharing much of the same features found on its KX450 brethren, the KX250 continues to push the limits of man and machine, blending new cutting-edge technology with its championship heritage. With its lightweight aluminum frame, high-performance Showa suspension, ODI Lock-On grips, KTRC, riding modes with handlebar-mounted switch box, and Bluetooth® connectivity using RIDEOLOGY THE APP KX, the KX250 continues to help pave the way for riders looking for the top step of the podium. With a strong and reliable platform to build on, the KX250 is the perfect tool for any avid motocross rider.

KX250X
The 2026 KX250X shares many appealing traits with its KX250 motocross counterpart but is truly built for off-road, cross-country competition. In addition to the effective KX250 base, the KX250X returns with several unique features such as suspension settings specially tuned for off-road competition, an 18” rear wheel, Dunlop Geomax AT81 off-road tires, sealed chain, and a side stand.

KX450
Now in its sophomore year since its complete re-design, the KX450 returns for 2026 with its race-winning features unbroken. Building upon its legacy in the sport, the KX450 remains at the top of motocross excellence, blending cutting-edge technology with championship-capable pedigree. With its powerful 449cc engine, Brembo front brakes, and all the other defining features of the motorcycle, the KX450 continues to be a trustworthy companion for any avid racer. As riders prepare to tackle the challenges of the upcoming season, they can continue to put their trust in the unparalleled performance of the KX450 to take them to the top step of the podium.

KX450SR
Following its successful debut four years ago in 2022, the KX450SR motorcycle is back for 2026. The “SR” or Special Racer designation represents the peak of Kawasaki race performance, and riders will feel the difference once they swing their leg over the SR. The KX450SR is purpose-built with high-value components proven by the Monster Energy® Kawasaki race team in Monster Energy Supercross and AMA Pro Motocross Championships. Building on the popular KX450 platform, the KX450SR is crafted for riders aiming for the class win. The motorcycle features elite racing components, like the Pro Circuit Ti-6 titanium exhaust and XTRIG Rocs-Tech triple clamp, special engine tuning, polished intake ports, and design elements taken from the Monster Energy® Kawasaki race team, which help enhance both its performance and factory racer aesthetics.

KX450X
Returning alongside the KX450 and KX450SR is the 2026 KX450X, helping to further expand and solidify the KX family of off-road motorcycles. The 2026 KX450X is an off-road cross-country competition model that features the same championship-proven technology found on KX race machines and has been purposely tuned for off-road competition. The addition of a 21”/18” wheel combination allows the power of the KX450X to be transferred directly to the ground and the Dunlop AT81 tires make sure the bike can handle the obstacles found in cross-country riding. The KX450X also comes with specific off-road suspension settings, sealed chain and a convenient side stand for when at a stop.

RACER REWARDS
Kawasaki Team Green Racer Rewards for 2026 supercross, motocross, and off-road racing will be available for riders looking to race their KX motorcycles. For more information and to register please visit the Racer Rewards section on Kawasaki.com.

KLX MODELS

KAWASAKI KLX®230R / KLX230R S
The KLX230R is a beloved favorite among off-road enthusiasts, promising endless fun across diverse terrains, whether navigating woodland trails or taking on desert landscapes. At the heart of this trail-blazing machine lies the fuel-injected 233cc air-cooled 4-stroke single engine, meticulously engineered to deliver a perfect balance of power and torque, finely tuned for the low-mid range. A purpose-built high-tensile steel perimeter frame delivers unwavering stability on the trails and is held up by a long-travel 37mm telescopic front fork and New Uni® rear suspension that offer 9.8” of wheel travel front and rear. The KLX230R comes equipped with full-size 21” front and 18” rear wheels for efficient trail navigation, while a 240mm front brake and 220mm rear brake provide excellent stopping power. The KLX230R exudes the essence of a capable off-road machine thanks to its KX-inspired styling.

The KLX230R S is built off the same proven platform and offers riders a reduced reach to the ground with a 34.4” seat height, noticeably lower than the 35.6” seat height found on the standard model. Additionally, the front wheel travel has been reduced to 8.7” on the front and 8.8” on the rear, improving confidence in both shorter and beginner riders.

KAWASAKI KLX®140R / KLX®140R L / KLX®140R F
The KLX140R motorcycle is available in three model variations, each promising an off-road adventure packed with unforgettable moments. Powered by a robust 144cc, air-cooled, single-cylinder engine, featuring an electric starter and keyless ignition, the KLX140R line of motorcycles deliver reliable performance. The broad, smooth, high-revving 144cc engine, paired with a manual clutch and five-speed transmission, ensures an efficient and user-friendly riding experience. While the standard KLX140R sports a 17” front and 14” rear wheel, the mid-sized KLX140R L offers taller riders enhanced ground clearance with 19” front and 16” rear wheels. The KLX140R F is equipped with full-size off-road wheels and tires—a 21” front and 18” rear—for uncompromising off-road capability.

KAWASAKI KLX®110R / KLX®110R L
The KLX110R comes in two variations, offering an excellent entry package for new riders eager to explore off-road. Built with a high-tensile steel frame, 30mm telescopic fork, and a single rear shock, the KLX110R ensures effortless handling and lasting durability. Featuring an automatic centrifugal clutch system, the KLX110R simplifies take-offs and gear shifts, enabling riders to focus on the terrain while maximizing the potential of the 112cc single-cylinder, four-stroke engine. For those seeking a taller stance and enhanced capabilities, the KLX110R L model offers a taller seat height (28.7” compared to 26.8” for the KLX110R), increased suspension travel, an extra 1.9” of ground clearance, and a four-speed transmission with a manual clutch.

Whether you’re a novice or a seasoned rider, there’s a KLX motorcycle ready to fuel your Kawasaki-powered adventures.

2026 Model Variations

Kawasaki KX65
Color: Lime Green
MSRP: $4,249
Availability: Now

Kawasaki KX250
Color: Lime Green
MSRP: $8,999
Availability: Now

Kawasaki KX250X
Color: Lime Green
MSRP: $9,099
Availability: Now
Kawasaki KX450
Color: Lime Green
MSRP: $10,499
Availability: Now

Kawasaki KX450SR
Color: Lime Green
MSRP: $13,599
Availability: Now

Kawasaki KX450X
Color: Lime Green
MSRP: $10,699
Availability: Now

Kawasaki KLX®230R
Color: Lime Green, Bright White
MSRP: $4,999
Availability: Now Kawasaki KLX®230R S
Color: Lime Green, Bright White
MSRP: $4,999
Availability: Now

Kawasaki KLX®140R F
Color: Lime Green, Bright White
MSRP: $4,299
Availability: Now
Kawasaki KLX®140R
Color: Lime Green, Bright White
MSRP: $3,699
Availability: Now

Kawasaki KLX®110R
Color: Lime Green, Bright White
MSRP: $2,899
Availability: Now
Kawasaki KLX®140R L
Color: Lime Green, Bright White
MSRP: $3,999
Availability: Now

Kawasaki KLX®110R L
Color: Lime Green, Bright White
MSRP: $3,099
Availability: Now

The post 2026 KAWASAKI KX & KLX MODELS appeared first on Dirt Bike Magazine.

Kawasaki has announced an addition to its dual-sport line for 2026: the KLX239 Sherpa S ABS. This uses the same platform as the previously existing KLX230S but has more of an adventure bike application. This goes beyond the styling and extends to a tubeless rear tire. Additionally, the KLX230 DF will be offered. This is more utility oriented with a luggage rack, aluminum engine guards, a taller seat height and a black-out look. The 2026 KLX300S has also been released, along with an SM variant. The official Kawasaki press release follows.

For riders driven by a spirit of exploration, Kawasaki introduces the all-new 2026 KLX®230 SHERPA S ABS—a dual-sport motorcycle built to inspire confidence on and off the beaten path. Whether commuting through the city or venturing onto remote trails, the SHERPA S delivers a rugged, yet approachable, package designed for the modern-day trekker.

The KLX230 SHERPA S builds upon Kawasaki’s proven KLX®230 S platform, featuring nimble handling, a low and confidence-inspiring seat height, and a design that merges sleek urban capability with durable outdoor performance. This machine utilizes a tubeless rear tire for more convenient repairs and enhanced convenience, along with a low seat “S” variant tailored for a wider range of riders seeking accessibility without compromising adventure.

Whether it’s a weekend campout or a spontaneous journey down unmarked trails, the KLX230 SHERPA S ABS motorcycle is built to adapt. Its versatility makes it the ideal two-wheeled tool for those answering the call of the wild, delivering performance, style, and practicality in one well-rounded trekking machine.

KLX230® SHERPA S ABS HIGHLIGHTS

● 233cc fuel-injected air-cooled single

● Compact perimeter frame

● Aluminum skidplate

● Handguards

● Low 32.5-inch seat height

● 21-inch front wheel and 18-inch tubeless rear wheel

● Disc brakes with selectable ABS

● Digital instrumentation with Smartphone Connectivity

Non-U.S. model specs may be depicted.

2026 KLX®230 DF ABS

READY FOR ANY MISSION

When the terrain gets tough and reliability is non-negotiable, the all-new 2026 Kawasaki KLX®230 DF stands ready as the ultimate heavy-duty two-wheeled companion. Built to thrive in demanding environments, this rugged multi-purpose motorcycle combines durability, performance, and all-around usability to meet the needs of riders who require a machine that’s as capable as it is dependable.

The KLX230 DF is built off of the KLX230 platform and comes equipped with many of the same great features found on the KLX230 SHERPA S ABS, including its 233cc fuel-injected air-cooled single engine, compact perimeter frame, aluminum skidplate, disc brakes with optional ABS, handguards and tapered aluminum handlebar, LED headlight, slim shrouds, rugged styling with earth-tone colors, and digital instrumentation with smartphone connectivity. The KLX230 DF also comes equipped with a generous 7.8-inches of front wheel travel and 8.7-inches of rear wheel travel thanks to long travel suspension, and 9.4-inches of ground clearance.

Several exclusive features can also be found on the KLX230 DF, including engine guards that are attached to the bottom of the frame and add peace of mind when riding off-road and help protect the engine from tip-over damage. A rear carrier also comes as standard equipment and boasts a durable tubular steel black finish construction with a silver aluminum center plate. The 10×10-inch rear carrier offers 6.6 lbs. of cargo capacity with four welded bungee hooks for cinching cargo down.

The Kawasaki KLX®300 motorcycle has been providing unlimited on- and off-road fun for a wide range of riders. Staying true to its roots, the KLX300 lightweight dual-sport motorcycle comes ready with all the tools necessary to deliver an exciting riding experience, taking on paved streets, back roads, wooded trails and beyond.

For 2026, the dual-sport KLX300 continues to let the good times roll with its sporty looks, while the KLX300SM also returns to the KLX lineup, offering an nimble, sporty package for navigating the streets. These models feature KX-inspired styling that is sure to turn heads on the dirt or the pavement.

KAWASAKI KLX®300 / KLX®300SM

The KLX300 and KLX300SM make their return for 2026, each offering a fun and manageable package for riders eager to hit the dirt or pavement. Powered by a 292cc liquid-cooled DOHC engine and featuring a slim box-and-tubular-section high-tensile steel perimeter frame, 43mm inverted cartridge-style fork, and a Uni-Trak® rear shock, the KLX300 ensures confident handling and durability.

The aggressive styling on the KLX300 adds to the overall fit and finish that the KLX model lineup is known for. For those seeking the same comfortable and fun package for the street, the KLX300SM model offers the same engine and chassis, supermoto tuned suspension, powerful large 300mm diameter petal disc front brake and comes fitted with 17-inch front and rear wheels mounted on IRC street tires for plenty of spirited riding possibilities.

Kawasaki KLX®300

Color: Lime Green, Bright White, Cypher Camo Beige/Ebony

MSRP: $5,449, $5,649

Availability: Now

Kawasaki KLX®300SM

Color: Neon Green/Ebony, Battle Gray/Ebony

MSRP: $5,849

Availability: Now

The post KAWASAKI REVEALS ALL-NEW SHERPA S DUAL-SPORT FOR 2026 appeared first on Dirt Bike Magazine.

2026 BETA 350RX TWO STROKE

The masses have been asking for it and Beta is the first manufacture to deliver the 350cc Two-Stroke !

Beta has added two new motocross models to join the big brother 450 in the RX range. All-new 250 and 350 RX 2 strokes are the new bosses in town! Beta’s 450 RX has been racing on the world MXGP tour for four years and the AMA USA Supercross series for two and has proven to be a serious contender. The Italian Beta engineers decided to “Go Big” for 2026 and add not only a 250 cc bike to race in the proper classes but also added a 350 RX smoker as well for everyone else! All Beta MX models are designed with the trademark RideAbility in mind. A motorcycle that is overall easier to ride.

350 RX: All new for 2026, this new model replaces the 300 version for the 2026 season. New engine cases, bore and stroke, as well as a twin-plug head to ignite the special power only a big-bore 2-stroke can provide. The longer crankshaft, combined with the final gearing ratio of 13/47, provides a large amount of torque and overall horsepower that will turn some heads. This new 350 motocrosser will thrive in many different track conditions. Clearly in a class of its own!

250-350 RX 2 Stroke Overview

Engine: Both engine capacities received a completely new, purpose-built engine. The 350 RX was designed to obtain the greatest linear power delivery and give riders the option to exploit the great power available when needed, while the 250 RX can count on explosive performance, ready to compete in races under all conditions.

» Head: The first noticeable difference when looking at the new engines is certainly the dual-spark-plug head on the RX 350 2Str, while the 250cc still relies on a classic single spark plug. This differentiates the two motorcycles’ character even further, with the 250cc providing riders with a high-revving engine that competes with the likes of 250 4Str bikes, while the 350cc manages to keep a greater torque and rounded delivery, enhancing its ease of recreational use, at lower speeds while still provides enough overall horsepower for race use.

» Cylinder, piston, and power valve: to further differentiate the two bikes, apart from the obvious engine capacity, Betamotor engineers worked on new cylinders and pistons, designed specifically for each engine. The power valve, too, was calibrated accurately to manage the two deliveries by adopting different springs.

» Crankshaft: the two motorcycles have a different stroke, with the 250cc reaching 72mm and the 350cc reaching 73.6mm.

The post BETA ANNOUNCES A 350cc TWO STROKE! appeared first on Dirt Bike Magazine.

We won’t claim to be totally ignorant to the Ducati brand, so the arrival of the Italian marque into the motocross world comes with a surface level of familiarity. But if you’re anything like us, your head is so far in the dirt that words like Panigale, Superleggera, and Desmosedici aren’t in your immediate vocabulary. In an effort to better understand the all-new Desmo450, and the signature desmodromic valve system that is at the heart of every Ducati, we sat down with Davide Perni, Technical Director Off-Road at Ducati. Davide is charged with bringing the MotoGP-dominating brand off the tarmac and into the dirt, a task that introduces new technology to the motocross world, and brings a whole new challenge to a brand famous for high revs, and breakneck horsepower.

Breaking It Down

“Unfortunately for us, we don’t often explain how the desmo system works, because it’s quite obvious for us,” admitted Perni. The desmodromic valve system has been elemental to Ducati for close to 75 years now, and is a well understood concept in the road racing world. Ducati engineers literally can’t recall the last time they were asked to explain it to anyone. Fortunately, Perni was patient enough to break it down in simple terms for the noobs in the knobby world.

“In a normal valve engine, the cam works directly with the valve to open it, and to close the valve, normally we have a spring,” said Davide. “With the desmo system, you see that we have two profiles on the camshaft for each valve—you have one rocker arm for the opening and one rocker for the closing phase.”

With the valves being both opened and closed mechanically, rather than using a spring, this means the poppet valves are under positive control at all times. The word “desmodromic” actually comes from two Greek words, “desmo” meaning controlled or linked, and “dromic” meaning a track or racecourse. Having this much control over the valve opening and closing has three distinct advantages, according to Davide.

“First, the acceleration of the opening of the valve is very high—more than the normal system. You can also have high acceleration for a normal system, but only for the opening phase. Not for the closing phase because you have a spring, and the spring is designed to have a proper force based on mass of the valve multiplied for the maximum acceleration that you want.

“The desmodromic system allows us to have more time where the valve is completely open, also in the lower rev. This allows us to increase the quantity of oxygen and fuel that enter the cylinder. The opening phase of the valve is still bigger than [that of a] normal system. You can have a very big acceleration also for the slower rev.”

“The second advantage is that you have reduced friction on the system,” Davide continued. Since the camshafts don’t have to press against the valve springs during the opening phase, this is less energy spent by the engine. The lack of frictional loss is most significant in the low-to-mid range.

“The last advantage of this system, and this is our technological flag, is that you can achieve a very high rpm limiter with this system. You don’t have the limiter related to a coil spring.” Davide can lay out the precise engineering terms for you, but in plain language, you can rev it to the moon and it won’t float the valves.

“When you need to achieve a very high rpm, consider that our Panigale V4 production engine, the limiter is fixed at 16,500 rpm. That’s a standard homologated street-legal engine. But the normal timing system cannot allow this kind of rpm.”

There is a lot of pride and heritage behind the desmodromic system, but that doesn’t mean Ducati is ignorant to the drawbacks, as Davide went on to describe. “The system is a bit complicated, and requires a lot of quality and accuracy in the manufacturing of the camshaft profile and the rockers. The weight of the completed system is a bit more than a normal system because you have two rockers, and the camshaft is a bit heavier than a normal camshaft.”

Despite the weight, Ducati engineers maintain that the Desmo450 engine is the lightest DOHC 450cc engine in its class. “[Compared to] the competitors with two camshafts, the Kawasaki, Yamaha, Suzuki, our engine is still the lightest. The weight is only 26.5 kilograms (58.42 pounds).

“The other bad point of this system is the cost,” Davide said. “The accuracy and the machinery that these camshafts require are very expensive. The cams and crankshafts are made directly inside our factory, and we manage by ourselves. Because I repeat, these are not easy components from a manufacturing point of view.”

According to Perni, this also means we shouldn’t expect to see any third-party cams or cranks for Ducati dirt bikes.

A Brief Desmo History

The technology actually dates back to the 1950’s when the desmodromic valve system was adopted by (not invented by) Ducati. At the time, valve control technology was a major mechanical challenge, so renowned Ducati engineer Fabio Taglioni applied for the patent and built the desmo system into the company’s 125cc race bike. Ducati’s 125 GP Desmo ran away with the 1960 Grand Prix victory, and the desmodromic valve system has been fully embraced by the Bologna brand ever since.

Thanks to modern materials, valve control is far less of an issue today, making the desmodromic system less of an advantage than it once was. But in the formative decades of Ducati racing development, the desmo system defined the soul of the company, and 65 years later, it sees no reason to alter course. It’s the system they know best, and there is a lot of pride and heritage behind the design.

Putting Power In The Dirt

In terms of motocross, the horsepower race is over. At a certain point, big horsepower becomes more of a burden than an advantage, and we found that limit pretty quickly with the early generation 450 motocross bikes. This was apparently difficult for Ducati engineers to hear. Coming from the tarmac, where Ducati can deliver enough power to send you into a time warp, and enough ride-control technology to somehow keep you attached to the ground and moving in your intended direction, the idea of curbing power down for a more manageable delivery didn’t quite compute.

Davide recalls back to the early days of Ducati’s motocross development. “We fight a lot in the beginning,” he said with a laugh. “Our 1000cc displacement bike is around 237 horsepower. For engineers, this means if you have around 230 horsepower per liter, this means a 450, more or less, you have a reasonable 100 horsepower, easy. But [our test riders] say, ‘Guys, please stop!’ Based on motocross, when power increases over 65 to 68 horsepower, a rider cannot ride well anymore. So, the target is not the maximum power because we’d risk creating an engine that nobody can use. For the 250, we will see. But for the 450, this is not the case.”

Learning to limit the power rather than unleash it actually came during the Desert X development, which was an important step in Ducati’s understanding of riding in the dirt. Five-time World Enduro champion Antoine Meo was central to the Desert X development, Ducati’s adventure model that was introduced in 2022. Their first stab at a dedicated off-road bike was admirable, and the subsequent Desert X Rally (2024) was even more impressive. The most direct way to begin motocross testing was to take the 937cc twin-cylinder Desert X on the motocross track.

“It was quite crazy. When you see a 180-kilogram (400-pound) two-cylinder jump on a motocross track, people with the other motocross bikes were scared!” Perni said with a laugh. “But, that was really good to understand the potential of the system. It was a good experience for Antoine because when he understood the potential of the traction control, it pushed us to improve the system for off-road.”

As we also know, nine-time FIM Motocross World Champion Antonio Cairoli along with Italian MX hero Alessandro Lupino are behind the Desmo450 development. Perni himself  also comes from a motocross background, having worked as an engineer and race team manager for Husqvarna. The right people are on the job, but there was still a lot of push-pull in building Ducati’s understanding of the dirt. Fortunately engineers listened to the experts and came to terms with the blasphemous notion—more power isn’t always better in the dirt. They settled on a peak horsepower of 63.5 at 9400 rpm, and a rev limiter of 11,900. Modest numbers according to Ducati’s engineering math, yet still a benchmark for the class.

Getting Plugged In

Almost as directly in Ducati’s wheelhouse as the desmo valve system is ride control technology. While their expertise once again lies on the pavement side, adapting the electronics to the dirt was a vital aspect of the Desmo450’s design. Perni talked about the all-new Ducati Traction Control, or DTC.

“We are experts on the electronics that apply to two wheels,” said Perni. “Ducati was the first manufacturer that put traction control on the production bike; it was 2007. Traction control is not completely new for off-road, but let me say that DTC is very different with respect to what is in the market now.”

“The real advantage of our system is the traction is not like a map that cuts the power. We have an algorithm that is under patent pending, that can manage the answer of the system based on the acceleration and the position of the bike in space.”

Rather than relying on wheel speed, DTC utilizes an onboard sensor to feed information to the electronics. “We use a sensor that is state of the art called BBS—Black Box System. Inside you have an accelerometer and gyroscope sensor. We’ve had this science for 20 years, so it is quite common technology. The challenge is using this technology without the speed of the wheels.”

Ducati opted to go without wheel sensors not only because it felt there was a better way, but because FIM regulations do not allow it for competition use. Yes, Ducati expects that even the pros will want to use DTS. Keep in mind, they come from the road racing world, where the top teams in everything from MotoGP to World Superbike utilize a full suite of electronic rider aids.

“The rear wheel speed, you can measure in some way, but the problem is that normally in off-road you still work with 30-, 35-, 38-percent wheel slip,” said Perni. “Consider that in the road race when you are more than 3-percent slip, the engineers go crazy because it’s too much. [laughs] Here we are completely in another world.

“This group of electronic engineers develop a new software system, an algorithm we call Job Detection Function. The system recognizes when the bike is in the air and when it is working on the ground. Because when you are in air, you need the throttle to modify the balance of the bike, and in this moment, the system cannot cut the power. Job Detection Function is under patent because is a very important function on the system.”

Launch control, engine brake control, two riding modes and a built-in quickshifter are also part of the electronics we can expect to find on the Desmo450. For the DIY crowd, don’t worry. “Obviously you have the possibility to disengage the system,” Perni added. “You want to switch off every control, you can do it, absolutely.”

And?

So how does it all work? Do the claims add up? We haven’t gotten our dirty hands on a Desmo450 yet. At this point our goal is to learn more about what’s under the hood and what exactly makes this bike unique. Now that we have a better understanding the Ducati-ness of this all-new player, we’re ready to put the desmodromic power and Ducati electronics to the test. Watch the pages of Dirt Bike Magazine for the full review of the 2026 Ducati Desmo450 motocross bike coming soon.

The post DESMO 4 DUMMIES: ALL ABOUT DUCATI’S DESMODROMIC VALVE SYSTEM appeared first on Dirt Bike Magazine.