Action photos: Mark Kariya

Kawasaki is back on the West Coast off-road racing scene, and they are bringing some heavy hitters with them! The newly formed Precision Coatings Kawasaki team has backing from Mitch Payton at Pro Circuit and have hired former world champion Giacomo Redondi to race the entire NGPC series along with other selected events throughout the year. Team owner Billy Fullmer gave us an exclusive first look at Redondi’s 2025 race bike and here is what we discovered. 

THE GOODS

Just like the factory MX/SX race team, Fullmer and the race team’s head mechanic, John Braasch, started with a 2025 KX450SR (Special Racer) model and then tore it completely down to the frame to start the build process. The 2025 KX450SR model features upgraded suspension, Xtrig clamps, ECU, head mods and other bolt-on performance parts, making it a perfect platform for a race bike build. 

When it came to engine performance modifications, the team took the less-is-more approach. The SR models already feature some head work and more aggressive ECU settings than the standard KX450 with race settings already programed into it. In the beginning of the year the team used the stock SR mapping, but are now using custom maps dialed in by Pro Circuit. 

Internally, the only modification that would be considered major is all about durability, and that is the addition of an older-style, complete Hinson billet-proof clutch that uses heavy springs. The clutch pull is noticeably stiffer than the 2025 bevel-style system that comes stock. 

Although it looks the same as what comes on the SR, the Pro Circuit exhaust is different internally, having a larger diameter core similar to what Pro Circuit uses for AMA amateur racing. No changes were made to the head pipe. A complete Twin Air Powerflow system increases the airbox volume, and the slightly larger surface of the high-flowing air filter allows more air into the engine. 

The team really focused on Redondi’s riding style when it came to setting up the chassis, because he had been racing steel-framed Austrian bike for many years, so the switch to an aluminum-framed machine was a bit of an adjustment. Luke Clout, who now runs Pro Circuit’s suspension department, had to find a balance of making the suspension stiff enough to handle the demands of a rider like Redondi at higher speeds, but also soft enough to provide enough rider comfort for him to hold onto it for the 90-plus-minute events he races. 

Even legendary suspension tuners agree that setting a bike up for off-road racing is one of the hardest things to do. A big component in the suspension setup is a complete Pro Circuit rear linkage system that is designed to be softer in the initial part of the stroke to provide a plusher feel on smaller hits and then ramps up the stiffness as the shock goes deeper in the stroke. This change allows for the use of softer high-speed valving lessoning any harsh feel and minimizing deflection. 

Works Chassis Lab’s top engine mounts are also said to improve overall rider comfort in the handling department. To our knowledge testing was never done, although Redondi says he was very pleased with what he was currently racing on, but thinks he and the team will be able to make it better with more testing.  

Surprisingly, Redondi does not currently use a stabilizer system like most top pro racers on the West Coast. Most of the other bolt-on items have to do with protection, the rider and bike. Acerbis’ K-Linear hand guards mount to the clutch and front brake reservoirs, directly saving important handlebar mounting space and protecting Redondi’s hands, while a full-coverage Acerbis plastic skid plate offered protection of the frame and engine cases. 

A Zip-Ty Racing rear shark fin provides rear rotor protection. The Kawasaki rear chainguide mounts and the guide itself are definitely an area that requires attention, and the PC team strengthened this up substantially after having an issue early in the race season. John Braasch handled reinforcing the swingarm mounts, while a Pro Circuit carbon fiber rear chainguide replaced the aluminum stock unit. This is the same guide that Pro Circuit’s SX/MX race team uses, offering additional adjustability features that allows for clearance when using larger rear sprockets and a replaceable wear pad. 

Speaking of larger rear sprockets, Redondi’s race bike is equipped with 14-53 gearing. If you do the math, that’s very similar to the stock 13-50 that the bike comes stock with, but during testing the team felt it gave it more torque where it needed to produce more usable power.   

OUR THOUGHTS

Just like any professional-level race machine, they are highly personalized to the rider racing it and oftentimes are the complete opposite setup to what the average guy would want. Giacomo Redondi’s Precision Coatings/Pro Circuit Kawasaki is somewhere in the middle of that scenario. Everything on his bike is available to the public either through Pro Circuit or the team sponsors, and you can even purchase the race-team graphics from Throttle Syndicate. That’s huge for everyone trying to replicate this build. Power-wise, Redondi’s setup is more aggressive than the standard model and a slightly toned-down, more rider-friendly version of the SR model. Then, on the handling side, it’s definitely stiffer all around than other stock KX450 platforms, but not completely unrideable by the average person. Honestly, after doing the research on this race bike, we have a few items that we want to try on our off-road KX450 build that is currently in the works. Thanks to the Precision Coatings/Pro Circuit Kawasaki race team for the insight.

The post OFF-ROAD RACE BIKE: REDONDI’S PC KX450SR appeared first on Dirt Bike Magazine.

Beta proved something to the world last year. The tiny Italian company took on the giants of Supercross. They built a motocross bike, assembled a pro racing team and scored points with a budget that was a fraction of what anyone else spends. They haven’t yet sacked the city, but they’re at the front gate making noise and causing a commotion.

The Beta Liqui Moly Pro Supercross team is still making progress, but the company is careful not to forget the riders who got them to this point. Beta’s base is in the off-road world—enduro, trials, trail riding and cross-country racing. Accordingly, the company has added a new bike to the lineup for 2025. The 450RC falls into the closed-course cross-country category, which includes bikes like the KTM 450XC-F, the Honda CRF450RX, the Yamaha YZ450FX and the Kawasaki KX450X. Each manufacturer changes the formula slightly, but all are closely related to motocross bikes from the same maker. The idea is to serve off-road racers who might otherwise be forced into a full-blooded motocross bike in events like WORCS and the National Grand Prix Championship.

SHARE AND SHARE ALIKE

The core of the 450RC is the new Beta 450RX MX bike. Of all the manufacturers offering these hybrid MX/off-road bikes, Beta makes the fewest changes between moto and off-road. That makes sense when you consider that the company already has off-road four-strokes coming out of its ears. The 480RR and 430RR Race Editions are very off-road-oriented, so the RC offers some true separation. It’s easy to be overwhelmed with the array of similar bikes offered by Beta.

There are only a few significant differences between the motocross model and the new RC. The fuel capacity is greater; the new bike uses the 2.4-gallon tank from the RR line instead of the 1.8-gallon MX tank. It also has an 18-inch rear wheel with a 140/80-17 Maxxis MaxxEnduro tire. Hand guards come as standard equipment and that’s about all. The engine mapping and suspension valving are straight out of the motocross bike, which has been updated for 2025. So is the five-speed gearbox. There’s no kickstand, and the price is exactly the same as that of the MX bike—$10,999. Zane Roberts is the current National Hare & Hound champion and he rides a Beta. As of right now, he’s riding a modified 480RR, but that’s mostly because race teams are reluctant to change when something works. His bike is already something of an RR/RC hybrid.

When the motocross 450 arrived last year, it was mostly a new bike. The 480RR off-road bike was clearly a starting point, but it had more compact engine cases and a beefier frame. Now, all of Beta’s four-strokes have the new engine cases and many of the other features that we first saw on the MX bike. Still, the RX and now the RC are in a much spicier state of tune than any of the off-road bikes. The exhaust is louder, the compression ratio is higher, the valves are larger and the throttle body is 46mm instead of 42mm. For 2025, both the RX and the RC have larger rear axles, lower final gearing and a larger battery. The 450RC has many of the components that we are used to seeing on Beta competition bikes, like Nissin brakes and KYB suspension.

TWIN BROTHERS

Not surprisingly, the new RC reminds us of the 450RX. That’s a bike that we really enjoyed when we tested it last year. To provide a quick review, it had great overall handling for motocross, the steering was quick, and it was surprisingly stable. The suspension was good but oriented towards the novice/beginner end of the sale. The power was smooth, but it needed more low-end and less glitchy mapping. It was a very large motorcycle, and that intimidated some riders. 

You would think most of those attributes would make for a great off-road bike. For the most part, that’s correct. Handling-wise, it’s perfect. It’s a lighter bike than the 480RR by around 8 pounds, and that certainly doesn’t hurt. The big question that anyone will have to answer is, “How off-road does it have to be?” Several races in the NGPC series have extended motocross tracks, and some have real singletrack. By using the same suspension as the motocross version, the RC is perfect for the more MX-oriented courses. The bike is soft compared to most full-fledged motocross bikes, and that works decently at places like Blythe and Delono, where the speeds are fairly high and the whoops can be enormous. At Glen Helen, on the other hand, the bike is too stiff for the rocky trails that make up the back sections. This is a problem that off-road riders are very familiar with. It’s impossible for Beta to know which kind of track you prefer, so they simply backed away to allow the end user to set up the bike as needed. 

In outright power, the Beta will crush almost any off-road bike. It has more sheer output than a Yamaha 450FX or a Honda CRF450R—by quite a margin. The only bikes in this class that can outperform the RC are the ones with KTM-based motors. KTM, Husky and GasGas use full-blooded MX engine tuning and mapping, and those bikes are at the top of the 450 class right now. In Beta’s case, the MX-style mapping does have its drawbacks. On a motocross course, most riders don’t dip into low-speed range below 10 mph very often, so you might not notice that the 450 has a tendency to flame out. In extended low-speed off-road sections, the 450RC can stall without warning, and that can be frustrating. The traction control or mild map don’t seem to help. If you ride at slow speeds, it also can overheat quickly, although that issue can be handled with the optional radiator fan from the Beta accessory department. 

Compared to the off-road four-strokes, the RC has bigger valves, a bigger throttle body and bigger output numbers.

THE WISH LIST

Last year we did an all-Beta comparison between the 350RR, 390RR, 430RR and the 480RR off-road bikes to help provide insight on why the company offered so many similar motorcycles. In that story, we actually wished for one more model: this one. Thank you, but it’s our nature to always want more. Right now there’s a vast difference between the RC and the RR lines. In order to really fill the gap, the RC needs to calm down just a little. We would gladly sacrifice some of that top-end power for smoother throttle response down low and less stalling. The six-speed gearbox from the RR line would help, but it’s not mandatory. A radiator fan would be a nice touch.

If all that’s asking too much, then we can make do with just one item. Please give us a kickstand.

The post FULL TEST: BETA 450RC CROSS-COUNTRY RACER appeared first on Dirt Bike Magazine.

The Monkey’s Paw taught us well. When you make a wish, you have to phrase your request very carefully. A long time ago, we all wished for a dual-sport bike that was a true dirt bike; one that was capable of riding to the racetrack, competing and then getting home. Poof! Suddenly, the Husqvarna FE501s is a reality. It’s an incredible machine that, at its core, isn’t that far removed from the bike that Malcolm Stewart just used to win the Tampa Supercross. There are only a couple of problems: First, we forgot to include the word “affordable” somewhere in the wish. Two, we forgot to wish for a less stringent set of federal requirements that regulate all dual-sport bikes.

Both of those wish addenda are probably outlawed in the fine print of the three-wish handbook. The 2025 Husqvarna FE501s Heritage sells for $13,499. It is unofficially the most expensive off-road bike that Husqvarna offers. On top of that, if you want to unlock its true potential, you have to spend more—way more.

HERITAGE AND MORE

Don’t get us wrong, we love the fact that the Husky Heritage 501s exists and wouldn’t want any part of a world where it didn’t. It’s simply a frustrating reality that dual-sport bikes of this level aren’t more accessible. What makes it the Heritage edition is a blue cosmetic treatment that adds $300 to the price of the standard FE501s, which is the second-most-expensive Husky in the off-road line. There are no mechanical differences. The FE501s got a major change last year. The frame was redesigned, the angle of the motor was altered and a long list of other changes brought it to the same page as the 2024 motocross bike. When we say this bike isn’t that different from the one that Malcolm Stewart rides, that’s not just hyperbole. It’s perfectly conceivable that the Rockstar Husqvarna team could use an FE501s as the platform for a Supercross bike. A lot of parts would need to be swapped out, but that’s true of any race bike used by a factory team. The stock parts that must be retained are the frame and engine cases, as per AMA rules, and the frame on the 501 was, in fact, inspired by the 2022 Rockstar Edition.

The federal government has a long list of specs that are required of any street-legal motorcycle, starting with noise and emissions. The FE501s has a well-hidden charcoal canister, a reed valve in the intake boot and EPA-approved mapping (with no map switch). The Continental TKC 80 tires were chosen because they are less noisy in the drive-by sound test. Aside from DOT equipment like the horn, reflectors and lights, the FE has items you would want on any off-road bike, like a six-speed gearbox, hand guards, engine guards, a radiator fan, and, of course, a kickstand. It has a key ignition and a fork lock that have a distinct afterthought look.

Weird fact: the FE501s dual-sport bike has more rear-suspension travel and a taller seat height than the FC450 motocross bike. Why is that? The motocross bikes in Husqvarna’s line carry the distinction of having reduced suspension travel compared to KTM and GasGas MX models. This was done to lower the seat height and provide brand differentiation. That distinction does not extend beyond the motocross models. The Husky has the same suspension travel and seat height as the GasGas EC450F dual-sport. To confuse matters a little more, the KTM 500EXC has a dramatically taller seat height than any of them because it has PDS rear suspension without linkage.

Up front, the FE has a WP Xact coil-spring fork. This replaces the earlier Xplor fork and is a hit. Many riders even prefer it to the Xact air fork that comes on the FC450 motocross bike. It is, of course, set up for off-road riding. Also, the Braktec brakes and hydraulics that came on earlier Husqvarna dual-sport bikes have been replaced with Brembo components.

OUT OF THE CRATE

If you transported the current FE501s a few years back in time, it would make a great race bike. Heck, even today, you could take it right out of the crate and be competitive in a National Enduro with nothing more than a change of tires. It’s a phenomenal bike. It’s actually lighter than a first-generation YZ400F—mirrors, lights and all. On our scale, it’s 253 pounds without fuel. Dual-sport riders of 15 years ago wouldn’t believe this was possible. The biggest advancement is in fuel injection. Even with EPA mapping, the FE runs clean and crisp. There’s no backfiring, no hesitation and very few of the glitches that define bikes with U.S. emissions equipment. It will occasionally cough if you run the motor too low for too long, but it’s otherwise very smooth.

The only real penalty for EPA blessing is outright horsepower. For a bike with 511cc of displacement, the 501 isn’t especially powerful. A 250 four-stroke will take it down in a drag race. The 501 peaks around 40 horsepower, whereas a 450 race bike approaches 60 horsepower. On the trail, of course, no one wants a full-blown motocross bike with that kind of output; it would be unrideable. The 501 is sweet, smooth and friendly. It all boils down to the kind of riding that’s on the agenda. If you take the Husky trail riding in the woods, it has all you need. If you go hill-climbing or desert riding, it could use more steam.

Husqvarna was wise to set up the suspension the same way. The fork and shock are perfect for brisk trail riding at moderate speed. The previous generation was far too soft, particularly in the front. It was good for plonking through rocks in first gear, but beyond that, it would dive and bottom. The new coil-spring Xact fork is still pretty good at the low-speed stuff, but its true calling is apparent when the pace picks up and you start play racing with your buddies. The current chassis compliments the suspension by providing a very level platform. Among the changes that came last year was the repositioning of the countershaft sprocket relative to the swingarm pivot. This reduces the seesawing that comes with acceleration and braking.

Another characteristic of that chassis is increased vertical rigidity. That doesn’t sound like something you need for a dual-sport bike, but if you compare the new 501 to the previous one, the increase in overall stability is undeniable. Is it too stiff? That’s impossible to say, because the new suspension is so much better that the chassis rigidity is effectively hidden. The production motocross chassis has actually been altered once more since this generation to offer a little more flex. Husqvarna says they won’t update the FE until the next major model change, which is years away. For now, this FE501 has a far better chassis/suspension setup than any previous generation.

THE NEXT MOVE

Since the beginning of time, dual-sport bikes have been the subject of intense modification. Nowadays, it’s a little weird because the government pays attention to such things. The state of California, in particular, can punish dealers and aftermarket manufacturers who encourage any changes that affect noise or emissions. That stops absolutely no one at home. The very first thing that most owners do in the privacy of their own garage is swap out the street-oriented stock tires. Full knobbies (DOT approved or not) make for a dramatic improvement in off-road performance, but the stock wheels do not have rim locks. They must be installed, or the increase in traction will tear off the valve stem. A single rim lock in each wheel will throw the wheel balance way off, so you have to use wheel weights to counteract bouncing on the pavement.

It gets a little more complicated if you want to increase motor output. There’s almost 20 more horsepower locked up in that motor design depending on how far you want to go. Riders often make a change in the exhaust system and/or remove the reed valve from the intake, and find that it just throws the mapping out of balance. There are several ways to alter the mapping. One is to install a piggyback fuel modifier from JD Jetting. That can alter fuel mixture but not spark advance. Replacing the entire ignition with a Vortex or Athena product can alter both mixture and advance, which can provide a little more performance. Or, if you don’t mind diving into the dual-sport underground, it’s possible to remap the stock ignition, but you have to find a technician who really knows what he’s doing. They don’t advertise. All of these methods are frowned upon by the government and technically turn the bike into a closed-course competition vehicle.

THE PROPER PERSPECTIVE

The real danger in attempting to build the ultimate Husqvarna FE501s isn’t the Feds. It will be your family and loved ones when they learn you started with a $14K motorcycle and then spent thousands more in modifications. There are, however, some secrets that make for a better relationship. Our first line of advice is to save up for a Husky FE501s, leave it as stock as possible, and be content knowing that it is a far better dual-sport bike than anything that came before it. But, if you absolutely must take it to the next level, our second line of advice is to burn all the receipts, go riding and don’t overthink it.

The post FULL TEST: HUSQVARNA FE501S HERITAGE EDITION appeared first on Dirt Bike Magazine.

The Secret 2024 National Enduro Championship-winning Bike

Manufacturers are not shy about their national championships. Ad campaigns, special editions and general hype can boast a National Enduro Championship for months and years. And yet when Josh Toth won the 2024 National Enduro Championship, there was surprising corporate silence. For the record, he rode a GasGas EX350F. There were no GasGas logos on the bike, no GasGas ads in the media and no GasGas factory mechanics in the pits. 

The backstory was that Josh rode a bunch of different venues in 2024 and did it on a bunch of different bikes, including GasGas, Honda and even Stark Future. The GasGas that he used to win the National Enduro Championship was supplied by Enduro Engineering and was not even a current model. It was a true private effort.

THE BIKE OF CHOICE

For 2025, the EX350F is the flagship off-road race bike for GasGas. The model line has been trimmed down somewhat, and the EX450F is no longer offered. That’s probably okay with most GasGas fans; the 350 was already the bike of choice for the GasGas factory riders, including Jordan Ashburn, who finished third in the GNCC XC1 class. Ashburn, Toth and virtually all off-road riders on the right side of the U.S. prefer the 350 because it’s so much easier to ride than a 450 in the woods. The twist to the story is that Josh actually liked the 2023 version best. The 2024 EX350F was a one-year model. It had a notoriously stiff frame, whereas the motocross bikes of that year were updated with a more compliant frame. Ashburn’s factory bike had the new MX frame installed by the Coastal GasGas team. But Toth, without factory support, simply used his old bike.

With the arrival of the 2025 model, all that is ancient history. Toth has moved on to a factory Kawasaki, and Ashburn rides a standard EX350F with the Flat Rock GasGas Factory Off-Road Team. The newest version of the production EX350F has all the most current parts, including the updated frame with more compliant flex characteristics. It doesn’t look that different. The geometry is unchanged, and all the bodywork is the same. If you look carefully, you can see that the new chassis has less material around the top shock mount. There are also changes around the steering head, and that’s enough to give the bike a different feel. 

All of the other updates that the bike got last year are still in play. The front suspension is now the coil-spring WP Xact fork. The rear is the WP Xact shock with linkage. A common theme throughout the GasGas line is to go bare bones with accessories. It doesn’t have hand guards, a map switch or a volume chamber in the head pipe—all items that come as standard equipment on the KTM 350XC-F and Husqvarna FX350. Those bikes are in the family of brands owned by Pierer Mobility and are otherwise very similar to the GasGas, just more expensive. Other differences are the bodywork, the brakes (Braktec on the GasGas, Brembo on the others) and the triple clamp (forged on the GasGas, machined from billet on the others). The motor itself is the same on all three. It has the motocross top end on a six-speed gearbox. The tires are Dunlop with an 18-incher in the rear.

THE RIGHT COMBO

GasGas got it right for 2025. Like always, the motor is ideal for off-road racing on any side of the country. It has enough power for faster racecourses out west, and it’s still manageable and easy to handle in the tight stuff back east. It’s an even more versatile motor than it was just two years ago. Last year’s model, despite its much maligned frame rigidity, had a number of motor updates that gave it more bottom end. If you ride the new model back to back with the 2023 version, it’s throatier down low. Some riders think it lost revs on top, but that turns out not to be true; it has the same peak around 50 horsepower, but it carries that peak longer. With more bottom, you simply don’t spend as much time at high rpm because you don’t have to. Whether you like screaming or not, the amazing thing about this motor is how wide the powerband is. It has an incredible usable range, far wider than a 250 or 450. You can ride it at low revs because it has less of a tendency to stall than a 450, and it’s still capable of spinning all the way past 13,000 rpm. No other bikes have a range like that.

It’s worth pointing out that it’s not the same bike at 13,000 rpm as it is at 6000 rpm. At high revs it’s an animal. It makes more sheer power than a first-generation 450 MX bike, so it hits things hard and can hunt for traction. It also has more engine braking. At low rpm it takes on the character of a trail bike. The power delivery is smooth, and traction is easy to find and manage. Stalling is still a clear and present danger, but nothing like a 450. It’s a powerful four-stroke, so you learn to do most of your hard braking with the clutch in. The clutch, by the way, is hydraulic with a Brembo master cylinder. It has a light pull and an excellent feel.

FRAME FOLLIES

How about that frame? There’s no doubt that the 2025 frame has a more compliant feel than the one-year 2024 version. In truth, however, the entire industry learned to deal with that generation of KTM, Husky and GasGas frames through careful suspension setup and by simply giving the bike time to break in. For those riders who are thinking of trading in their 2024 EX350F for that reason and that reason alone, it’s not worth it. Spend the money on a good suspension job. You will still be able to feel the difference when you’re seated, but it boils down to nothing more than a comfort issue.

If you are thinking of finding a 2023 model like the one Toth rode, that’s not a great idea, either. Among other things, the new bike has far better suspension. The fork on the current GasGas off-road bikes might be the best product that WP has ever offered on a production bike. It’s a coil-spring fork, so it might not have the versatility of the earlier air fork, but it also has none of the drawbacks in stability and consistency. Like any off-road bike, the initial setup is a guess on the part of the factory. For off-road racing, it’s a very good guess. It can still absorb rocks and roots at trail-riding speed, and it doesn’t dive or collapse in high-speed scenarios. It’s also excellent on sharp edges where WP forks have always been harsh. Same goes for the rear. The bike is well balanced and can even deal with sportsman-level motocross.

Between the 2023 version and now, the EX350F gained some weight. On our scale, the current test bike is 233 pounds without fuel. That’s not much lighter than a current 450 motocross bike. As usual, the smaller motor of the 350 makes it feel lighter because of various physical laws. Conversely, most 300 two-strokes feel lighter than the EX350F despite being the same weight.

THE RIGHT SIZE

Among amateur off-road riders in the U.S., the verdict is overwhelming. The 350 four-stroke is the right format for racing. Even out west, where speed and power are most valuable, it’s often wall-to-wall 350s in every class up to the Pro ranks. For some reason, the Japanese have opted out of that engine configuration, so it’s a KTM versus Husqvarna versus GasGas contest. The GasGas is a little cheaper and has a few different components, but otherwise offers the same engine, frame and overall performance. It’s one of the few bikes that has equal appeal from the novice ranks all the way to the very top of national championship standings.

The post OFF-ROAD TEST RIDE: 2025 GASGAS EX350F appeared first on Dirt Bike Magazine.

Old school and proud of it – the Beta 300RR X-Pro is for the off-road purists

The Wizard of Oz told the citizens of the Emerald City that his journey into the stratosphere was “technically unexplainable.” Almost immediately, he lost control of his balloon and shouted, “I can’t come back! I don’t know how it works!”

Most modern off-road bikes are on the brink of becoming technically unexplainable and leaving us behind. The Beta 300RR X-Pro, on the other hand, is perfectly explainable and traditional. It’s a carbureted two-stroke with a mechanical power valve and a distinct lack of wizardry. It’s a bike meant to appeal to off-road purists who don’t want to contact a service center every time a check-engine light comes on.

At the same time, Beta isn’t sitting still. This is a bike with a long list of upgrades and changes for 2025. No matter how much respect we might have for old-school technology, no one really wants to ride a motorcycle from the last century.

MOVING FORWARD

The “X-Pro” moniker is new for 2025. Beta wanted to make sure everyone knew it wasn’t the same old thing, even if its description sounds old-fashioned. It’s still a case-reed engine with a Keihin PWK 36mm carburetor and Moto Tassinari reeds. The power-valve design uses a centrifugal ball-ramp actuator and limited mechanical adjustment. The suspension is manufactured by Sachs, and the frame is steel with a central backbone. This year the frame was redesigned with input from Beta’s motocross team. It has a larger backbone with less flex. It also has a lower seat height and a new single-spring Sachs ZF SHC fork. That fork is considerably lighter than the old one and contributes to an overall weight loss. On our scale, the 300RR X-Pro is 233 pounds without fuel. Beta has made steady progress in the weight department over the past few years, and now the 300RR X-Pro is within a pound or two of the current KTM 300XC-W.

The other changes for 2025 include re-valving of the Sachs shock, a bigger Nissin rear brake caliper, XTrig elastomeric handlebar mounts, a coolant overflow reservoir and a rescue strap on the front fender. The bodywork is new this year as well, and a new color scheme gives the bike a very different appearance.

Some things haven’t changed. The Beta X-Pro models take the place of the standard RR trail bikes, so the two-strokes all have electronic oil injection. There’s an oil reservoir under the seat, which can be removed with a push of a button. There are two ignition maps available on the handlebar pad, which alter spark advance alone. If you want to adjust the power valve, you do it the old-fashion way by physically tuning a preload adjuster down on the power-valve governor. 

CARB LOADING

The Beta 300’s power delivery is the stuff of dreams. It makes smooth, usable torque from the very, very bottom, where most four-strokes won’t even run. In the middle, it’s smooth and throaty, and on top, it’s respectable and clean. There’s no detonation, it doesn’t load up, and it never misses a beat. If carburetors had always worked this well, no one would have even thought to invent fuel injection. The stock jetting is spot-on, at least for our testing conditions. We rode it in temperatures ranging from 50 to 80 degrees and at altitudes between sea level and 4000 feet. It ran perfectly everywhere. In the old days, we never had two-strokes that worked so well in such a wide variety of conditions. What’s different? Part is probably because of evolutionary advancement in the Beta’s ignition system, which is made by Kokusan. The rest is simply good engine design. A long time ago, the Beta was criticized for being a copy of a KTM two-stroke to the point that it used many of the same top-end parts. That’s no longer valid. The 300RR X-Pro doesn’t even have the same bore and stroke as the KTM.

In outright power, the 300RR X-Pro is decent but not overwhelming. The map switch offers a choice between a sunshine emoji and a rain cloud, but when you switch back and forth, you only notice a change in peak revs. The power characteristic down low doesn’t change much. If you absolutely feel the need for fiddling, you can focus on the power-valve preload adjuster. Ours came set to a half-turn clockwise from flush with the case. You start noticing changes when you change the adjuster a full turn in either direction. Either way, it seems the motor only develops a harder hit; you just end up moving that hit around. We eventually returned to the original setting.

TALES OF THE TRAIL

Benny Bloss is in his second year on Beta’s factory Supercross team. He’s 6-foot-6 and has no trouble touching the ground on any motorcycle made. Someone at Beta realized that most trail riders are not Benny Bloss. Between the new frame and new suspension components, the seat height has come down. Beta says it’s 20mm lower than last year’s model, and while that number might be a little overstated, there’s no question that the new bike is a touch lower than the average dirt bike. That helps boost anyone’s confidence in tight, slow trails. If Benny was a trail rider, we would bet that even he would appreciate it. 

Some of that height difference came out of the suspension travel, but for trail riding, no one will notice and no one will care. This is a bike with deliberately soft, cushy suspension. It’s at its best in slow, technical terrain where rocks, roots and holes are the main issue. It’s well balanced and the action is good, but it’s not made for jumps, big whoops or high speeds. It will bottom and dive when you venture out of its designated comfort zone. For racing, Beta has a completely different line of Race editions. Those bikes have KYB suspension, a little more travel and, yes, more seat height. The two-stroke Race editions also ask you to mix your own oil and gas, and sell for more.

BE WHO YOU ARE

There’s a very real pushback against bikes that are too sophisticated, too complicated and too specialized. The 300RR X-Pro is none of those things, but to call it a trail bike sounds dismissive, as if it’s made for kids who can’t handle a real bike. That’s the wrong picture. In truth, it’s a very high-performance off-road motorcycle and isn’t that far removed from the bike that Max Gerston rode in the 2024 EnduroCross Pro class. But, by having a separate line for racers, Beta had the freedom to make the 300RR X-Pro more comfortable, more convenient and more friendly. In truth, it’s the kind of bike that almost all racers would prefer to ride, whether they are racing or not.

The post OFF-ROAD TEST: BETA 300RR X-PRO appeared first on Dirt Bike Magazine.

Beta has added a new bike to the line-up for 2025. The 450RC falls into the “closed-course cross-country” category, which includes bikes like the KTM 450XC-F, the Honda CRF450RX, the Yamaha YZ450FX and the Kawasaki KX450X. Each manufacturer changes the formula slightly, but all are closely related to motocross bikes from the same maker. The idea is to serve off-road racers who might otherwise be forced into a full-blooded motocross bike in events like WORCS and the National Grand Prix Championship.

The post 2025 BETA 450RC CROSS COUNTRY TEST VIDEO appeared first on Dirt Bike Magazine.

Ready to make a little history of its own

Last year Josh Toth became the first rider to win a GNCC overall from the second row, and he did it on a Honda CRF250RX. It was a milestone in GNCC history, but should we be surprised? Probably not. Kailub Russell won a number of overalls on a KTM 250XC-F from the first row, where it was wall-to-wall 450s. It just took a convergence of the right rider, the right bike and the right event to make it happen at the General GNCC in Georgia.

The real surprising part is that 250s don’t beat the 450s every time. In the mud, ruts, rocks and trees that are the norm in GNCC racing, you don’t have that much space to let a 450 get up and run. That’s why Honda made the 2025 250RX a priority for 2025. It should be the bike of choice in eastern off-road racing.

THE FORMULA

This is the cross-country version of the CRF250R motocross bike that was introduced last fall to overwhelming approval. It got all the same updates. The most significant of those is a new, more rigid frame. Honda engineers also paid attention to how and where the subframe connects to the main frame (in a more centralized location) to reduce energy transmission from the rear of the bike to the front. The fork, triple clamp, steering stem and linkage are also more rigid, and then there are considerable suspension changes to compensate. In the power department, the R and the RX both got a more free-breathing airbox, a new exhaust pipe and new mapping. It also has a more rigid crankshaft.

These days, cross-country race bikes put a lot of emphasis on the word “race,” so most motocross bikes and off-road bikes are more closely related than ever. The RX got the SCHMOKT treatment (Suspension, Capacity, Handguards, Mapping, O-ring chain, Kickstand and 18-inch Tire). Outwardly, you can easily spot the RX because the R’s 1.6-gallon titanium fuel tank is replaced by a 2.1-gallon plastic tank. And, of course, it has a kickstand and the 18-incher in back, complete with a Dunlop Geomax AT81 tire.

Going a little deeper, the suspension is significantly different. It’s softer than the R model, using what are essentially the R’s optional soft springs as standard equipment. On top of that, the valving stack is off-road-specific, and for 2025, there are a number of detail changes, like new seals and a different valving configuration.

The star of the off-road show, though, is mapping. The Honda has a map switch on the left side of the handlebar that gives you three different power modes. One flash of the LED light is the standard map. Hold the button down for two flashes and that’s the mild power delivery. Three flashes is aggressive. You also have a button for traction control; you can choose between three different levels there as well. And, if you hit the starter button while the engine is already running, it activates launch assist. Again, three levels are available. All of the electronic power delivery aids are different from those of the motocross bike. What aspects of the RX are the same as the MXer? Almost everything else, but most notably the five-speed gearbox, the muffler and the frame.

TRAIL BIZ

For trail riding, the Honda CRF250RX has the best off-road power delivery of all the cross-country 250 four-strokes. That’s saying something, because 250 four-strokes, in general, have super-broad, smooth powerbands. You can tell it’s a blood relative of the CRF250R because that bike has excellent bottom end. If you check out the dyno chart in our “250 MX Shootout” in the February 2025 issue, you can see it clearly. The Honda is the horsepower and torque king below 7000 rpm. That doesn’t necessarily help it on a motocross course where you rarely dip down that low. On the track, all of the bikes are more typically bumping off their 14,000-rpm rev limiters. On technical off-road trails, though, 7000 rpm is where you spend most of your time, and the RX is excellent down there. It’s smooth and has no tendency whatsoever to stall, cough or flame out.

When the trail opens up and you can get on the gas, the RX pulls almost as hard as the motocross bike. In fact, the aggressive map on the RM feels almost exactly like the standard map on the R. If you get into a drag race against a motocross 250, the RX might have the slightest disadvantage. Peak power is about 3–4 horsepower shy of the fastest bikes in the class. But, the power down low is so sweet and gentle that it more than makes up for it. And, it will rev forever. You might think that you have to shift a 250 more often than a 450, but that’s not the case. The operating zone for riding a 450 off-road is actually very narrow. If you rev too much, you have a monstrous and unmanageable surge of power. Too low and you’ll flame out. The 250RX, on the other hand, is free to operate at any rpm level. With just a little clutch work, you can ride all day in one gear. The clutch, by the way, has a super-easy pull. Unlike the Honda 450, it’s a cable clutch, and accordingly it will fade if you abuse it too much. If you’re determined to install a clutch slave cylinder on the 250, it would require machine work and a lot of determination. It isn’t like Yamaha, which offers a hydro clutch as a bolt-on accessory.

The fact that the RX has the exact same five-speed gearbox as the motocross model shouldn’t worry anyone. The overall gearing and spread between ratios are perfect for trail riding. All too often, manufacturers overthink off-road gear ratios and try to install a granny gear at the bottom. Most riders never use that gear in a normal trail ride. We would, however, love a tall sixth gear on top just so the motor isn’t buzzing when it’s time to cover ground on a fire road. 

THROUGH THE WOODS

We historically like the way the Honda 250 handles, both on the track and on the trail. Even though it has always used the same frame as the 450, the two bikes have very different personalities. Last year, the 450 had a temper. If you got out of shape, it was difficult to reel in. We never felt that way about the 250, which was always sweet and well behaved. The frame changes for 2025 were primarily aimed at the 450, and the 250 was swept along for the ride. A more rigid frame doesn’t sound like a good move for a 250 off-road bike. No worries. Chassis rigidity is a complicated subject, and the new frame flexes almost as much as ever on a vertical plane. It’s still a fairly plush bike overall. As usual, off-road suspension has an impossible mission. What works in the woods at 15 mph can’t work in the desert at 50 mph. Accordingly, the Honda CRF250RX is about right for a biggish rider (170 pounds) riding at a moderate trail pace (24 mph). It’s going to be too soft for motocross or desert and too stiff for light riders on tight trails. It will always be well balanced and free of wicked tendencies. 

WHAT YOU SHOULD WANT

The 250RX is an excellent platform for a general-purpose off-road bike, and it can still be raced. That’s a combination that’s hard to find. At the extreme ends of the off-road spectrum, the RX isn’t necessarily unbeatable. If a hard enduro is on the agenda, a 300 two-stroke is still the king. And, on a high-speed GP course, a 450 MX bike is hard to beat. But, the CRF250RX can at least make a showing in each of those environments and everything in between. That’s versatility, and that’s the very definition of what an off-road bike needs to be.

The post 2025 HONDA CRF250RX CROSS-COUNTRY OFF-ROAD TEST RIDE appeared first on Dirt Bike Magazine.

According to the highly scientific Dirt Bike Reader Survey, you are a freak. You own 3.08 motorcycles, indicating some deeply rooted psychological issues. For just a moment, try to think like a normal person who is limited to just one motorcycle. It doesn’t matter if that limitation is imposed by space, finances, marital harmony or common sense. What would that one motorcycle be?

Here’s the candidate that makes the most sense: the Husqvarna FX350. It’s the one bike that really can do everything. Like all the closed-course competition bikes, it’s closely based on the current motocross version. The FX350 is a blood brother to the FC350, except it has different suspension, a six-speed gearbox and various off-road trappings (18-inch rear wheel, kickstand, handguards, O-ring chain, skid plate, etc.). The frame, the motor, the mapping and the exhaust are all the same as those of the motocross bike. The fuel tank holds about 2.24 gallons, which is over a quart more than the motocross bike. It’s carried so well that you can’t tell the tank is larger. Bottom line: it’s an off-road bike that can moto.

BLOOD BROTHERS

The FX350 is so closely related to the motocross version that it took the same detour through Supercross Town two years ago. In 2023, it got a comprehensive makeover, and one of the key elements was a new, more rigid chassis. It also got extensive motor changes, completely redesigned rear suspension and some new mannerisms, but it was that rigid chassis that got all the attention Now, the FX350 and all the other Pierer Mobility competition bikes have another new frame. The changes aren’t nearly as radical this time, but there is considerably more vertical flex built in through changes in the top shock mount and the steering head. The bike also got a new fork with the spring version of the WP Xact air fork that comes on the motocross bike. In essence, though, the FX is still very much like the FC. Accordingly, it’s great on a motocross track. The 350 is fast enough to get an occasional holeshot against vets and seniors, and mild enough to help the rider last a whole moto. On top, it is only about 3 horsepower shy of a 450. The great thing about the 350 powerband is that it goes on forever. Once you tire out, you can upshift and stay away from the meat of the powerband. A 450 can do that as well, but the problem is that a 450 is always on the brink of stalling when you ride at low Rs. That means you have to do all your braking and transitions with the clutch in. The 350 isn’t like that. When you’re strong and aggressive, you use the clutch a lot to manipulate the power delivery. When you’re tired, you can roll it on, use the torque and still be pretty quick. You don’t worry about stalling.

This year the newish WP Xact spring fork has what you might call aggressive off-road settings. It’s softer and more consistent than the air fork that comes on the MX bike. Once again, that makes it a bullseye for vets and seniors. Increasingly, most MX tracks have what they call their “big track” and their “vet track.” The difference isn’t just jumps; it’s speed. Speed demands stiffer suspension. The FX’s stock settings are perfect for most vet tracks, and if you venture out on a faster track, it will require at least a few clicks of compression in front. The back is usually good. As for the new frame, it’s better no matter where you ride. We made excuses for the previous chassis and said that it got better with time and break in. That was probably true, but the 2025 FX starts off feeling good.

OFF-ROAD CRED

Off-road, the FX350 is far, far superior to any 450. Most of that is because it’s more difficult to stall. Beyond that, the 350 also has an off-road powerband below the motocross powerband. You usually ride above 9000 rpm on the track. On the trail, you can spend days below that mark. It’s like two different motorcycles. If you ever go hill-climbing, it’s almost certain that you’ll break the 9000-rpm barrier on some diabolical sand hill-climb. But, hill-climbing is a sport unto itself.

The real compromise for the FX350 on the trail is that the suspension is very racing-oriented. The FX and TX lines in the Husqvarna fleet are considered competition bikes. The FE and TE models are trail-oriented. Unfortunately, there isn’t a FE350 at this time, only the FE350S dual-sport bike. Even if there was an off-road FE350, it wouldn’t be a candidate for the only-one-bike scenario. Judging by the FE450, it would be too detuned to ever be suitable on a motocross track. Suspension will be a compromise for any bike that is expected to fit into two completely diverse environments. The FX350 is a good halfway point and still has slightly reduced suspension travel and a lower seat height than KTM models, which is a great aspect of all Huskys in virtually everyone’s opinion.

SMALL BIKE, BIG WORLD

If you really must pick one world where the FX350 excels, it’s cross-country racing. Kailub Russell won a zillion GNCC races on the KTM version of the same bike. Since his retirement, it seems that the pendulum has swung back to the 450 for the GNCC elite, but that changes with the wind. The FX350 is championship material at the highest level of eastern off-road racing. As for motocross, just take a look at your local track. Chances are the Vet and Senior classes are stacked with 350s. The FX350 might be the most popular of all because of its shortened seat height and six-speed gearbox.

There are certainly limitations to the FX350’s versatility. Pro MX is a stretch. So is dual-sport. And, it would take some determination to make it into a good adventure bike. It’s simply worth pointing out that the bike has been successful in all those worlds. No one’s trying to take your other 2.08 motorcycle away. But, if that ever happens, make sure you have the FX350 locked up good.

The post 2025 HUSQVARNA FX350: FULL TEST appeared first on Dirt Bike Magazine.

Yamaha got serious with the YZ250FX cross-country racer for 2025. Almost everything is new, including the frame, bodywork and suspension. It’s now on the same page as the YZ250F motocross bike, which got this treatment last year. The big difference between the two is that the FX has a 6-speed gearbox, a shorter seat height, softer suspension and off-road equipment such as the 18-inch rear wheel, large fuel tank and kickstand. It sells for $9099, which is the exact same price as the motocross version. We rode it in the woods of Indiana and then took it to Ironman Raceway for the final round of the GNCC series to see exactly how it works in its native universe.

The post 2025 YAMAHA YZ250FX: WHAT’S NEW & FIRST RIDE appeared first on Dirt Bike Magazine.

Dirt Bike Magazine was invited to the PNW to test the all new KX250 and KX250X. THIS IS A VLOG! A behind the scenes look at 2 days of testing with Carson Brown and having some laughs. This isn’t a test video..just a behind the scenes look at the Dirt Bike staff having fun on two wheels!

The post DIRT BIKE VLOG #20 WITH CARSON BROWN AND TWO ALL NEW KX250 MODELS appeared first on Dirt Bike Magazine.