2025 Snowshoe GNCC XC1 and XC2 Pro class highlights!

The GNCC series traveled to Snowshoe, West Virginia, to a ski resort to race some awesome terrain. Below are the top 10 overall results from the offroad event:

TOP TEN OVERALL RESULTS
1. Josh Toth – XC2
2. Stew Baylor – XC1
3. Ben Kelly – XC1
4. Jordan Ashburn – XC1
5. Grant Baylor – XC1
6. Cody Barnes – XC2
7. Josh Strang – XC1
8. Brody Johnson – XC2
9. Nicholas Defeo – XC2
10. Graig Delong – XC1

GNCC Coverage Sponsors:
FXR Racing: www.fxrracing.com
D.I.D Chains: www.didchain.com

The post GNCC Race at a SKI RESORT! Snowshoe 2025 appeared first on Dirt Bike Magazine.

Every so often a beautiful bike will just fall into our lap. This is a 2025 GasGas ES500 dual-sport bike that was just built by the guys at the factory with virtually every accessory in the Hard Parts catalog. The thinking is that GasGas has a number of sales incentives right now, and if you want to roll that money back  into the bike, you can build something pretty special.

The standard GasGas MSRP is a little scary at $12,499 plus fees. Right now they say there are rebates that can be as high as $2000 and financing as low as 2.99 percent. There are also incentives for active-duty military and first-time buyers. We’re also guessing that dealers are more willing to deal than usual. So now isn’t a bad time to shop for a dual-sport. Or, if you are so inclined, to buy one that’s decked out with all kinds of stuff, like this one.

Our senior-most test rider Pete Murray is actually in the process of doing just that. He’s buying a 2025 KTM 350EXC through Langston Motorsports. He’s sworn not to reveal the price, but he was very interested in this GasGas project. The essential elements are WP Xact Cone Valve fork and an  XPLOR Pro 6746 Shock. It also got split triple clamps, a pro wheelset and an FMF Q4 muffler.

We have yet to complete a full build list with all the prices. That will come in the September, 2025 print edition of Dirt Bike.

DAY IN THE DIRT OUT EAST

RedBull Day In The Dirt Out East Registration is OPEN. August 29-31, 2025 at High Point MX.

First come, first on the starting line.
Classes WILL sell out. Click here for the info page at HighPoint MX.

AMA HALL OF FAME, CLASS OF 2025

PICKERINGTON, Ohio — After several weeks of voting, in which thousands of ballots were cast, the AMA Motorcycle Hall of Fame announces the six esteemed inductees to be honored at the 2025 AMA Motorcycle Hall of Fame Induction Ceremony on Oct. 23 in Pickerington, Ohio.

The AMA Motorcycle Hall of Fame Class of 2025 includes Dana Bell, Chris Carter, Colin Edwards, Joe Kopp, Chad Reed and Ryan Young.

“This distinguished group of motorcyclists exemplifies the spirit, diversity, and dedication of the motorcycling community,” said AMA President and CEO Rob Dingman. “Each has made a lasting impact on our sport and lifestyle — whether through competition, advocacy, innovation, or inspiration. Their contributions, from racetracks to legislative chambers to the open road, have shaped motorcycling as we know it, and we are proud to recognize them with this well-deserved honor.”

The AMA Induction Ceremony will kick off AMA Hall of Fame Days, set to run Oct. 23-26, which will include an AMA Motorcycle Hall of Fame Bike Night and open house at the AMA Hall of Fame Museum on Saturday, Oct. 25. The AMA Induction Ceremony will be held at the Violet Township Event Center — less than a mile away from AMA headquarters — on Thursday, Oct. 23, and will be followed by a cocktail reception at the AMA Motorcycle Hall of Fame Museum.

Hall of Fame inductees are selected from eight areas of influence: Ambassadors & Industry, Design & Engineering, Dirt Track, Leadership & Motorcycle Rights, Motocross & Supercross, Off-Road, Road Racing and Specialty Competition.

Secure your seat at the 2025 AMA Motorcycle Hall of Fame Induction Ceremony by purchasing tickets at AmericanMotorcyclist.com/hall-of-fame/hall-of-fame-members/induction-ceremony/ .

For sponsorship opportunities, contact AMA Business Development Manager Michael Kula at (949) 466-7833 or mkula@ama-cycle.org.

DANA BELL — LEADERSHIP & RIGHTS

A decade after joining the motorcycling community, Dana Bell worked her way to being a nationally ranked enduro competitor.

From 1992 to 1999, Bell shifted her focus to rights issues, and worked as the Western States Representative for the AMA’s Government Relations Department. She also worked as a state partner for the National Off-Highway Vehicle Conservation Council (NOHVCC). For her role as a key voice for motorcyclists’ rights, the AMA Board of Directors presented Bell with the AMA Motorcycling Advocate Award, an honor recognizing those who have led the fight for the rights of motorcyclists. Bell was just the third person to receive the award.

CHRIS CARTER — AMBASSADORS & INDUSTRY

Chris Carter is the founder and president of Motion Pro Inc., a company on the leading edge of specialty-tool design, with 30-some patents to its credit.

Over the years, Carter has also served as an ambassador of the sport and industry, with Motion Pro holding more than 100 annual sponsorships of racers, teams, organizations, and events. Carter and Motion Pro also support many charitable and non-profit organizations, including motorcycle trail preservation and ensuring that access is available to all.

Carter is also a motorcycle historian and published author, and earned an International Six Day Trials gold medal for the U.S. in Austria in 1976.

COLIN EDWARDS — ROAD RACING

Colin Edwards, aka the “Texas Tornado,” is an American road racing icon celebrated for his technical prowess and versatility.

After dominating the club and WERA ranks, he turned pro in 1992 and captured that year’s AMA 250cc Grand Prix Championship. He went on to win the 2000 and 2002 World Superbike titles for Honda, notching a total of 31 victories in WSBK. Edwards also triumphed three times at the Suzuka 8-Hour Endurance Race, and garnered 12 podium finishes in MotoGP. Retiring from racing in 2014, he now runs the Texas Tornado Boot camp.

JOE KOPP — DIRT TRACK

Joe Kopp reached the pinnacle of Flat Track competition by winning the 2000 AMA Grand National Championship. He also dominated the AMA Supertracker National Championship, taking home the 1999 and 2000 titles.

His impressive record in AMA Grand National events includes 21 career wins, placing him 17^th among the all-time greats, and 81 career Grand National podium finishes, ninth all-time.

Kopp is also one of 15 riders to complete the prestigious Dirt Track Grand Slam, winning at least one race in each of the four dirt track disciplines: Short Track, TT, Half-Mile and Mile.

CHAD REED — MOTOCROSS & SUPERCROSS

Australian-born Chad Reed left a significant mark on the AMA Supercross and Pro Motocross scenes for nearly two decades beginning in the early 2000s.

Focusing on the U.S. scene starting in 2002, Reed began racking up wins, and by retirement had tallied 61 AMA Supercross and Pro Motocross victories on the way to capturing AMA 125SX East (’02), AMA Supercross (’04 and ’08) and 450 Pro Motocross championships.

In 2009, Reed was awarded AMA Athlete of the Year honors, and holds the record for most AMA Supercross Main Event starts (265) and podium finishes (132). In 2011, Reed was appointed a Member of the Order of Australia, an honor awarded to Australians who have demonstrated exceptional achievement.

RYAN YOUNG — SPECIALTY COMPETITION

With a record-breaking six consecutive AMA/NATC Championships from 1988 to 1993, Ryan Young left an indelible stamp on the trials world.

Young won the top class for the first time at age 21, and his success earned him a spot on eight consecutive USA Trial des Nations teams.

Beyond competition, Young impacted the sport through his company Ryan Young Products, and by utilizing his knowledge to educate those learning the sport.

AMA VINTAGE DAYS

Permco AMA Vintage days will take place at the iconic Mid-Ohio Sports Car Course in Lexington, Ohio, on July 25-27. With near-endless racing in a variety of disciplines, the largest motorcycle swap meet in North America, bike shows, vendor displays and much more, VMD is a rider’s paradise.

Not to mention, VMD will be teeming with motorcycle legends, including Grand Marshal and AMA Hall of Famer Brad Lackey.

SADDLE THIS MONTH

By Ron Lawson

Originality is hard. Objectivity is boring. Change is painful. I know these things because I see the evidence on social media. There are around 7 billion people on earth with 7 billion brains thinking a few trillion thoughts every day. It’s inevitable that some of those thoughts are going to be identical. If you narrow the sample size to the millions who are drawn to motorcycles, you might think the likelihood of identical thoughts would be reduced. That doesn’t seem to be the case. There’s even more repetition among like-minded people. For proof, just look at Dirt Bike’s YouTube, Facebook or Instagram comments. We have over 1000 videos posted on various motorcycles. On every single one, you will find at least one of these comments:

“It’s not a two-stroke, so who cares?!”

“Chinese bikes are just copies of real motorcycles with a lower price.”

“Electric motors are for bilge pumps, not motorcycles!”

And so forth. Over and over.

I understand. To the authors of those comments, I’m with you. I’m grumpy, aging, angry and self-absorbed, just like you. I believe that the golden age of just about everything was when I discovered it. And, I’ve seen it before. Back in the ’70s I was on the other end of it all. That was a period of massive change in the dirt bike world, just like today. The letters in Dirt Bike, Cycle News and all the other publications were the same.

“Japanese bikes are just copies of real motorcycles with a lower price!”

“Water pumps and hoses are for bilge pumps, not dirt bikes!”

“It’s not a four-stroke, so who cares?!”

And so forth.

I was a kid, and I had never ridden any of the real motorcycles these guys were talking about. I had never ridden a dirt bike with two cylinders. I had never ridden anything with hardtail suspension. I had never ridden anything that shifted on the right. I had never even seen a four-stroke that didn’t have crash bars and a windshield. I had a stripped Suzuki TC90 with an expansion chamber and Green Weenie air filter.

The first race I ever entered was at Travis Air Force Base. The enlisted men had organized a motorcycle club that was mostly for Harley guys and Triumph riders. A few of them had older European dirt bikes, though, and those guys somehow talked the officers into letting them put a motocross track at the southwest end of the runway. There wasn’t much to it; a few turns, a jump or two and, as I recall, a man-made mud hole. But, in my dad’s eyes, it was an official endorsement of motocross from the U.S. Air Force. There was no way he would let me race otherwise. He was a major at the time, and if it was good enough for the Air Force, it was good enough for him.

I don’t think they liked me. I was an officer’s son, I was riding a Japanese bike that sounded like a chainsaw and, worst of all, I was 14 years old. If they talked to me at all, it was to painstakingly describe what real motorcycles were and how my bike wasn’t one. I would like to say that I beat them all on the track, but that wasn’t how it went. I think I only passed the guy with the Triumph who was stuck in the mud hole. A year later, though, I did win at that same track. By then I was on a Honda CR125 Elsinore. But, most of the guys in the race were other kids—dependents like me. They were mostly on Elsinores, too, plus a YZ or three, and I think there was one poor sucker on a TM125. None of the enlisted men from a year earlier were there. There were no Triumphs, no four-strokes and no one was making fun of Japanese bikes. Their time had passed. Sadly, I don’t think the Travis Air Force Base MX track lasted much longer. The founders complained that it had been taken over by kids. By then, my dad had surrendered and allowed me to race off-base.

It’s with that perspective that I view the kids with the Surrons today. They’ve taken over my secret dual-sport trails, and there’s no shortage of them in the pits. Electric bikes are showing up at the track, and so are Chinese bikes. Never mind the four-stroke takeover; that happened 15 years ago. So, it’s with great thoughtfulness that I address these topics today on social media:“Losers! Get a real bike!”

I’ve been waiting 50 years for this.

See you next time!

The post RIDING A HIGH-DOLLAR GASGAS DUAL-SPORT: THE WRAP appeared first on Dirt Bike Magazine.

By Brandon Krause, Photos by Westx1000

If you’ve ever wanted to race while simultaneously working at being the least amount of lost possible, rally raid might be the discipline for you. While obviously not a new form of racing, with rally raid competition dating back as early as events like the 1907 Peking to Paris Rally, the sport has grown and captured more and more attention in the United States due to the recent success of Americans Mason Klein, Skyler Howes, and now two-time Dakar Rally winner Ricky Brabec. Other Americans journeyed into the realms of rally long before these three; riders such as Jonah Street, Jimmy Lewis (third place at the Dakar in 2000), Chris Blais (third place at the Dakar in 2007), Paul Krause (aka Dad; he’d be mad if I didn’t mention him), and a handful of others who have gone to take on the world’s gnarliest desert race. 

Despite all the Americans who have found their way over to Africa, South America and now Saudi Arabia, rally racing hasn’t been all that accessible to riders from the United States until very recently. As I’ve heard through stories from ol’ PK, there have been a scant handful of events throughout the years, like the Nevada Rally, that would incorporate the roadbook-directed course into their race, but nothing really more than that. 

In the last 15 years, rally has gotten a lot closer to home with the creation of a number of events. The Sonora Rally in Mexico, in particular, has gained massive traction through its proximity. It has also given competitors a chance to win free entries into the Dakar Rally and was even on the circuit of the FIM World Rally Raid Championship back in 2023. For me, I’ve had the interest to somehow make my way to the Dakar Rally since my dad went back in 1998 and 2004. With that dream seemingly more obtainable now with today’s resources, I decided to attend the 2025 Sonora Rally to test out the rally raid waters.

RALLY PRIMER

So you’ve decided you’re going to go rally racing. What now? The first step would be preparing your steed. One of the biggest misconceptions I’ve heard is, “Oh, I don’t have a rally bike, so I can’t do that.” To learn the art of rally navigation at a base level, all you need is a roadbook reader, some sort of heading indicator, an odometer and a bike with a big generator to power it all. A stock dual-sport bike or any bike with a rewound stator for headlights will more than likely have enough power to do this. 

Companies like the RallyMotoShop have become the perfect one-stop shop for rally beginners and experts alike for everything you need to get going, from the navigation equipment and bike parts to let you go the longer distances to rally gear like jackets, vests, and pants. For me, my foundation was a 2024 KTM 450XCF-W. From there, the basic parts I added were the IMS 4.5-gallon fuel tank, some Dunlop mousses (FM21L front and FM18D rear), Dunlop AT82 90/100-21 front tire, and Dunlop D739AT 120/100-18 rear. 

For navigation, I went the more modern route with a digital roadbook reader called the ICO TowerOne. The TowerOne is a purpose-built tablet for rally racing and navigation, but there are plenty of others who have utilized iPads, Samsung tablets and even just their phones to be able to follow a route. The biggest reason I went with the ICO was for its simplicity and all-in-one package. With the TowerOne complete bike kit, it comes with everything you need to go rally racing: the TowerOne roadbook reader with GPS antenna and beeper (the beeper notifies you of speed zones, waypoints, dangers and any other important notifications that can be programmed into the roadbooks); the necessary mounting hardware, including the handlebar clamps that would connect the roadbook reader to my bike; the five-button handlebar switch to control the roadbook system; and a power switch. 

Now, this is basically all you will need to follow a roadbook on your own or with your buddies. But for racing, there are a few more things to take into account. The 2025 edition of the Sonora Rally had a route of a little more than 2000 kilometers over five days, with more than half of it being actual race stages, and the rest being liaison (transit) to and from the bivouacs. 

In order to get through the week in Mexico, I packed a total of four sets of wheels, tires and mousses, prepped five air filters, plenty of Maxima Pro Plus+ for oil changes every day other than the marathon stage and, just in case, an extra bike to use for spare parts. Top that off with a few changes of gear to get me through five days of racing, a tent and sleeping bag for the marathon stage, and meal-prepped baggies of gummy bears to carry with me for a mid-race snack, and I was set for my first rally.

THE UNKNOWN

Since rally was (really still is) all new to me, I had zero expectations going into the week. I had no clue how the registration process would work, I wasn’t sure where I would even stack up compared to some of the other racers that had done the event before, and even though I had read a roadbook for the first time a week prior, I was unsure I’d really know how to navigate. I

 knew in terms of speed I would stack up pretty well against some of the other guys, but that doesn’t mean anything. Look at a kid like Mason Klein, who’s young and relatively inexperienced. In rally, he can find himself going toe to toe with the likes of Ricky Brabec, who is the one of the fastest desert racers in the world. Mason might not be as fast, but he definitely knows how to read new terrain and has spent a lot of time mastering navigation. 

That being said, I was very nervous for day one. The first day began in Caborca, Mexico, with a short liaison that took us to the start of the stage. We started in a straight rocky wash that quickly spit us out onto a road. Down the road, past a concrete pole, across a wash and right onto another road. Easy enough, right? Well, six minutes into this rally and I was already 30 minutes lost. Back and forth I went from where I lost my way at the previous waypoint, retracing my steps, and seeing where I went wrong. Eventually, a group of us got together and decided this flattened path must be the road, even though it didn’t resemble one from where we were sitting. Luckily, we chose correctly, and off we went but already way behind on time. 

Lesson one: Things don’t always appear as you may think or as you’re used to. A road in the middle of Mexico can be like nothing you’ve seen before. This was helpful moving forward in the week, now being able to keep an open mind of what could be the correct path and what definitely isn’t. 

For the most part, day one went smoothly from there on out. We got a little glimpse at some dunes, and we even ripped up a Mexican beach for like 15 kilometers. I haven’t mentioned it already, but this is my first time in Mexico, so getting to ride on the beach was a whole new experience that I had heard of before but had never gotten to do for myself. 

I had another navigation error in the last few miles of the stage, but nothing as dramatic as the one at the beginning. Except for my 27 minutes of speeding penalties, which were much easier to come by than I was expecting. Back onto the road we went to the same bivouac we left that morning for some food, sleep and to do it all again the next day.

SETTLING IN

Day two, we once again started in Caborca, transferring back to where we finished the day before and then racing up the coast to Bahia de Kino. After learning our lesson on day one, I was much more attentive to my roadbook, its notes and how to read them. As soon as I started feeling a good flow and felt like I was getting the hang of things, I hit a wall. More specifically, a fence. Two fences, actually, which should have been my clue that I was going the wrong way. Through the two fences I went, through the desert across another few kilometers to where the next note should be, but things didn’t seem right. I needed to make a turn, but no turn was possible. 

Lesson two: In rally, your odometer will never be completely correct. These courses are likely laid out using Google Earth, so the lines from point A to point B are as straight as the crow flies, not as your motorcycle rides. As a result, you could be off by tenths of a kilometer, or, in the dunes, you might be several kilometers off by the time you reach your destination. In this case, I knew I was not on track. Here we go again, back to the last waypoint at the double fence. By then, I had several other riders with me, and the group was growing. We went out and returned a few more times before realizing that we must have been looking at the note’s picture incorrectly. 

The cool part about these roadbooks is that most of these notes, depending on whoever built the book, are accompanied by a small diagram of generic symbols to indicate landmarks, terrain changes, types of dirt and vegetation, and all sorts of different things to help you confirm you are where you’re supposed to be. This was key at this double fence, because the roadbook only indicated we should be going through one fence, and up until this point, the roadbook had been very specific when we were crossing these sorts of things.

Lesson three: Pay close attention to those diagrams, because they tell you more than you first think. When you get lost like this, it’s like being in an escape room trying to figure out the next clue. With this in mind, we scoured the perimeter of the fence line until we finally found the correct gate—one gate-—that led our group (now 10 or 15 of us) the correct way. The rest of the day went pretty easily from then on out, at least until I reached the bivouac at the end of the stage. Although I had a fairly decent day, when I reached the checkpoint after crossing the day’s finish, my time said I had received 14 hours of penalties. For what?! I had no idea what I had done wrong. Other than the misdirection earlier in the day, I didn’t speed, and my roadbook cleared all of the waypoints; I had seemingly done nothing wrong! 

Lesson four: The Rally Comp is your guide for the week, your instructor. This is a device you carry to monitor your compliance. If it says stop, you stop. If it says you missed a waypoint, you missed a waypoint. Throughout the five days, occasionally there would be mandatory stops, requiring racers to come to a complete halt, wait for a five-second countdown, and then be directed to go. If any one waypoint isn’t cleared, the Rally Comp would be unable to clear any subsequent waypoints for the remainder of the day until that one is sorted out. In my case, one waypoint was never found or skipped per a button located on the device, so I missed the subsequent 28 waypoints, resulting in 30 minutes of penalties for each one, for a total of 14 hours. 

“Ridiculous! My roadbook showed that I cleared every waypoint!” I contested. This was a mistake on both my part and partially the organization’s, as they meant to deactivate the ICO TowerOne’s ability to show cleared waypoints to eliminate any confusion and to ensure we were paying attention solely to the Rally Comp’s directions. Luckily, my ICO and the GPS tracker that they have us carry for safety shows that I followed the rest of the course, so 13 of those hours were eventually eliminated. That left only two of the penalties. Oh well, onto day three.

HOME STRETCH

The final three days of the rally were the best for me personally. I received only two minutes of speeding on day three, but the rest was a breeze. Day three was actually our longest of the five days and the longest in Sonora Rally history with a 380-kilometer stage. I was able to finish second, and that required me to start second out on day four. That was not only our first day of dunes, but our first day of the marathon stage, which meant once we left the paddock Thursday morning, we would not be able to receive outside help until we got back to the bivouac the next day, which was the end of the rally anyway. Before even getting to the dunes, though, we had over 100 miles to ride, so the monkey butt was real.

In the dunes, I was almost immediately lost. Navigating roads is one thing, but when you’re traversing unknown terrain with hardly any tracks to follow was a tough thing to do for a first-timer. It was all a bit too much for me to take in on the fly, so I did what’s frowned upon and just followed the tracks ahead of me, making sure not to miss any waypoints. 

“I’ll learn this another day when I’m not racing,” I told myself. Once we were done with day one of the dunes, it was off to the campsite for a night in the tent. This was the first time the Sonora Rally had included a marathon stage, so they were pretty lenient on what we could bring with us, so it wasn’t too rough. A little bag with whatever we wanted in it, a fresh air filter and some snacks; it was almost like nothing was different from the rest of the week. 

Day five was basically identical to day four, just our long road ride was after all the dunes and not afterwards. I was able to navigate the dunes a bit better, but I was still definitely not comfortable enough without the leader’s tracks ahead of me.

When all was said and done, I earned myself fifth overall for the entirety of the rally, stayed within the top four on the final three days, and even won the Dreams of Dakar subdivision, which offers support for the 2026 Dakar Rally, giving the winner $10,000 towards the entry fees for the event! 

For a first-time rally racer, this was an incredible experience that I would recommend to anyone who has ever been interested in rally, whether they want to go to Dakar someday or simply just want a fun road trip through the desert. If you ask guys like Ricky, Skyler and Mason, even they praise the rally for its overall setup and quality, and attend when they are able to. For me, it’s time to start reading as many roadbooks as possible between now and January, and spend a lot of time not getting lost in the desert.

The post RALLY 101: TACKLING THE 2025 SONORA RALLY appeared first on Dirt Bike Magazine.

By Gunnar Lindstrom

Husqvarna is not only one of the oldest motorcycle makers in the world, it’s one of the oldest continuously operated manufacturing operations of any kind. Prior to building its first motorcycle in 1903, the mill at Huskvarna, Sweden, produced firearms and other goods dating all the way back to the 17th century. But, can you realistically say that the Husqvarna of 2025 is the same company that produced muskets for King Charles XI of Sweden in 1689? No motorcycle maker has such a complicated and serpentine history. It’s a story of stunning success, dark chapters and forgotten years. Here’s a brief overview of one of the greatest legacies in the motorcycle world.

THE RISE OF HUSQVARNA MOTORCYCLES

As with most motor companies of the early 20th century, Husqvarna Moto’s formative years were interrupted by World Wars and huge economic swings. Some of those initial products were more bicycle than motorcycle; others were produced in partnership with other factories of the time. Through all of this time, the company’s sewing machine line was the biggest part of a multi-faceted business. It wasn’t until after World War II that the motorcycle company we know today began to develop its own distinct personality. In 1955, Husqvarna introduced a new, lightweight, 175cc motorcycle that they called “Silverpilen,” or “Silver Arrow.” It was a huge hit because it was under 166 pounds and could therefore be ridden by 16-year-olds. It was light and fast, and although originally designed as a road bike, it could easily be modified for the new sport of motocross. The factory built a few test bikes with better suspension and a full 250cc engine, and Rolf Tibblin was immediately successful on this bike. He became the European champion in 1959. Torsten Hallman soon joined the team and won his first 250 World Championship in 1962. 

These race bikes were not authorized by the corporate board and therefore built in a sort of factory underground. Some of the work was done after hours, under the table and paid for by either sewing machine or chainsaw accounts. The bikes and their riders were popular all around the factory and it was relatively easy to get help from the various departments, such as machining and heat treatment. As opposed to the dreary regular routine, employees thought it was fun and exciting to help support the race team in a sort of secret and underground way. And some riders would occasionally stop and talk, especially Rolf Tibblin when he was test riding a bike, and doing wheelies up and down the entrance road.

The successes of the motocross team and their underground operation created great PR for Husqvarna, and eventually convinced the corporate board that for 1963, 100 MX bikes could be built using Silverpilen leftover parts, such as wheel hubs, fuel tanks and frames, sitting in warehouses.  

So for 1963, motocross motorcycles became an official Husqvarna product, although only 100 were made. Torsten Hallman said they were the most competitive motocross bikes available at that time, partly because of their low weight. All of them sold easily. And such was the success that the board allowed the newly created motorcycle group to make another 200 for 1964. Now, Husqvarna was officially back in the motorcycle business. In 1965, the motocross bikes were profitable and sales increased steadily, partly due to Edison Dye convincing the factory to sell bikes in the U.S. in 1966. The factory had been reluctant to sell motocross bikes to a country where there was no motocross. That was the official line.

The addition in 1967 and ’69 of the very successful 360 and 400cc models created a new dilemma. The MX bikes were now taking up substantial manufacturing capacity at the plant.  The machining and heat treatment of gears created bottlenecks on the assembly line as well as in the frame shop. These were the days of tremendous success with names like Hallman, Tibblin, Kring and Åberg.

1977–1986, THE ELECTROLUX YEARS

In 1977 the entire Husqvarna concern was purchased by the huge Swedish investment company Electrolux that saw great business opportunity in the kitchen white goods and chainsaws. Some say several of the Electrolux board members did not realize that they had also bought the motorcycle product line in the transaction. The motorcycle group was now reorganized into a separate business unit. Husqvarna Motorcycles AB and all of management, R&D, manufacturing, and assembly were moved to an off-site location. Electrolux was, after all, an investment company, and if the motorcycle division could not consistently show a profit, they would be disposed of.

And that was exactly what happened. Although the financial picture of Husqvarna Motorcycles had gradually improved, it was too little, too late. So, after nine years, Electrolux was ready to unload the division they never realized the PR value of, especially for chainsaws in the U.S. 

THE CAGIVA PERIOD

Husqvarna’s name was licensed to Cagiva S.p.A Italy from 1986 to 2007. Husqvarna had been one of the early developers of the modern lightweight four-stroke engine and had won an impressive number of off-road events in the early ’80s. That caught the attention of Giovanni Castiglioni, the owner of Cagiva. He was struggling to establish Cagiva as a brand. The name was from the first two letters of the people and the town where they were located. Castiglione, Giovanni and Varese. He recognized the prestige of the Husqvarna brand and got a license from Electrolux to use it exclusively in the motorcycle world. Cagiva took over a well-organized company and a dedicated dealer network. They relocated manufacturing to Italy and installed their own management in the U.S. and Europe, and within weeks it was obvious that Cagiva’s new business model was quite different from the established Husqvarna version. Many dealers resigned and took up KTM instead. Spare parts supply became a concern in the U.S., and dealers were often left hanging waiting for parts that were late or never showed up. In the mid-1990s Husqvarna U.S. formed a partnership with the Fast by Ferracci road racing organization in Pennsylvania to manage the U.S. distribution of bikes and parts. Larry Ferracci had a much better understanding of the U.S. motorcycle business, and provided knowledge and stability, something that had been missing all along. From that point on, a slow but steady resurgence of Husqvarna started. It was generally thought that the Ferracci organization should have been appointed distributors from the beginning.

At first Cagiva ran a very strong racing effort in Europe with two-strokes in motocross under both the Cagiva and Husqvarna banner with several world titles as a result. Jan Witteveen was a two-stroke master designer, tuner and manager. But, this was a time when four-strokes were coming into the market. So, Husqvarna launched a whole new line of four strokes and competed successfully for the Enduro World Championships, winning over 60 World Championships in various classes in enduro and Supermoto primarily run in Europe and somewhat at the expense of the motocross side.

But finance was Cagiva’s weak side. Some years not a single Husqvarna bike was built due to lack of money to buy parts for assembly or filling spare parts orders. Husqvarna relied almost exclusively on outside vendors to produce and deliver parts just in time for assembly at the Cassinetta factory.

Racing was similarly outsourced. Alessio Chiodi’s 125cc World Championships were managed by the Corrado Maddii organization, and the successful enduro team was led by CH Racing and Fabrizio Azzalin. In late 2006 the financial situation was so critical that Mr. Castiglioni  was forced to accept an offer of $100 million from BMW Motorrad for the entire operation, including the bikes, the Cassinetta facility and worldwide operations. This started another remarkable time in the Husqvarna history book.

2007–2013, THE BMW CHAPTER

In 2005 engineers at BMW Motorrad in Munich, Germany, had designed a new engine and frame that they must have presented to top management as revolutionary. The major breakthrough on the new design had resolved the age-old problem of the rear chain tension varying with different swingarm positions. BMW engineers designed an engine where the swingarm pivot and the rear sprocket were on the same shaft, and voila! Problem solved through clever German engineering. The frames were at first constructed out of stainless steel tubing with an aluminum swingarm and were very stiff. There were also several other features, such as the clutch mounted on the crankshaft and therefore small and light. The induction and air cleaner were where the fuel tank normally is, and the actual fuel tank was under the seat. In addition, the layout of the internal transmission needed an additional shaft for the countershaft arrangement, so the engine rotated in the opposite direction of a typical layout. This would prove to cause concern later on.

To be cost-competitive, BMW chose to have the new engine built by Kymco in Taiwan. This new bike was indeed a revolutionary design, and they thought they had out-engineered the rest of the motorcycle world, and this would allow BMW to break into off-road where they weren’t represented at the time. It was called the G449X, then later the G450X, and was developed by the BMW test team in local German enduros. There was even a brief attempt at motocross. By 2008 they were ready to go big into the Enduro World Championship by hiring Husqvarna Enduro World champion Anders Eriksson.  

This new model line needed a sales outlet that didn’t compete with the established BMW street bike network. Seeing that Husqvarna in Italy was in financial distress and BMW had a kitty of cash to spend, it made sense to purchase the entire Cagiva facility—buildings and all—get the license to use the Husqvarna name, and add the new BMW dirt bike to the lineup. As soon as the purchase agreement was complete, BMW transferred German staff to Italy to manage the operation. 

The results from Eriksson’s 2008 season were modest—some would say poor, but in typical top-down authority, BMW thought that Eriksson was really now past his peak, and his contract was not renewed. Instead, for 2009, they contracted Enduro World champions David Knight and Juha Salminen, both multi-time World Enduro champions. But, despite how hard the riders tried, the results were not there. The team did not want to listen to any suggestions the riders had for changes or improvements. The most vocal of the riders was David Knight, who resigned after only six months, bought a Kawasaki, and immediately started winning again. But this did not stop the BMW team, who thought they had out-engineered the entire motorcycle community. Salminen hung on through 2010 but could only deliver an eighth overall in the Enduro World Championship that year.

So, what was the problem? The riders said the bike felt too stiff, it was difficult to get traction, and because there was no protection of the bare engine up front, it had to be ridden carefully so as not to damage the starter motor, clutch, ignition or shift lever. Anders Eriksson spent a chapter of his book to describe the problems and how unresponsive the team was to suggestions from the riders for improvements.

MEANWHILE, IN THE FIELD

In the five-year plan, Husqvarna would continue to provide their lineup as before, refreshed by BMW money, then add the BMW G450X that would be built in Italy and renamed the Husqvarna TE449. The strategy here was to replicate BMW’s purchase of the Mini automobile brand, where customers could eventually graduate to the real thing, a BMW.

The first item on the list was to build a new Italian chassis around the Kymco engine. A more conventional frame was decided on, but the BMW concept of high-air intake and fuel under the seat was retained. In order to carry enough fuel, the seat height was at first too high. Then, an extra plastic fuel container was made available located behind the cylinder. The first prototype of the TE449 was ready in early 2010, but things did not work out very well. Although the Husqvarna lineup sold reasonably well, the main issue was that the bikes were too expensive to produce compared to what they could be sold for at retail. So, purchasing was the first thing to be attacked by the new owners by using known German suppliers for minor items. That did little to lower the overall cost. A TC449 (motocross configuration) and TX449 (cross-country) were added, as well as a 511.

It is well understood in Europe that German managers micromanaging an Italian factory is a recipe for conflict, which is exactly what happened. More conflict followed when BMW hired expensive consultants who proved to be either unqualified or too political, or both. The common language was English, although the Germans tried to teach the Italians key phrases in German. Morale sank further, and there were reports of Italian workers sabotaging the German effort by hiding bikes prepared for a dealer meeting the next day. In general, the Italians regarded the Germans to be there on vacation, to eat good food, drink good wine and watch Italian girls.

NEXT STOP: MATTIGHOFEN

The financial losses by BMW Husqvarna continued to build, and by 2013, they had spent over $240 million to keep the factory going. German management saw no alternative but to find a willing buyer. But who? The product lineup had not kept pace with the competition. BMW literally had no assets other than the Cassinetta facility to sell. The Castiglionis were anxious to take back the operation, no doubt for very little money, but Husqvarna had no confidence that they were capable of resurrecting the brand financially, so they could easily have canceled the use of the name Husqvarna at this point, which would have been the end of our story. But, a license agreement was reached with Stefan Pierer and his KTM management group. It was for the use of the name only; they did not carry over any intellectual property or parts from BMW to KTM; although, it is thought that KTM took over some short-term responsibility for BMW warranties. And, the price was right—next to nothing!

The 230 workers at Cassinetta staged protests, but the horse was already out of the barn. They were left high and dry. The Cassinetta facility was eventually sold to the Chinese Shineray Group, who also purchased the SWM brand in Italy and now produces a lineup of bikes in Cassinetta under the SWM label.

Now, after 12 years of Husqvarna with Austrian parents, the brand seems to be thriving, having won several MX World Championships. Of course, it is a clone of the original KTM brand, but that business plan has worked out well for now. As this is written, KTM is going through well-publicized financial difficulties, but it is unlikely they will drop the Husqvarna brand; the benefits easily outweigh the liabilities. One way or another, the Husqvarna motorcycle brand will continue to survive. It’s a legacy that just won’t die.

The post THE LIFE AND TIMES OF HUSQVARNA MOTO 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.

By Tyler Shepardson

Photos By Mack Faint

To understand what Kailub Russell plans to do, you have to first understand who Kailub Russell was.

The 35-year-old North Carolina transplant has spent the last four seasons away from professional competition, but he hasn’t spent that time away from the sport. Since retiring at the end of the 2020 season, Kailub along with his lifelong manufacturer, KTM, created a role as the exclusive trainer for the KTM Group’s off-road efforts. It was essentially a program to mirror Aldon Baker’s success in moto but on the woods side. During those four years he mentored and coached three out of the four GNCC champions that followed his own unprecedented title run.

At the time he decided to hang up his boots and go out on top, Kailub had cemented his legacy as the “G.O.A.T.” His 67 overall GNCC wins stood alone at the top as the series’ winningest rider. With those 67 wins came eight consecutive GNCC overall championships. The bikes from those seasons now sit in his race shop in North Carolina as a reminder of the domination he achieved throughout his career on the front row. 

But the trophies, they sit in a trophy case surrounded by two additional GNCC XC2 championships, a National Enduro overall championship, three Full Gas Sprint Enduro overall championships and two ISDE World Trophy championships, including one from Team USA’s first-ever win in 2016 and another from 2019.

THAT WAS THEN…

So why would the then-30-year-old phenom decide to end his career in seemingly his peak years?

“It was a lot of stress and pressure. You know, that kind of situation can lead you to make irrational decisions sometimes. I had a great career, and at the time I was more scared of losing than I had the desire to keep winning. So the thought of ‘what would happen if I lost?’ Kind of made the decision for me,” Kailub told us when we sat down to interview him about his return to racing. 

But this wasn’t an average rider contemplating on whether or not they could collect a paycheck and maybe a couple of podium bonuses for a few more years. This was one of the greatest riders in the sport’s history and the poster child for a brand that was torn between calling it a career or coming back with no goal other than to win and continue his legacy. This was a guy that famously signed his contracts without even having podium bonuses. Rather than collecting a check for top-three finishes, Kailub negotiated to have second- and third-place finishes bundled into his win-only bonuses. So, a second-place finish would earn him nothing, furthering the pressure on himself to win at all costs. And for the most part, that’s exactly what he did. 

In his eight consecutive championship seasons, he won 61 out of 97 GNCC races that he entered. That put his win percentage at 63 percent. Of the 36 races he did not win, he was on the podium at 25 of them, making his podium finish rate 89 percent of every GNCC he entered. 

Since his retirement, no GNCC champion has won more than three races in their championship season. That’s a big change in the norm. Only once did Kailub win fewer than seven races in a championship season—when he took six wins in 2019 before sitting out the end of the year from injury.

AND THIS IS NOW

“Life is kind of wild. I love to race and I love to ride. I’m still fairly young, but if I wait another three to four years, then racing professionally would be out of the question.” He told us candidly about his return, adding, “I’m just ready to do it again. Sometimes you just need a break. The stress can be overwhelming, especially in the environment where a professional athlete lives 24/7. At the top of a sport where you get beat up and you’re always under pressure, it’s always ‘what’s next.’ It takes a toll on your mind and body.” 

Through his four years off, he admitted that he finally found the joy and fun in riding again. This may be in part to his growing family and his oldest son Krue becoming more and more involved in racing. Before Kailub would clock in on Sundays wearing “Ranch Russell” gear and helping his guys out, you could find him chasing his son around the youth track. Now Krue will be able to chase Dad around the pro race and see firsthand how he spent his career. 

Kailub’s return to full-time competition is one of the largest storylines to hit the world of off-road racing. But almost equally as groundbreaking is the fact that it isn’t with the bike brand his name is synonymous with. This year he made his return to racing with the AmPro Factory Yamaha team led by off-road legend Randy Hawkins. 

“I don’t want to look at it as if I have anything to prove because I wasn’t able to continue with KTM. I knew that there wasn’t a spot for me there any longer because their roster is full with Ben [Kelley] and Jonny [Girroir], and their succession plan is Gus [Riordan] and Grant [Davis]. They offered for me to race, but they also wanted me to keep training the guys, too. That’s not what I wanted; if I come back to race, it’s not going to be to ride around. Because that’s what it would turn into—it would be a [half-measure] effort, and I wasn’t interested in that.”

Knowing that a return to KTM wasn’t an option, Kailub didn’t immediately go shopping. He spent the majority of his career riding a 350, and he knew that at another brand his options would be limited to just a 450. With that in mind, Yamaha stuck out to him as the best option. “I feel like the Yamaha with the reverse engine and the way the bike feels with the inertia is the best suit for me to ride a 450 in the woods,” he told us. 

THE NEW DEAL

With his return window set and his weapon of choice selected, Kailub now sets his sights on getting back to his winning ways. His five-year deal with Yamaha includes two years of racing and two years as a brand ambassador for the bLU cRU. The third year of the deal is an option to either continue racing or sail off into the sunset in his role as brand ambassador depending on how he feels things are going. 

On the side of expectations, Kailub seems optimistic but reasonable. He knows that it’s going to take a few rounds to get back into the groove of competition, but definitely feels like winning again is possible. 

“I don’t think [winning] is out of the question. Let me put it to you like this: if I didn’t think that winning was a possibility, then I would’ve just kept my cushy job with KTM and said I’ve done enough.”

Kailub knows what it takes to be a champion because he is only one away from Ed Lojack’s all-time record set at nine. He also knows the speed that the current champions are going, because he has trained all but one of them since he left. He has a drive you don’t find in very many people, and regardless of his time off the bike, that drive and mentality that got him to this point still remain secure in the nut that connects the seat to the handlebars. While the opening round of the season didn’t go his way, he is no stranger to adversity and actually welcomes it. Those who saw the glory days of Kailub Russell are in for a special treat, and those who came into the sport after his reign are about to find out what sets him apart as a competitor.

Regardless of the outcome, the excitement of seeing him back on track is real. We will no doubt enjoy following him through the woods, watching the legend grow as he continues chasing “the hardest way to make an easy living,” as he would say. Check out the full interview at
youtube.com/@onthepipepodcast. 

The post OFF-ROAD RACING: THE NEW KAILUB RUSSELL 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.

Suzuki and the Twisted Tea Progressive Suzuki factory team hosted another RM Army Boot Camp event yesterday at Perris Raceway, California. Any and all Suzuki RM riders—young, old, current, vintage—were welcome to come out for a free practice afternoon/evening at Perris MX and kick it with team. Food, drinks, swag, access to the team members including technical support, mechanics and managers, and of course, plenty of riding were on the afternoon schedule. RM Army participants were welcome to check out the factory rig, ask Suzuki techs anything, find out more from Suzuki about contingency, marketing programs and the RM Army.

“You’re here today as guests and you’re part of the team,” said Suzuki Motorsports Manager Chris Wheeler. “Please, ask questions, don’t be shy.”

Yellow riders also got to spend some one-on-one time with pro riders Colt Nichols and newly signed MXGP transplant Benoit Paturel, only days before the start of the AMA Pro Motocross Championship. We took the opportunity to catch up with Benoit Paturel, the French rider and member of the 2016 MX of Nations winning team.

CHATTING WITH BENOIT PATUREL

Dirt Bike: Coming to the U.S. to race professionally is a dream for many MXGP riders, and it’s not an easy path. How did you manage to make this happen for yourself?
Benoit Paturel: Like you said already, many years ago I wanted to come [to the U.S.]. In 2017 I came at the end of the MX2, for myself I make some tests with Star Racing, then Husky factory and then 51FIFTY. Unfortunately nothing worked out so I couldn’t move at that time. That was a real bummer for me. I was very sad. I focused on MXGP and after a good MX2 career, it was tough for me to make my full potential, many injuries, bad things. Many technical problems, not the greatest teams. Now this year I made the decision to move and see what happen and then after three months of training, this team at Suzuki give me the opportunity so I’m really blessed and feel so happy to ride.

DB: So you moved here and then got a ride?
BP: Yeah.

DB: Wow, that’s a big move.
BP: Yeah, I had nothing. I just took my bike and came over here. I bought a bike and one guy helped me to be my mechanic. For three months I worked really hard and then I got to test [with Suzuki] in mid-April and then I signed, so I’m really happy.

DB: During that three months that you just showed up here, bought a bike and started riding tracks, were a lot of people wondering, ‘Who’s that guy?’
BP: Yeah, I think so. [laughs] Yeah, because there was no name on the jersey, nothing. So I think at the end they start to know me because there were three, four times a week every week you saw some big name motocross [teams] here for testing, so I think at the end, some people spoke about me and it’s why I got the phone call [from Suzuki]. Really pumped.

DB: How was it getting used to the new bike?
BP: For many years I rode Yamaha, so for sure I need to get used to the new brand. But Suzuki, I was really impressed with the bike. Because many people have a question mark about [the RM-Z] it but really impressed me, really happy, really surprised about the Suzuki. We have really great people like Larry [Brooks] who knows so much and have so much experience. To have him next to me is a big opportunity. I’m really happy.

DB: What are your expectations ahead of your first race?
BP: I don’t put a goal specially because it’s first time that I gonna race U.S. I don’t know the riders, how fast they are. For sure, the top guys are really fast and it will be hard to beat them. But I hope to progress each weekend and move forward. I will give my best and I feel ready. We see where we end up. But I’m sure we’re going to progress every weekend and hope to show my potential.

The post SUZUKI’S RM ARMY BOOT CAMP AND CHATTING WITH BENOIT PATUREL appeared first on Dirt Bike Magazine.

The AIMExpo powersports trade show made its return to Las Vegas for the 2025 annual event, and over 400 powersports companies from 31 countries showcased their latest for North American dealers. As always, the AIMExpo is an ideal place to check out new products, new motorcycles, the latest gear and inventions—some mainstream, some downright quirky and bizarre.

The American equivalent of EICMA, the AIMExpo might not be at the same level of spectacular with global product reveals and groundbreaking prototypes from major manufacturers, but we’ll go ahead and say that the AIMExpo is on the rebound in the North American market. Participation in the last few years is on the rise, and the 2025 show was too big to see everything in two days. But, here is a look at some of the major reveals from the Vegas show, along with some of the fun farkle (function and sparkle) and oddities from the 2025 AIMExpo. 

Suzuki DR-Z4S/DR-Z4SM

The Suzuki Motor USA display was front and center at the 2025 AIMExpo, proudly displaying its all-new DR-Z4S and its Supermoto sibling, the DR-Z4SM. Replacing the outgoing DR-Z400 dual-sport, which has likely thrown some core loyalists into a complete panic, the DR-Z4S is a clean-sheet model, fully revised from the ground up, with a 398cc single-cylinder, fuel-injected engine. The dual-sport duo had a global debut in late 2024, but the AIMExpo in Las Vegas provided dealers a first look at the all-new yellow machines in the flesh. 

We recently got to take a first spin aboard the new ‘Zook at the media launch in Tillamook, Oregon. Find the All New Suzuki DR-Z4S Dual Sport Test Video here.

Moto Morini X-Cape 700 

Moto Morini woke up the AIMExpo on Wednesday morning with a heart-pumping performance from the drumline of local Del Sol Academy. The big news from the China-sourced Italian brand was the X-Cape 700. Moto Morini COO Chris McGee took the wraps off the new adventure bike, an upgraded version of its popular X-Cape 650 with new styling and a more powerful engine. The X-Cape 1200 was also on display, the premium tourer an all-new model to the North American market. 

REV’IT! SAND 5 

Dutch brand REV’IT! kicked off the Wednesday morning media tour with a breakfast and reveal of its all-new Sand 5 ADV suit. As the motorcycles in the adventure segment are progressing, becoming lighter, better and higher performance, so should the gear, rationalizes REV’IT! Sports USA’s Brian Ego. The Sand 5 is the newest generation of the brand’s all-in-one ADV gear. The three-layer construction offers many different configurations to meet the ever-changing demands of true adventure riding. The Sand 5 promises better venting, improved comfort and even more fit adjustment. It is available in new colorways and will also be available in a women’s cut. 

Thumpstar USA 

Along with the major manufacturers and brands, as promised, there were also some fun oddities spotted at the AIMExpo. Thumpstar USA is best known for its 110-, 125- and 140cc pit bike offerings, but those wacky Aussies took a stab at a full-size bike, sourcing a 500cc two-stroke BRC engine from Canada, and building a chassis around it. Yes, the Australia-based company plans to put it into production. “There hasn’t been a 500cc two-stroke dirt bike in production in more than 20 years,” Thumpstar’s Jason Young said. “We’re excited to see how people respond.” Young was proud to introduce the prototype to the media, which he says has some differences to what a production version would look like. The 500cc engine, based on the last CR500 offering from Honda, is carbureted and counterbalanced, and is equipped with electric start and a six-speed transmission. For more on Thumpstar USA and its current offerings, visit www.thumpstarusa.com. 

Kabuto Helmets Geosys GT

While many companies, especially helmet manufacturers, seem focused on the entry-level price-point models, Japanese company Kabuto Helmets is taking the counter-approach. While the Osaka-based company does have a variety of product lines, the only one they plan to market in the U.S. are the premium models, including an all-new ADV helmet, the Geosys GT. Kabuto rep Scott Holbrooks explained, “We’re not going to have any price-point models. Kabuto does have a massive facility in China, but the helmets we’re bringing to America are only top of the line. All of the product in the U.S. is made in Japan only. It’s real craftsmen in Japan that are putting these together.” The Kabuto Geosys GT has MIPS inside and what Kabuto touts as advanced aerodynamics on the outside. 

Burly Brand Titan Handguards

So they’re not actually parts for dirt bikes, but the V-twin accessories from Burly Brand caught our eye for obvious reasons. Its new Titan handguards are designed to look like motocross flag-style handguards, but constructed out of metal and built for fitment on Harley-Davidson motorcycles. “It definitely has a dirt bike off-road feel to it,” explained Burly Brands’ Josh Rowland. “We ask ourselves, ‘How do we evolve, and make something fun and unique for the customer?’ It’s a very eye-catching thing and a good conversation starter, for sure.” Burly Brand also offers MX-Evolution footpegs and floorboards for Harleys that are modeled after motocross-style footpegs, complete with a built-in bottle opener on the underside. Well played, sir.

Denago Powersports 140 MX3 FI

With companies like Denago Powersports, the entry point into OHV is becoming easier. The Texas-based company sources pit bikes and ATVs from China with a goal of providing an affordable approach into powersports. The idea, David Garibyan explains, is a value brand that gets people in the door and gets them started in OHV fun. One of the new models Denago Powersports revealed at AIMExpo in Las Vegas is the 140cc MX3 FI. The fuel-injected pit bike is what Denago calls “stout and durable,” designed to make ownership easy at a price point of around $1500. 

Alpinestars Tech-Air 5 Plasma 

Alpinestars was not technically an exhibitor at the AIMExpo, but the company still made a cameo on the New Product Central stage to give a demonstration of its latest Tech-Air 5 Plasma airbag system. The Plasma is a ground-up redesign accessory vest for riding either off-road, street or racing. It features a slimmer, lighter fit than its predecessor with better breathability. The Plasma can also change algorithms at the push of a button, letting it know what style of riding you are doing, which helps it to detect and anticipate a crash. The on-stage demonstration showed how deployment happens within microseconds—approximately eight times faster than the blink of an eye. The Tech-Air 5 Plasma can be recharged with a user-replaceable gas inflator that can be changed out without tools. The suit, which can be worn under a jacket, jersey or riding suit, is good for up to six deployments before it needs to be sent in for servicing. 

The Alpinestars presentation closed with a teaser for the Tech-Air MX, which is currently debuting in Monster Energy Supercross with factory Triumph’s Austin Forkner. The all-new system is integrated into a chest protector, and the company says it’s been under development for over 10 years. Alpinestars is all in on the airbag tech and eager to push the entire industry to embrace the safety benefits they can provide. “This is something that we as an industry need to get behind as a whole,” Alpinestars rep Brent Jaswinski said. “Our goal is to someday equate this level of safety production with a helmet.”

ProTaper SMX 04 Tires

ProTaper is widely known as a handlebars, grips and controls company, but is now venturing into the tire business. ProTaper revealed an all-new line of SMX 04 knobby tires that is designed for weekend warriors and trail enthusiasts; in other words, more of a price-point tire for casual riders. The ProTaper meats will come in popular front and rear sizes, and are expected to be in the sub-$100 range.  

The post 2025 AIMEXPO: AIMEXPO STANDOUTS appeared first on Dirt Bike Magazine.

WHO’S SPYING ON WHOM?
Mr. Know-It-All,
I have heard that CFMoto is being banned in the U.S. by leftover anti-China legislation from the Biden administration. I was interested in the KTM 790 Adventure, which is made by CFMoto, but now I don’t know if that motorcycle will be banned, too. Should I get one now, or will a troop of Feds knock down my door and seize my bike as soon as the legislation goes into effect?
Morgan Curry
via MrKIA@hi-torque.com

Oh, Morgan. I think I can assemble an intelligent question from all the half-information and nonsense in your correspondence, but it’s difficult. Let’s start with the CFMoto ban. It’s not true, won’t be true and is somewhat ridiculous. What might be floating around in the milky mush within your skull is legislation proposed last summer and finalized in the last days of the outgoing administration. It concerns “connected vehicles” manufactured in China and Russia. That refers to systems and components that connect the vehicle to the outside world through Bluetooth and Wi-Fi. It also includes autonomous driving systems. The concern is that this technology can collect data on drivers and American infrastructure, and pose a national security threat.

The definition of connected vehicles still needs to be refined, but most motorcycles have some sort of smartphone connectivity these days. CFMoto has its RideSync smartphone app, which offers its own in-house navigation system. In broad terms, the connected vehicle description could also include motorcycles using the KTMconnect feature if any componentry is found to be manufactured in China or Russia. The rule concerns motorcycles imported in 2027.

The KTM 790 Adventure is only assembled in China. All the parts are said to be shipped there from other sources, although some electronic parts might well have been shipped back and forth. Now, listen carefully. No motorcycles are to be banned by this legislation. The only focus is the connectivity feature. If the legislation goes into effect, that feature might be disabled, but only if components are found to be manufactured in China or Russia. My advice is to buy whatever motorcycle you want to buy, but you might end up using Waze or Google to do your navigation.

ELECTRIFY ME
Mr. Know-It-All,
I read your review on the coming Stark Varg EX dual-sport bike, and I can’t wait to see one. My big reservation is availability of charge stations. In your review, you said that it would be compatible with EV charging stations in the U.S. I can’t find any information about this on the Stark website. Will it accept a J1772 or a J3400 charger? Will it be level 2 or level 3? Will it require an adapter? Everything else about the bike sounds awesome, but if you can’t charge it away from home, you really can’t go far.
Chic Sawyer
via MrKIA@hi-torque.com

Chic, I’m not sure what review you actually read. This is what we said in the Stark Varg EX test: “There’s been some discussion of an adapter that allows the Varg to recharge at the stations provided for electric cars. At this point, that’s just talk.” When we visited the Stark Future factory last December, we were impressed with the number of projects that were in progress. The subject of charging the EX at a Tesla or some other station was mentioned, but we got the impression it’s not at the top of the list. There are plenty of reasons to consider the EX, but your plans shouldn’t hinge on remote charging. That capability might be years away.

SUSPENSION AND SEAT HEIGHT
Mr. Know-It-All,
In the November 2024 test of the Husky FX350, you guys said that Husqvarna models have reduced seat height compared to KTM models. This isn’t true. The Husqvarna FX350 has the exact same seat height as the KTM 350XC-F according to factory specs. You really should have known.
MXrdr874
via MrKIA@hi-torque.com

Mr. 874, you are correct. We were wrong. There, I said it, even though my tongue exploded with shame. The reduced seat height is only a factor with Husqvarna motocross bikes. The off-road-oriented FX350 actually has slightly more travel and a taller seat height, making it the same as the KTM 350SX-F and the KTM 350XC-F. This information, by the way, is also incorrect in the 2025 Husqvarna FX350/FC350 owner’s manual. 

email: mrknowitall@hi-torque.com    |   mail: Dirt Bike Mr. Know-It-All  25233 Anza Dr. Valencia, CA 91355

The post ARE CHINESE BIKES BANNED? — MR. KNOW-IT-ALL appeared first on Dirt Bike Magazine.