The mid-’90s steel-framed Honda CR250s are probably some of the most popular machines to restore for a few reasons: there are lots of them out there, aftermarket parts are found fairly easily, and Jeremy McGrath just made them cool. With this 1994 CR250 build we wanted to do something a little different, so we steered clear of going down the McGrath-replica road and came up with this “White Lightning” project.

WORK IN PROGRESS

Although a lot of these machines were sold back in the ’90s, it’s very hard to find one that hasn’t been abused into submission over the last 30-plus years. This bike was found by Managing Editor Mark Tilley back in 2016 and purchased for a couple hundred bucks. Of course, immediately the engine locked up and the fork seals started leaking. The bike sat in his backyard until midway through 2019 when it was dug out and, just like thousands of other bike builds, the process began. 

Two-strokes are easy to tear down. In one afternoon, the bike was disassembled into a several piles of parts and was ready for stage two. The engine was shipped off to Brad at Parapros to find out just how much damage was done when it locked up. Fortunately, only the cylinder was damaged and in need of repairs; the cases looked great. 

Parapros split the cases to inspect the crank and transmission, and it’s a good thing they did, because we never would have known the crank bearing was bad. A Wiseco Garage Buddy complete engine rebuild kit, which contains a complete gasket set, complete crank assembly, main bearings, top end and all the seals needed to put the engine back together, was added. The cylinder and top-end were sent off to Millennium Technologies to get repaired.

While all that was happening, we discussed the suspension with the crew at AHM Factory Services. Handling on the 1994 CR250 was pretty good, but we wanted to step it up to the next level. We found a complete front end off a 2008 Honda CRF450R just waiting for us on Facebook Marketplace that we happily paid way too much for. The steering stem was pressed out of the 1994 stock clamp and pressed into the 2008 clamp with new ProX bearings. We had to modify the steering stops slightly to accept the newer-style lower clamp, but because the front end was purchased complete, we already had the braking system, axle, wheel spacers and front wheel. 

With the front wheel off a 2008 model and the rear wheel off a 1994 model, we sent both of them over to Colin at Faster USA for some TLC and custom coatings to make everything look and feel brand new. Faster USA replaced the bearings, coated the hubs black and then laced up a set of black D.I.D Dirt Star rims. They even installed the Dunlop MX34 tires for us.

The main frame and swingarm received a black textured powdercoating from Chris Johnson’s crew at San Diego Powder Coating. Of course, all the bearings were replaced using kits from ProX. Clarke Manufacturing saved the day for us on this project with the stock tank that started out white, had turned yellow over the years, and was definitely not going to match our white color scheme. Lucky for us, Clarke makes a direct-replacement tank in white for the ’92–’96 CR250R steel-framed machines, and it is a quality piece that mounted up perfectly and looked completely stock. 

Nick and the crew at Decal Works topped off the White Lightning build with a set of semi-custom graphics with a ’90s old-school vibe to them, and the custom gripper seat from Motoseat complemented those graphics.  

FINAL RESULT

It only took a few hours to tear the bike down, but it would take over five years to get it back in working order. Sometimes here at the magazine we take for granted exactly how many man-hours go into making a project like this successful until we are elbows-deep into it. Yes, there is the actual labor involved, but we always forget about the time looking for parts, arranging the build list, e-mailing companies asking if they want to be a part of the build, and then there are always a couple surprises that weren’t expected along the way. White Lightning checked all those boxes and a few more, but now that the bike is complete, we can show up at an event and cherish the joy it brings others. We gotta give a special thanks to Jay Clark for all his help hunting down parts for this build, and Chuck McCarty for spinning the wrenches and getting this bike ready to rip.

The post TWO-STROKE PROJECT: WHITE LIGHTNING 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.

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.

The mid ’90s steel framed Honda CR250 are probably some of the most popular machines to restore for a few reasons, there are lots of them out there, aftermarket parts are found fairly easily and Jeremy McGrath just made the things cool. With this 1994 CR250 build we wanted to do something a little different so we steered clear of going down the McGrath replica road to build “White Lightning”. 

The entire front-end is off a 2008 CRF450R, minus the steering stem from the 1994 CR250R. We added some ODI oversized bar mounds, CFT Handlebars and lock-on half waffle grips for a modern feel. That Clarke Manufacturing gas tank was key to this project. 

Clarke Manufacturing saved the day for us on this project, the stock tank that started out white had turned yellow over the years and was definitely not going to match our white color scheme. Lucky for us Clarke makes a direct replacement tank in white for the 92-96 CR250R steel framed machines and it is a quality piece that mounted up perfectly and looked completely stock. 

The engine was shipped off to Brad at Parapros to find out just how much damage was done when it locked up. Fortunately only the cylinder was damaged and in need of repairs, the cases looked great. 

Colin and the crew at Faster USA brought our wheels back to life with some much needed TLC. 

We use TM Designworks on a lot of our current bike builds but they also offer parts that fit this 30 plus year old Honda CR250R.

Nick and the crew at Decal Works topped off the “White Lightning” build with a set of semi-custom graphics with a ’90s old school vibe to them and the custom gripper seat from Motoseat complimented those graphics.  

IMS Products is one of those aftermarket manufactures still making parts for these mid 90’s two-strokes and their pegs are a huge upgrade from the stock models.

It’s awesome to see so many aftermarket manufactures making like IMS Products, Rekluse, Pro-X, TM Designs, ODI, HYGGE, Pro Circuit, Works Connection and Boyesen still making parts for these 30 plus year old machines.

The post 1994 HONDA CR250R “WHITE LIGHTNING” PROJECT : 2-STROKE TUESDAY appeared first on Dirt Bike Magazine.

DIRT BIKE VLOG 32. Test rider Jared Hicks and our video expert Travis Fant film/shoot photos on the 2025 GASGAS EX300 and TM EN300 at Glen Helen Raceway. Travis goes over the bikes briefly and takes you behind the scenes on a day of collecting content for Dirt Bike Magazine. We’ll have separate videos on each bike and more in depth details coming soon!

The post 300cc OFF-ROAD TWO STROKE TEST DAY – VLOG 32 appeared first on Dirt Bike Magazine.

What does FMF KTM Factory Off-Road racer Dante Oliveira do on a weekend off? He and the KTM crew team up with Bonanza Plumbing to go racing on a Bobby Dawson prepared KTM300 SX two-stroke of course. On this week’s 2-Stroke Tuesday we take a closer look at the bike that won this years Wiseco World 2-Stroke Championship held at Glen Helen Raceway in San Bernardino California. You might be surprised on what modifications the team made.

You might be surprised but this machine featured no major internal engine modifications according to KTM off-road team manager Timmy Weigand . Due to his full schedule of off-road racing events Oliveira and the crew only had one maybe two days of testing on the KTM300 SX before he showed up to race it.

During the limited testing time Oliveira preferred the FMF exhaust combo of the iconic Gnarly pipe and Titanium 2.1 silencer.

This image does not do the APEX pegs justice, they look sharper in person! There might be scratches on our camera lens from taking this picture.

FMF and Hinson are team sponsors but the parts used are 100% available to the public. Notice that Oliveira was also running the OEM WP shock with modifications done by WP USA.

The triple clamps are factory race team issue only and one of the items on this machine not available to the public.

The stock bore and stroke was utilized along with OEM internal parts, nothing from the factory racing department, everything could be acquired at your local dealer when it comes to internal parts.

For the race a Dunlop MX34 tire and Dunlop mousse was used but unlike his off-road race bike that features an 18″ rear wheel set up they used a 19″ configuration on the 300cc two-stroke.

Just like on his race machine Renthal sprockets and a RK chain transfer all the horsepower to the rear wheel.

It might not look out of the ordinary but the levers are CNC machined out of billet aluminum with a slightly different design than OEM just for the race team.

Although it might not have all the secret parts we are used to seeing on a factory level race machines this KTM300 SX built by mechanic Bobby Dawson featured attention to detail that was second to none and just like the off-road race machines he builds for Dante Oliveira it ran flawless !

See everything that happened at this years World 2-Stroke Championship below:

The post BONANZA PLUMBING KTM300 SX PROJECT : 2-STROKE TUESDAY appeared first on Dirt Bike Magazine.

DIRT BIKE VLOG 31

The post OLD TWO STROKES AND NEW FOUR STROKES – VLOG 31 appeared first on Dirt Bike Magazine.

Fantic Motors has been a known entity in Europe for quite a few years now. The brand is not only alive and well across the pond, they are competing at the highest levels with factory-backed teams in both FIM Motocross Grand Prix World Championship (MXGP) and FIM Enduro World Championship. It left many wondering when these Italian beauties might reach North American shores. Well the wait is over, because Fantic USA, already an importer of e-bicycles, has announced that its first two motorcycles are about to lay tread in America.

Fantic is breaking ground in the U.S. with two models: the 2025 XE300 two-stroke and the XEF250 TL trail bike. This duo will be available right away (as early as late May) and will be followed by a gradually increasing line of Fantic motorcycles in the future.

IS THAT A YAMAHA?

Frequently asked question about Fantic: is it in any way related to Yamaha?

Short answer, no. Fantic USA has no business relationship with Yamaha. You will see some familiar parts on the XE300 two-stroke, and that is because Fantic Motor sources parts from Yamaha in a similar manner to how it would with any parts supplier—in the case of the XE300, the frame and swingarm. So you could argue that Fantic’s relationship with Yamaha is like it’s relationship with Kayaba.

That said, Fantic Motor has had an industrial cooperation with Yamaha Motor Europe as recently as 2019. In 2020, Fantic acquired the Motori Minarelli engine manufacturing facility from the Yamaha Group, the Italian plant was formerly a subsidiary of Yamaha Motor Europe where two-stroke engines were made. Today, Fantic Motor is independently operated out of its headquarters in Santa Maria Di Sala (VE), Italy, and it produces motorcycles, e-bicycles and other electric-powered things that go.

2025 FANTIC MODELS

The XE300 two-stroke off-road model is aimed squarely at the hard enduro crowd looking for a premium option. The 293cc square two-stroke engine is fuel and oil injected. It features electric start, two engine maps and 10 levels of traction control settings. The chassis will look very familiar to many with its frame and swingarm sourced from Yamaha. Suspension is KYB with the 48mm SSS fork up front and KYB shock out back. The XE300 carries a premium price tag to match, with an MSRP of $11,599, directly on par with the KTM 300XC-W.

Accompanying the XE300 two-stroke is the XEF250 TL. This 250cc SOHC four-stroke model is aimed at entry-level and novice riders looking for an approachable and easy-to-ride trail bike. The steel frame and suspension components, including the 43mm inverted fork, are all Fantic-made. The engine is liquid-cooled, fuel-injected, and features a 2.0 gallon fuel tank. Although it’s not as hard core as its travel partner, the XEF isn’t exactly a budget bike either. At an MSRP of $6,499 it aims to fill a niche void in the off-road market, the casual competitor looking for a premium option.

Look for more on the all-new Fantic USA models coming soon in Dirt Bike Magazine.

The post THE FANTICS HAVE LANDED: MORE INFO ON THE 2025 FANTIC XE300 TWO-STROKE AND XEF250 TL appeared first on Dirt Bike Magazine.

“I’m finally doing something with my education!” says Cody Webb. He is, after all, a bona fide mechanical engineer with a Bachelor of Engineering from San Jose State University. The focus of his most recent labor is impressive. It’s a 2025 YZ250X like no other. Cody had joined Yamaha before the start of the 2025 U.S. Hard Enduro season with the express intent of crafting his own race bike using the 250X two-stroke as a starting point. Some riders wouldn’t do anything at all to the bike. It’s only been around since 2016, and it received a long list of changes two years ago. But, the platform for the bike is much older. It has a frame that was originally designed for the 2005 Yamaha YZ250 motocross bike and a motor that goes back even further. Plus, it was never intended to be a hard enduro bike. That world is dominated by European 300cc two-strokes. Some of those bikes are fuel-injected, and all have much more current electric-start motor designs. Cody’s transformation of the YZ250X into a bike that could compete at the highest level in the most demanding off-road event was a big project in a short time frame

CODY THINK

Cody might not have ever worked in the engineering field, but he’s no stranger to big projects. For his senior project in 2016, he built an electric dirt bike, long before anyone ever heard of the Stark Varg. “It was probably pretty dangerous,” he admits. “But, it didn’t electrocute anyone, and I learned a lot.” After that, he set his diploma aside and worked to earn his third EnduroCross title and the 2018 FIM Superenduro World Championship. Now, he’s balancing family life with racing and trying to stay healthy.

For the Yamaha build, the first step was identifying what the bike needed and didn’t need. “I feel like the 300cc two-stroke buzz is fake news,” he said. “I specifically wanted to keep this bike a 250. Yamaha gave me the green light to do anything I wanted as long as it was still blue and kept their logos in place. I did two different race bike builds. This one has the Fisch e-start kit with a lithium battery under the seat. 

“There was a guy from Japan with an e-start Yamaha 250 two-stroke two years ago at Erzberg, and Yamaha was real secretive about it, but I did get to see the spec sheet. I know that Yamaha’s accessory division is working on one, but it might be too expensive to make it into production.

“In testing, I didn’t really have any issue with the cable clutch until I got into that last 5 percent of extreme stuff. When you’re going up nonstop creek beds and rocks, the clutch is going to heat up, and I can’t really pivot. So, on this bike, I have a Magura clutch. On the other bike, I have a Brembo hydraulic clutch. I’m pretty sure I’m the only one in North America with that. The Brembo one works phenomenally, whereas the Magura is almost too light, and that’s kind of a weird feel.” Cody combined that with a pre-production Rekluse clutch, although it’s not based on the automatic version; it’s an updated version of the manual TorqDrive.

The power delivery took some hit-and-miss testing. Cody ended up using the Boyesen Rad Valve after experimentation with almost everything available for the Yamaha. That gave him a lot more torque right off the bat, which is really what he was after. Some jetting changes were necessary. The compression was upped with the Two Stroke Performance (TSP) performance head and the medium dome. A company called Hitlis makes a reconfiguration kit for the YZ power valve that makes the power delivery more linear. Cody has the “Woods” setup as opposed to the “Desert” configuration offered by Hitlis. On the bike without the electric start, Cody uses the GYTR flywheel. The electric-start model has additional mass of its own.

The exhaust system that Cody finally settled on is the FMF Fatty: “Everyone online told me to run the Gnarly, but I felt it just numbed the power a little. The Fatty is more playful.” FMF made him a special silencer that’s about 2 inches longer than the off-the-shelf version.

ENDURO-PROOFING

Another necessity for hard enduro is keeping the bike cool. Just upgrading the radiator cap wasn’t enough. Cody got some help from Yamaha to fabricate a mount for the electric radiator fan from a WR250F enduro bike, but had to bypass the automatic off/on switch. His bike uses a total-loss electrical system, and it will run the battery dry if the fan is on all the time. So, he has two separate batteries—one for the starter and another for the fan. He still has to manage when the fan goes on and off through a handlebar-mounted switch. Mounting that battery wasn’t difficult, but he discovered there were some unexpected issues. “I posted a photo of the battery before the King of the Motos, and there were comments that I would have to safeguard it from creating an explosion,” he said. “Apparently, it’s a BLM rule. So, I had to put it in a fire-proof bag.”

Cody is very picky about his handlebar and mounts: “I have the Renthal Twinwall 996 bars with XCGear clamps. I’ve injured both wrists now, and the mounts have some cushion to take away some harshness, which is perfect for vet riders like me.” Crash-proofing is, of course, essential. The levers are ASV unbreakable; Yamaha style on the brake side and either Brembo or Magura on the left. Bulletproof Designs makes the radiator guards and disc guard. BRP makes the chain guide, which has reinforced mounts, as well as a Bulletproof protector. The skid plate is an SxS design with the linkage protector. 

The wheels are the subject of considerable testing. An IRC JX8 Gekkota gummy tire is on a Dubya wheel with a pre-production version of a new Nuetech beadlock system in the rear. There are multiple skinny rim locks every four spokes. A foam material prevents air loss through the spoke holes, so with sealant and a half-mousse, Cody can run without a conventional tube. In front, he has a Nitromousse with a non-gummy IRC tire. The suspension was reworked by Cody’s long-time partners at Applied Technology with Race Tech Gold Valves.

LET’S GO RACING

Cody got the bikes from Yamaha on December 13 and had to get them race-ready by January 26 for King of the Motos. Between those two dates, he let us take the e-start version for a spin. First of all, starting a Yamaha two-stroke by pushing a button is going to make anyone smile. The electric motor spins the engine at a crazy-fast rate, so it pops to life instantly. 

As far as riding, it’s not like any Yamaha two-stroke we’ve ever ridden, but it’s certainly not like a Euro 300, either. Where the stock YZ has a slow ramp-up and a hard hit, Cody’s bike is much more linear. Compared to a 300 KTM or Beta, though, it’s much more playful. There’s just enough of a kick to be fun, even on a motocross track. But, most of the feats that Cody performs are just absurd. We have no appetite for hopping from one gigantic boulder to another or riding straight up vertical hills. Cody makes all that stuff look absurdly easy. For him, it probably is. We will take his word that the bike is amazing in those situations. It certainly looks that way. 

The post YAMAHA TWO-STROKE PROJECT: CODY WEBB’S E-START YZ250X appeared first on Dirt Bike Magazine.

Have bike, will travel to race

Dirt Bike Magazine test rider and Red Bull Motorsports athlete Carson Brown will race anyone, anywhere, anytime on just about anything with two wheels! Carson has teamed up with Red Bull to produce the “ERA” video series where he races some of the sport’s most iconic racers on some interesting two-strokes.
We caught up with Carson to talk about how his KX125-fueled grudge match with recently retired Kawasaki factory rider Adam Cianciarulo.

This 2005 was purchased by Carson’s wife, Claire, off Facebook Marketplace. And like most bikes bought off Marketplace, he took it out and blew it up immediately! Right after that, Carson got a call from Adam Cianciarulo saying he wanted to do an “ERA” episode on a KX125. So, he and his crew went into action to make magic happen. 

The suspension went off to Pro Circuit, where Luke Boyk gave it a lot of internal upgrades, the chassis received some much-needed TLC, and a new Athena KX144 big-bore top-end kit was acquired from MotoSport and installed. Another Dirt Bike Magazine test rider, Jared Hicks from Backyard Designs USA, designed a Chevy Trucks-style graphics, giving it some early 2000s factory-team vibes. With the bike completed, it journeyed across the country from Washington to the famous Florida sand of Pax Trax MX. 

Race-matchup-wise, on paper, Adam Cianciarulo is clearly the more decorated rider when it comes to AMA championships. But, it might come as a surprise to everyone that, even though Cianciarulo was on Kawasakis almost his entire life, he had limited amounts of seat time on a KX125, going straight to a 250 four-stroke after his Supermini two-stroke racing days. Carson, on the other hand, has probably logged more hours on the KX125 two-stroke platform than most people, and still actively rides one today and can make anything with two wheels go fast. Each rider threw down three hot laps with only the fastest lap counting towards the overall victory. In the end, only three seconds separated Adam’s and Carson’s times! If you want to see who won, head over to Carson Brown MX’s and Dirt Bike Magazine’s YouTube channels for more action of this KX125 two-stroke.

[arve url=”https://www.youtube.com/watch?v=DRiX9MUCO5M” /]

The post TWO-STROKE PROJECT: CARSON BROWN’S 2005 KAWASAKI KX125 appeared first on Dirt Bike Magazine.