Gas-powered motorcycles currently dominate the off-road endurance racing world, but with electric bike technology progressing rapidly, could we be in for a changing of the guard in the near future? Kade and his dedicated crew at KC Powersports in San Juan Capistrano, California, think it’s possible and set out to show the world at last year’s 3 Bros Racing 24-Hour Endurance Race held at Glen Helen Raceway in San Bernardino, California.

Surron makes a variety of two-wheeled electric models. Most people are familiar with the Light Bee or the Ultra Bee that you might see the younger generation ripping around your local neighborhood. The Storm Bee is an entirely different machine; well, in theory, it is, but it does share the same technology and uses some of the same components. But, unlike the other models, Surron’s Storm Bee shares more resemblance to gas-powered off-road motorcycles on the market today.

Surron designed the Storm Bee as a trail bike. We don’t think they ever had any intentions of racing it, but Kade and his KC Powersports crew thought otherwise and approached Surron with the idea. Much to their delight, the CEO of Surron was all in and backed the project. With the okay from Surron, the real work started.

Unlike an internal-combustion-engine-powered motorcycle where you stop at the local gas station to get go-juice, the KC Powersports team had to figure out how many batteries they would need, and how they were going to change and recharge said batteries in the middle of a 24-hour off-road with limited access to ample amounts of electricity. The team would use six stock batteries in rotation during the 24-hour event, changing one every lap around the little-over-10-mile racecourse that took roughly about 30 minutes to complete. Once the battery was removed from the race bike, it would immediately go on a charger so that it would be ready to use again when the time came.

Kade commented, “We got our battery changes down in time to about what most of our gas-powered competitors without quick-fill systems were able to perform.” But imagine, the battery swap had to happen about every 30 minutes for 24 hours straight. Now that is dedication to the cause!

AHM Factory Services reworked the stock Storm Bee’s suspension components. In stock form, the shock was overpowering the fork, causing the front end to be unpredictable. So, AHM went down a few spring rates on the shock, and re-valved it internally to slow down the action to give it a more connected feel to the ground. Up front they went the other direction by basically building a mid-valve circuit and adding preload to create more hold-up giving the bike a more balanced overall feel.

Other than making sure the Storm Bee had enough charge in the batteries, as well as the AHM suspension modifications, there were only a few additional items the KC Powersports crew used on their Surron during the 24-hour event. Those items included a wheelset built by Woody’s Wheels using the stock Surron hubs, but with upgraded spokes and rims wrapped in Dunlop AT81 tires with heavy-duty tubes for flat prevention. Not pictured on the bike we got to ride, but used during the event was a set of SRT wraparound hand guards. For the night time portion of the race the stock headlight and a variation of helmet lights on each rider was used, Kade mentioned for the next event that would not be the case and they will definitely be looking to upgrade.

We have the KC Powersports race bike in the shop right now, and we were definitely surprised when we finally got to ride it. There are multiple power delivery options and a turbo button, so naturally we wanted the most power possible. Just like most electric motorcycles, the power is instant right off bottom, with the main hit right away and then slowly building up to a top speed of around 70–75 mph. Unlike a gas-powered motorcycle, once you are at higher speeds, there is no chopping the throttle and popping the clutch to get over something; you gotta plow through it and hope for the best.

Another characteristic that takes some getting used to is to have both brakes be hand-operated; not having a rear brake pedal located by our right foot is just odd. The brakes work well on the Storm Bee. With the lack of engine braking, we found that when applying just the rear brake under hard braking the bike got pretty loose, but using the front and rear brakes simultaneously kept the bike under control, making it spot a lot quicker.

AHM did a great job balancing the bike to make it off-road-ready. We had a blast on the KC Powersports-built Storm Bee and love the possibilities it opens up for the sport. Who knows, in the coming years we could see a Surron electric motorcycle on the top step of the 24-Hour Endurance Race podium.

NEW PRODUCTS:

EVS FLEX LITE ELBOW GUARDS

The Flex Lite Elbow Guard uses a compression sleeve design that utilizes EVS’s RMF (Reactive Memory Foam) Technology that’s soft and pliable yet stiff upon impact. Strategically placed Trac-Grip technology with silicone grippers on the upper and lower cuffs helps hold the guards in place and limits migration. The Flex Lite Elbow Guard is protection so light, flexible, and comfortable that you won’t know you’re wearing them.

KEY FEATURES

• Reactive Memory Foam (RMF) – Is soft and pliable and provides impact protection in accordance with CE EN 14120
• Air Mesh Perforated Fabric – Allows air to flow unimpeded while still providing protection and a compressive fit
• Trac Grip Silicone Grippers – Strategically placed in critical areas to help hold the pad in place, limiting uncomfortable migration
• Compression Sleeve Design – Features Trac-Grip on upper and lower cuffs to limit migration
• CE 14120 Level protection
• Sold in pairs

S/M, L/XL

NIHILO CONCEPTS STACYC AXLE NUTS

Add that custom touch to your STACYC 18 eDrive or 20eDrive!

STACYC Electric bikes are fast becoming one of the most popular electric balance bikes in the world. Nihilo has been working on several performance upgrades for your STACYC, as well as several custom products.

The Nihilo Concepts STACYC Axel Nut is made from 6061 anodized billet aluminum and fits the STACYC 18eDRIVE and 20eDRIVE models.

Available in Blue, Orange, Black, and Red to match your custom color scheme.

Each set will come with 4 STACYC Axels Nuts.

These axel nuts won’t work for the regular 12″ and 16″ stacyc and are made for the 18” and 20” STACYC bikes.

TM DESIGNWORKS BETA BLING

Looking to upgrade your 2024 2 or 4-stroke rear chain guides and case savers ? TM Designworks has you covered ! Available in Beta red and black the parts are constructed of TM Designs proprietary return memory plastic material that is oil impregnated for performance and UV protected so the OEM colors don’t fade. 

Price: Slide-N-Glide $ 204.95 Case Saver $108.95

Contact: www.tmdesignworks.com

DENAGO POWERSPORTS MX-1

The MX1 offers a semi-automatic transmission, meaning you have a foot shifter but no hand-activated clutch. Other performance features include a 107cc air cooled 4-sroke engine with a stainless-steel exhaust, adjustable suspension, hydraulic disk brakes and a manually adjustable throttle limiter to ensure you can learn at your own pace. Convenience features include an electric start with a backup kick starter, folding adjustable front brake lever, color matched comfort top grips, and a handy kickstand.

Price: $799.00

Contact: www.denagopowersports.com

RANDOM ACCESS

THE 2025 HUSQVARNA MX MODELS ANNOUNCED

*CLICK THE IMAGE BELOW FOR MORE*

2024 125cc SHOOTOUT 

*CLICK THE IMAGE BELOW FOR MORE*

RON’S WRAP : NEVADA 200 RECAP

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2-STROKE TUESDAY : CUSTOM BUILT RM300

*CLICK THE IMAGE BELOW FOR MORE*

IN THE TESING PROCESS : HONDA XR125L

The post 24-HOUR SURRON PROJECT: THE FEED appeared first on Dirt Bike Magazine.

We recently caught up with 10-fold National Trials Champion Geoff Aaron to learn what he’s up to these days. After a long history with GasGas that spanned three different parent companies, he’s now with Central Powersports Distributing, which handles Rieju, SWM, AJP and EM. Given the fact that he’s an icon in the trials world, we’re guessing the brand he’s most passionate about is EM, which is a French company specializing in electric trials and off-road bikes. EM has changed the game with electric trials bikes by being the first to offer a hydraulic clutch and an idle mode they call “TKO.”

Geoff gave us a sneak peek at EM’s latest offering; an electric off-road bike called the Escape X. This is a super lightweight bike with a range of about 50 miles. It has a hydraulic clutch option just like the trials bike. If you’ve been paying attention to the feedback on electric bikes, the lack of a clutch is the single biggest complaint. Most riders use a conventional clutch far more often than they realize, and it’s not just to keep the engine from stalling–it’s all about using the motor’s flywheel to store and release energy in a very precise way. Just watch any top trials rider for a demonstration. The upgraded Escape XR also has the TKO mode. The bikes are now arriving in dealers. The Escape X sells for $9999 and the Escape XR is $11,999.

ESCAPE “XR” — 2024
BATTERY TYPE: Lithium-Ion, 50.4 Volts
BATTERY CAPACITY: 3500 Wh
LIFE CYCLE: 1000 Cycles
CHARGE TIME: 2hrs & 30min w/ 25A Standard Charger
RANGE: 49.7 Miles
NOMINAL POWER: 6 Kw
PEAK POWER: 12 Kw
MAPS: 3 Standard (+ adjustability w/ EM Connect App)
LEFT HAND LEVER: Hydraulic Diaphragm Clutch
FRAME: 15CDV6 Steel
SWINGARM: Aluminum
FRONT FORK: 35mm Inverted Fork, 9.8″ Travel
REAR SHOCK: R16V w/ Remote Reservoir
FRONT RIM/TIRE: Morad 1.6×21″ Rim, Michelin Enduro Medium
REAR RIM/TIRE: Morad 1.85×18″ Rim, Michelin Enduro Medium
FRONT BRAKE: Nissin Caliper, 260mm Disc
REAR BRAKE: Nissin Caliper, 220mm Disc
WEIGHT: 194 Pounds
WHEELBASE: 52.4″
GROUND CLEARANCE: 13.8″
SEAT HEIGHT: 33.5″

ESCAPE “X” — 2024
BATTERY TYPE: Lithium-Ion, 50.4 Volts
BATTERY CAPACITY: 3500 Wh
LIFE CYCLE: 1000 Cycles
CHARGE TIME: 4hrs & 20min w/ 15A Standard Charger
RANGE: 49.7 Miles
NOMINAL POWER: 6 Kw
PEAK POWER: 11 Kw
MAPS: 3 Standard (+ adjustability w/ EM Connect App)
LEFT HAND LEVER: Progressive Regenerative Brake (PRB)
FRAME: 15CDV6 Steel
SWINGARM: Aluminum
FRONT FORK: 35mm Inverted Fork, 9.8″ Travel
REAR SHOCK: R16V
FRONT RIM/TIRE: Morad 1.6×21″ Rim, Michelin Enduro Medium
REAR RIM/TIRE: Morad 1,85×18″ Rim, Michelin Enduro Medium
FRONT BRAKE: Nissin Caliper, 260mm Disc
REAR BRAKE: Nissin Caliper, 220mm Disc
WEIGHT: 191.8 Pounds
WHEELBASE: 52.4″
GROUND CLEARANCE: 13.8″
SEAT HEIGHT: 33.5″

*All EM models have a one-year manufacturer warranty against workmanship and material defects.

STARK VARG, EDDIE KARLSSON AND THE BATTLE OF VEKLINGS

If you’re an electric bike hater, you have a lot of work to do lately. Eddie Karlsson just used a Star Varg to win the Battle of Veklings Extreme Enduro, which is like the Swedish version of Erzberg. It’s especially impressive considering the event is over two hours long, and Karlsson didn’t need a recharge or a battery swap. They say, in fact, he had 30 percent remaining when it was all over. The entire race is on his POV camera above, and it’s excellent entertainment. There’s a great bottleneck at minute 30 at the end of his first lap.

NORRA MEXICAN 1000 UPDATE

The NORRA Mexican 1000 is currently underway. Matt Sutherland and Alexander Smith have been trading stage wins in the Pro Rally class. Smith is riding a Ducati while Sutherland is on a single-cylinder KTM Rally 450. Today marks the start of a two-stage marathon in the NORRA Mexican 1000 Rally. Stage 4 starts on Wednesday, May 1st, at 11:30 am, stretching from San Ignacio to San Juanico, Mexico. Marathon stages prohibit teams from working on bikes overnight between stages. The marathon continues Thursday, May 2nd, with Stage 5 covering the distance from San Juanico to La Paz, Mexico.

Viewers can live track the race at the official NORRA website.

WE’VE BEEN BUSY

The Dirt Bike crew has been juggling a number of projects. In addition to our Youtube offerings, Mark Tilley also worked with the NGPC guys to present a live feed of the Fox Raceway GP. Check it out!

The post EM’S NEW ELECTRIC OFF-ROAD BIKE, NORRA 1000 & THE BATTLE OF VEKLINGS: THE FEED appeared first on Dirt Bike Magazine.

In the February, 2000 print issue of Dirt Bike, we tested what would go down in history as the greatest Baja bike ever built: the liquid-cooled XR650R. Today, we know that such a bike could never survive in the marketplace. Baja is too specialized for mainstream USA. On top of that, the bike’s timing was terrible. It was sandwiched between the Yamaha YZ426F and the Honda CRF450R. Those bikes were game changers in every way. Nonetheless, we were blown away by the XR650R. Here’s what we had to say in our first test.

Here’s how this story ends: The Honda XR650R is a truly great XR600R. That’s what it was meant to be all along. But never before have so many people wanted a bike to be something else. There are the moto-crazies who want it to be a Yamaha YZ400. There are the cross-country guys who want it to be a Japanese Husaberg. There are even the head cases who want it to be a Scott Summers replica (in other words, a worn-out XR600 with funny bars).
When the bike was finally announced last September, the reaction was strange. It was perfectly predictable that the bike would fit right into the XR600’s market, but some people were still shocked. It wasn’t what they wanted, so they wanted it to be a failure.

Forget all that “Honda’s answer to the YZ426” stuff. The XR650R was designed from the start to be the answer to the XR600R. Never mind that the 600 is still around in Honda’s line-up; that was just a measure to fill the time gap before the 650’s late arrival. You probably remember the hoopla last year. Honda announced that the 600 was discontinued, then changed its mind. The new 650 wasn’t yet ready. From that clue, people should have figured out that the new bike was going to be a large western trail bike, not a motocrosser and not a race bike.
Heaven knows there was a lot of room for improvement on the 600. We’re not really sure how long the 600 had gone unchanged, none of us have memories that go back that far. We think it was probably dropped into the Garden of Eden in its present form. By modern standards, it had long been considered slow, heavy and unreliable if hopped up. Long ago, Honda’s Baja team had discovered all its faults and amassed a list of recommended changes if the bike were ever to be updated. But the factory didn’t see any reason for that. Honda sold every XR600 it built (and it built a lot). The bike had a following. Then, in 1996, the XR400R was released and it immediately surpassed the 600 in sales. That convinced Honda to go ahead with a new version of the 600.
Here it is. Nothing is the same except the purpose. The liquid-cooled engine still uses a single overhead cam, but it no longer has the radial four-valve design. There are two more-or-less conventional rocker arms operating the four valves. The steel cylinder liner is gone in favor of Nikasil-coated aluminum. If you were expecting some new technology from the engine, forget it. Remember, this is a replacement for the XR600, which means conservative, reliable designs. Just putting radiators on the bike was a big internal controversy at Honda. So there are no throttle position sensors, no computer chip gadgets and no big surprises. Double over-head cams were even rejected as being too gimmicky for the conservative XR market. One feature that we haven’t seen before on a Honda is a Husaberg-like reed valve in the crankcase, which allows engine pressure to push oil into the gearbox, although the engine still uses a conventional pump to move oil up to the top end. Honda also had to deal with the American feds. The company did it in the normal ways, with restrictions in the intake manifold, airbox and exhaust. Honda offers what it calls “full power” parts to replace the standard intake manifold and exhaust baffle, and you can remove the airbox restrictor in seconds. We did all that before testing the bike. That’s pretty much standard procedure with Japanese off-road bikes these days.

The frame, on the other hand, is anything but standard; we’ve never seen anything like it before. It’s made of massive aluminum box-section tubing with a single backbone that carries the oil supply for the dry-sump motor. The CR-style twin-spar aluminum frame was poo-pooed because it limits fuel capacity too much. As it is, the new XR carries the same amount of fuel as the 600, but between the big backbone and the radiators there is little space left over. We don’t have any idea how the aftermarket guys like IMS and Clarke are going to build those massive Baja tanks, but we’re sure they will. The aluminum frame is painted just to keep corrosion under control in the long run. Remember, this is supposed to be a put- it-away-wet type of bike.
Honda execs decided to use KYB suspension for the XR650. How do they make these decisions? Dart board, as far as we know. The 600’s Showa fork was ridiculously dated, though. There was so much underhang below the axle that it would almost drag on level ground. The new KYB fork is based on the 1989 Kawasaki conventional fork that everyone liked so much. Underhang has been reduced since then, and the area around the axle has been reinforced so the bike goes somewhat straight in ruts. The rear shock is CR-like, with the exception of the missing high-speed compression adjuster. The XR still has a crazy amount of leverage on the rear shock, which means it has to have a super stiff spring.

HOW XR IS IT?
Can you imagine what would happen if we waited all this time for a new XR and it sucked? It just wouldn’t happen. This is Honda we’re talking about. The bike has an awesome motor. First of all, it starts easier than the old 600. Yes, we would still rather have an electric starter, but this is the next best thing. There is no starting drill to practice, no top-dead-center to find. You just kick and let the automatic decompressor do the work. How about the power? Frankly it couldn’t be better. It’s fast but not nasty. Big, powerful four-strokes are usually brutes; they run badly off the bottom, they stall, they vibrate, they backfire, they have terrible engine braking, they pull your arms out of their sockets and in general have no manners. An uncorked 650 Honda has all the good traits of a big thumper and none of the bad ones. The powerband is so wide that you could ride all day in top gear. It pulls and pulls and pulls. And it has just enough of a hit to be fun. The front end comes up if you yank the throttle cable in almost any gear, but if you roll it on gently, the bike is super easy to control. In outright power, the bike is way stronger than an XR600. We know, that’s not saying much. A slightly hopped-up XR400 is stronger than a 600, too. But the 650’s power output can be compared to a European four-stroke. A Husaberg 501 or a VOR 503 in enduro trim are in the same league as the Honda, although we need to say that a Husaberg 600 would wax all of them. But the XR has easy potential for more roost. Even with the baffle and intake restrictor removed, it’s super quiet, so you could always trade decibels for horsepower if you need more juice. Only thing is, we can’t imagine why. In real-world acceleration on pavement, the bike will outpull a 250cc motocross bike. On top, it will touch 99 mph. Johnny Campbell’s Baja-winning 650 had a different exhaust, higher compression and a 45-tooth rear sprocket. That bike was clocked at 105. Actually, Johnny Campbell reports that the gearing alone would provide that top speed. The exhaust and the compression just help acceleration.

Back in the real world, the list of things that a stock XR650 doesn’t do is pretty impressive. It doesn’t cough and die when you grab a handful of gas. It doesn’t vibrate. It doesn’t require two hands to twist the throttle. It doesn’t have unmanageable amounts of engine braking. It does have manners.

OKAY, LET’S TALK POUNDS
We expected the bike to have a great motor. We didn’t expect it to weigh so much. The XR650R tips the Dirt Bike super scale at 287 pounds without fuel. That’s a lot. Just imagine if it had a steel frame, or double overhead cams, or worse yet, an electric starter! That kind of weight would have been okay a few years ago, but not now. When you look at the motor, it’s easy to see where the weight is. It’s huge! In all the years of technological advancement since the XR600 was designed it’s amazing that Honda hasn’t figured out any way to shave off bulk. The motor is narrower, at least, than a 600. But when you ride the XR you can’t escape the weight. You feel every pound.

That dictates the bike’s mission. It is a bike for going fast in wide open spaces, just like the old XR. And it does that extremely well. The 650 is super stable. We don’t know why, but the new XR, just like the old XR, never has head shake. It should. It has soft, cushy suspension and sharp cornering manners. That’s the recipe for a wild ride with crazy wet-dog-like head shake. But the bike is so steady at speed that you really don’t realize how fast you’re going. At the other extreme, the bike is, once again, just like an XR600. The technique for getting around turns is as follows: Point the front wheel where you want to go, then go there gently. You don’t have to slide the back end around the front wheel, you just steer it without the workout. The weight only becomes a factor if you get in a hurry. Then the front end pushes, the brakes lock up and you feel like the bike just grew in every dimension. Scott Summers manages to defy the laws of physics by winning races in tight terrain on his XR, but that doesn’t mean much. Scott is one of a kind, and we have no doubt that he will continue to win races when he trades in his 600 for a 650 next season.
Kayaba did a good job with the suspension. It’s never a factor, no matter where you ride. At high speed, there’s no mushiness, yet the XR is awesome in first-gear rocky sections. It’s hard to do both. The rear end, in particular is super versatile. You can handle killer San Felipe whoops and then pick your way through bomb craters without changing a thing. The front fork handles the rocks just as well as the rear, but you can bottom it hard if you hit something at speed. That’s fine with us. We wouldn’t want to trade away the super cushy ride just to avoid hearing one or two clunks on any given ride.

WHAT’S SO SUPER?
Honda isn’t infallible in the detail department. Just ask any first-year XR400 owner. In this case, though, Honda paid much better attention to the little stuff. The kickstarter, for instance, doesn’t flop out, the shifter isn’t super flexy and the carburetion is flawless. We are slightly disappointed by the spindly rear brake lever, the narrow footpegs and the cheesy plastic skid plate, but we’ll get over it. So was it worth the wait? Good grief, no; not if you’ve been waiting for over ten years for a better XR600. Nothing could be worth that kind of wait. There is nothing on this bike aside from the aluminum frame that wasn’t common technology back in 1990. But you need to remember that part of the original XR’s appeal was that it had old-world, proven designs. In 1990, that meant an air-cooled, slightly overweight bike with a great personality. In 2000, it means a liquid-cooled, slightly overweight bike with a great personality. If you love the XR formula, you won’t be disappointed by the latest one. We all fall into that category. As we said up front, the Honda XR650R is a truly great XR600R. If you want something else, you’ll have to look someplace else.

XR vs XR
How did the XR600R last so long? Maybe it was because it did its job so well. Frankly, even after all these years, there was no bike that was so comfortable for high speed and long distances. There were certainly better race bikes, but the 600 was the ultimate western playbike. Can the 650 do better?
• POWER: Yes. The 650 has more power everywhere and it’s just as easy to use. Usually horsepower comes with a penalty somewhere. Not in this case. The new 650 is even easier to start.
• SUSPENSION: Yes, the 650 wins again. The new XR’s fork is a massive step forward. It flex- es less and provides better action at high speed and low speed. The rear suspension on the old 600 is surprisingly good by modern standards, but it still gives up a little at race speed to the 650.
• WEIGHT: No. The old 600 is no lightweight, but it feels and is lighter than the new 650, if only by a tiny margin.
• HANDLING: Yes. Both bikes will beat you up at race speed, but the new XR’s suspension advantage makes it a little easier to manage.
• COMFORT: It depends. The 600 has old-world ergonomics. With a lot of rearward sweep in the bars and a big, cushy seat, the 600 is a sit-down bike. If that’s what you like, that’s what you like. It’s easier to stand up on the 650, and the smoother tank/seat junction makes moving around easier.
• RELIABILITY: Only time will tell. The 600 had a reputation for being unbreakable, but only when left stock. If it were hopped up to the level of a stock 650, watch out! Chances are that the same will be true of the new bike: leave it alone and it will never break. And with this much power, leaving it alone is no problem.

So there you have it. The 650 is a worthy successor to the most popular dirt bike of our time. Will the 600 continue to be available? For now, yes. But as soon as the 650 eats into the 600’s sales figures, which is inevitable, Honda will drop the old XR like a hot rock. The business of motorcycle sales leaves little room for sentimentality.

The post REMEMBERING THE GREATEST BAJA BIKE EVER BUILT: THE FEED appeared first on Dirt Bike Magazine.

Arai isn’t a company that pops out with a new product every few months. When a new helmet arrives, it’s a big occasion. Last week we got to try the Arai XD-5 Adventure helmet for the first time. This replaces the XD-4, which had more or less become the go-to headwear for the most serious adventure riders. The helmet obviously has a new look, but the core beliefs that guide the company haven’t changed for a very long time. The shell still has a roundish shape made from 25 separate pieces of fiberglass, hand laid together to form a strong, smooth structure. Arai sticks to its belief that a helmet’s exterior should be free of any irregular shapes that could catch and cause rotational forces in a crash. The plastic pieces that funnel air into various ports are made to break away on impact, leaving a smooth “egg” shape. The EPS liner is made of multiple densities to absorb the impact, whereas the shell itself is designed for strength.

When it comes to safety, we more or less have to trust the helmet company to look after our best interests. We don’t have the knowledge, resources or willingness to test that aspect of helmet design. But, for what it’s worth, we drink the Arai Kool Aid. If any company is worthy of trusting with your head, they are.
After spending a week with the XD-5, we can certainly report that we love wearing the helmet. Some new features are pretty impressive. It’s designed to be used in any of three configurations; full street mode is sun visor off, face shield on. Dual-sport mode is sun visor and face shield both in place. Off-road mode is sun visor on, face shield removed and goggles in place. The engineers know it’s unlikely that you will change the helmet configuration during any given ride, but they put a lot of thought into making it easy. The face shield and the sun visor are both designed to come off or go on quickly. At first it’s a little tricky, but you get the hang of it. You don’t need tools, although if you want to ride in full street mode, you will have to use a quarter to remove the plastic screws on the sun visor and move them to the face shield. It’s a very clever system.

One capability that the helmet lost in this generation was the ability to use goggles with the face shield flipped up and out of the way. The new face shield pivot interferes with the goggle strap. Arai engineers say that the pivot was lowered in the interest of safety. It’s now in a less commonly impacted zone and therefore less likely to catch on anything in a crash. With these guys, changes are always driven by safety. Another aspect that you notice immediately is that there’s a huge port between the sun visor and the shell. This allows wind to pass through easily for ventilation. Also, if you look to the left or right at speed, the visor doesn’t catch nearly as much wind and try to twist your head.

We can report that ventilation is excellent and comfort is outstanding. There are four ports that can be opened or closed and you can instantly tell a difference. There are also several options for a dam under your chin to help with windscreen fogging. We know that every head has a different shape, but almost everyone likes the way the XD-5 fits. We attended a press briefing where a dozen different riders were fitted with new helmets–virtually none of them needed modification. Arai engineers say that, over the years, they have learned that western heads and Asian heads have different shapes. These helmets were all designed for western heads. They say that other helmet manufacturers might not make that distinction.
As you might expect, the XD-5 is a very expensive helmet. The helmet we used was the Cosmic Red colorway, which sells for $950. It’s a piece of riding gear that, barring crashes, should outlast your current motorcycle. Maybe even all your motorcycles to come. For more information go to https://www.araiamericas.com/node/417

THE KTM 790 IS BACK

We used the Arai XD-5 helmet intro as an excuse to get some more time on the KTM 790 Adventure. In case you haven’t already heard, the 790 is back! We loved this bike when it came out in 2020. Back then the base model sold for $12,699. Not long afterward, that bike morphed into the KTM 890 and the price went up to $15,799. Now, KTM has reintroduced the 790 with a price of $10,990. How is that possible? The bike is now manufactured by KTM’s Chinese partner CF-Moto. All the original tooling was shipped to Hangzhou, so the 790 could be offered as direct competition to the Honda TransAlp ($9999) and the Yamaha T7 ($10,799).
We have a pretty high opinion of CF-Moto–we actually toured the factory back in 2013. But, we still don’t have enough time to really know whether or not the 790 is built to the same standard as the original. Stay tuned.

JEFF STANTON ADVENTURES

Jeff Stanton was along for the ride with the Arai guys, too. As it turns out, Jeff is a big adventure bike fan and has turned it into a business. He hosts about six rides a year in Northern Michigan. He has 20 current Triumph adventure bikes, so all you have to do is show up and have a good appetite for riding. Go to https://jeffstantonadventures.com/

The post ARAI XD-5 ADVENTURE HELMET REVIEW: THE FEED appeared first on Dirt Bike Magazine.

The new-generation KTM TBI (Throttle-Body Injection) two-stroke motors have been a hot topic since they were introduced in 2023 on the XC and SX two-stroke competition machines. Knowing that the XC-W models would follow suit, we were anxious to get seat time on the new bike and learn where it ranked in comparison with the 300s that we know so well. To date, we have a little over 40 hours on the 2024 KTM 300XC-W and found it’s very different from its predecessors.

First things first, the new XC-W is far smoother and trail-oriented than we expected. It appears to have the same motor as the 2023 300XC, but the cylinder, the head and most importantly, the map-ping are completely different. The new XC-W is far mellower. There are pros and cons to this. In the woods, we absolutely love this package. It’s calm, smooth, predictable and makes traction. On the other end of the spectrum, when we ride our high-desert loop where it’s sandy and the hills are vertical, the machine struggles to get to the tops of the climbs.

Even on the previous generation 300XC-W with Transfer Port Injection, we could hill-climb and utilize third gear endlessly with a quick stab of the clutch. The new TBI 300XC-W just lacks the mus-cle to pull third and stay up on the pipe in steep terrain. Internally, the gearbox ratios are identical, but the feel throughout the power-band is not. Stock gearing on the XC-W is 13/45. We have tried a 48-tooth sprocket; this tightens up the gaps but makes first and second gear very low.

One other note in the engine department is the temperature. This scoot runs warm—hot, even. We rode last year’s 300 TPI machine for an incredible amount of time and never felt it necessary to in-stall a fan. The 2024 300XC-W, however, can barely handle a few minutes of technical work and slow conditions without turning into a tea kettle. Part of the temperature could come from the thermostat, but we aren’t totally sure. Because the bike overheats often, we must remove the new-style radiator cap, which is painful. Some-times it comes off easily, while other times it won’t budge.

The 2024 300XC-W has a new frame. It’s loosely based on that of the 2023 SX motocross bikes, but it has PDS rear suspension in-stead of linkage, as well as a new coil-spring version of the Xact fork. The ergonomics are impressive, and we do like the slim and sleek bodywork, which makes the bike easy to move around on. Under your caboose the saddle is a bit on the firm side, but uses a nice flat base, making the bike easy to corner and move around on. You might have heard some criticism of the new KTM moto-cross frame. The chassis is stiff even for motocross, and that’s al-so true here. At low speed, both ends of the suspension lack plushness. The previous-generation bike would gobble up rocks where the 2024 model is somewhat unsettled and deflects more often. It’s much better at speed–it’s as if the motor development team and the chassis development team had different goals.

The new kickstand is much improved over the old bike, getting rid of the old bracket and self-tapping screw that launched on cue. New handguards at the controls are improved and mount to the clutch and brake perch. If you’re into night riding, you’ll love the new LED headlight. There is no comparison with how much bright-er it is over the old bike. We have been having issues with the new push-button light switch, as it won’t stay engaged and shuts the light off. On the belly of the bike, the new skid plate offers proper protection to the frame and engine. Air-filter access is improved with more room and more visibility to ensure you fully seat your filter correctly.
At 40 hours the motor hasn’t shown any sign of weakness. We experienced chronic problems with various sensors on the TPI bikes. Those have not arisen here. We do think the TPI bikes had better fuel-range. We’re working on suspension updates and performance mods that won’t offend the trail worthiness, as well as soothing some of the gripes that have surfaced. Overall, it’s a se-rious wagon and totally different than the TPI model.

NEW BIKES AND NOT SO NEW BIKES

Many of the manufacturers are now releasing their 2024 dual-sport bikes, street bikes and unchanged models. In the mix is one Kawasaki street bike that caught our attention. The Ninja 7 Hybrid has some interesting technology that we will probably see on dual-sport bikes soon. The electric component of the hybrid power unit includes a liquid-cooled traction motor powered by a 48V lithium-ion battery pack beneath the seat, enabling all-electric riding for short distances at low speeds.  The battery is charged while riding, eliminating the need for external charging. Heat management is  addressed with two radiators, a liquid-cooled oil cooler, and a system directing hot air away from the rider. Ducts in the lower cowl provide cooling for the hybrid power unit’s components. The regenerative system recycles deceleration energy back to the battery, contributing to an extended cruising range.

Here are some other bikes that were just released and re-released.

KAWASAKI KLX230 SM

Kawasaki KLX®230 S
Color: Lime Green, Battle Gray
MSRP: $4,999
Availability: Now

Kawasaki KLX®230 S ABS
Color: Lime Green, Battle Gray
MSRP: $5,299
Availability: Now Kawasaki KLX®230SM ABS
Color: Battle Gray
MSRP: $5,599
Availability: Now

HONDA SCL500 “SCRAMBLER

Colors
Candy Orange
Matte Laurel Green Metallic
Matte Black Metallic
MSRP: $6,799
Available: April

HONDA CRF300L

Colors
CRF300L ABS: Red
CRF300L: Red
CRF300LS: Swift Gray
MSRP
CRF300L ABS: $5,749
CRF300L: $5,449
CRF300LS: $5,749
Available: April

HONDA CRF300L Rally

Color: Red
MSRP
CRF300L Rally ABS: $6,499
CRF300L Rally: $6,199
Available: April

HONDA XR650L

A motorcycle of legendary status, the XR650L continues to stand the test of time, thanks in part to its simple, no-frills design and relentless dependability. Backed by an incredible record of success in Baja, this dual-sport icon has amassed a loyal following of enthusiasts around the globe since its introduction in 1993. Not only is it impressively capable in the dirt, it can also serve as an affordable means of transportation around town. The XR650L’s powerful combination of rugged versatility, rock-solid reliability and remarkable value have established it as a mainstay of Honda’s dual-sport lineup.

Color: White
MSRP: $6,999
Available: March

HONDA XR150L

Value-focused, yet impressively versatile, the XR150L makes the dual-sport motorcycling experience more accessible than ever. With a budget-friendly price tag, efficient fuel economy and approachable ride characteristics, this do-all machine is a capable around-town commuter or campground companion. The XR150L is outfitted with convenient features like a rear cargo rack and electric starter, but it maintains the rugged simplicity for which the XR family of motorcycles is known. Plus, with a wide range of Honda Accessories available, it can be easily adapted for various riding experiences.

Colors
Black
White
MSRP: $3,099
Available: February

HONDA Trail 125

Colors: Turmeric Yellow
MSRP: $4,099
Available: March

MONTESA

Colors
Montesa Cota 4RT300RR: White; Red
Montesa Cota 4RT260R: Red
MSRP
Montesa Cota 4RT300RR: $11,899
Montesa Cota 4RT260R: $9,299
Available: February

LARS LARSON HONORED

Legends and Heroes, along with our spokesman Broc Glover, is proud to announce that we will honor Lars Larsson at round 2 of the Anaheim Supercross on January 27th., 2024.
Lars Larsson is a pioneering motocross and off-road racer from Sweden who helped introduce motocross racing to America in the late 1960s. He was a leading International Six Day Trials/Enduro (ISDT/ISDE) rider during the 1960s and 1970s. He earned multiple gold medals riding for the United States, Mexico and his native Sweden. Lars was also instrumental in setting up the original Husqvarna dealership network across America in the late 1960’s, And helped launch Torsten Hallman Original Racewear (THOR).

Lars was born in on July 5, 1941 in Stockholm, Sweden. His first race was in 1959 in a Swedish enduro, riding a Husqvarna 175. “The Husqvarna 175s were street bikes,” Lars recalled. “But we would convert them to off-road bikes by stripping them down and making them as light as possible. Lars had become a leading rider when
the AMA instituted the Inter-AM motocross series. In 1971, he won four of the five Inter-AM 500cc non-national races on a special Husqvarna racer built with a titanium frame. His true forte became off-road racing. He was a leading national enduro rider through the 1970s and earned gold at the 1971 International Six Days Trials (later called the International Six Day Enduro) in Czechoslovakia riding for the U.S.A. Trophy squad.
By the late 1970s, Lars retired from racing professionally. During his career he was a factory rider for Husqvarna, Can-Am, Maico and Kawasaki. He continued to race on the amateur level and earned a World Vet Motocross Championship in 2001 at the age of 60. Now in 2024, Lars is 83 and still racing. Lars was inducted into the AMA Motorcycle Hall of Fame in 2002.

The post 2024 KTM 300XC-W LONG-TERM REVIEW: THE WEEKLY FEED appeared first on Dirt Bike Magazine.

For 2002, Ricky Carmichael made a controversial switch to Honda. Some fans initially turned away, but as soon as he started winning, Ricky was as popular as ever. Mid-season, Honda gave us the opportunity to ride the works CR250R two-stroke that Ricky used to capture the Supercross championship that year. It had been on display at the Hard Rock Cafe since RC won Vegas. We also got to pick the brains of Honda teamsters Chad Watts and Erik Kehoe, mechanic and manager, respectively, for Team Universal Studios Honda. We got a glimpse into the preferences of RC and how much different his indoor sled is from his outdoor bike.

No doubt about it, Ricky Carmichael’s switch to Team Honda paid off. Despite his first-round DNF and another nasty get-off at Pontiac, RC had a stellar Supercross season, winning 11 mains, 12 heats and his second 250cc indoor title. He’s started off the outdoor season in dominating fashion, too, winning 10 motos in a row. Yep, Honda has to be pleased, winning its first indoor title since McGrath did it in ’96. The break between Mt. Morris and Southwick, was our opportunity to ride Carmichael’s championship bike.

“My very first lap on the Honda at my supercross track at home,” said Carmichael, “I set my all-time lap record. The bike is so stable I could go faster without working as hard.”

“Ricky took the bike home to Georgia,” said Chad Watts, “and when it came back the bars were rotated down, almost to the tank! The steering head is taller on the CR, so Ricky wanted the bars lower and further back. It’s funny, Ricky uses the #999 McGrath-bend bars, and McGrath uses the Ricky bend.”

It also seems RC is a lot like former Team Honda star Jean-Michel Bayle in that, once he finds the setting that works, he sticks with it. “He may want a click here or there, but the basic setup doesn’t change from track to track, race to race,” says Chad.

As for us, we had a difficult time even riding the #4 Honda at Glen Helen’s Supercross track. According to test pilot Spud Walters. “It’s like riding the world’s fastest minibike. His bars and levers are so weird that it actually hurt my clutch finger after a few laps. Actually, if you rotated the bars to the “normal” position, the levers would be perfect for old-schoolers. As for suspension settings, RC is much like MC in that he likes his bike very low in the back and the fork stiff, which makes the bike feel like a chopper. And what could be more stable than a chopper?

Just as McGrath likes his shock to settle and stay put, Carmichael takes the idea to new extremes. Give the Carmichael bike the seat-push test, and it will move an inch then stop cold. Press harder, and it presses back, refusing to budge. Likewise, lift the rear fender, and the rear wheel comes off of the ground. There’s so much compression and rebound damping in the works Showa shock that it feels like The Dead Zone. When it settles, it’s like having only six or seven inches of travel left, and it practically bottoms on the faces of jumps. It works for Ricky, though. Up front, the fork isn’t nearly as damped as the shock, but it’s pretty darned stiff. Spud never bottomed it, as the O-ring indicator showed we had a good inch of travel left. There’s no spike or mid-stroke harshness of any sort, and the bike turns extremely well, despite being set up for Ricky’s back-it-in riding style. “Ricky steers with the throttle and his hips,” said Watts.

One thing is for sure, RC’s motor is as fast as his chassis settings are weird. The factory Honda Gieken Asaka engine puts out some 56 horsepower, equivalent to a KX500. Response is instantaneous, although it’s a little rich off of the very bottom. It comes on in the lower midrange and builds power extremely quickly into an eye-watering, white-knuckle top-end. It’s like being shot out of a cannon. And why not? The HGA crank, special gearbox, handmade pipe, digital ignition, cylinder, head, works Mikuni carb and Delta V-Force reed work well together and accommodate Ricky’s whiskey-throttle hand. We looked for a titanium throttle cable or one the size of a clutch cable. Nope, Chad just keeps an eye on the OEM unit. He does use heavy-duty clutch springs to help the motor deal with Ricky’s zealous left hand, though. Reliability is big with the new CR250R mill. “We use the same motor for five races,” said Watts. “We’ve got these really killer metal boxes, and I Fed-X them back and forth between races.

Chad and the team change frames and swingarms every five races, then they swap out the components to team practice bikes, thereby saving the new factory bits for the race bikes. To further lower the back of the bike, Chad also cuts down RC’s subframe and makes special cuts to the seat foam. “HGA also sends us seats, so Ricky has a choice from track to track.” As for tires, RC is also set in his ways. “No matter what, RC wants a 756 rear. Fronts are either a 739 or the factory 742,” Chad said.

HGA radiators increase cooling capacity over stock, so RC never has to worry about overheating, even at the hottest outdoor races. RC has never lost a point from a flat tire because he runs bib mousses indoors and out. Nor does he like the wider 2.5-inch rear rim for hard-packed tracks. Also, although he runs a massive 280mm front disc, a 240mm rear disc and works Nissin master-cylinders and calipers. He likes a nylon brake line instead of the factory braided-steel ones. It’s also very loose at the lever, so much so that it smacked Spud’s hand under braking. Hinson provides team baskets and pressure plates. Chad recently did a motor that had 11-12 hours of racing and practice on it, and the basket’s tangs were just starting to groove.

Yep, the Honda guys are stoked. RC is going faster than ever, and now he’s riding red. Cliff White did his homework well in setting up a machine that RC would like, and the team has gelled behind its new star. “When anyone at Team Honda wins, everyone gets a bonus,” added Chad. How can you beat that? You have a guy who’s easy on equipment, dedicated to training like no other, driven to win everything in sight (including practice) and so humble he doesn’t even run his #1 plate. And, if you think Honda’s recent successes are all due to Ricky, consider that Sebastian Tortelli is often the fastest guy on the track, once RC sets it on cruise control. Tortelli is on the same machine as Ricky and has produced a couple of 1-2s for the team, so some of that speed has to be the bike. And the team behind it.

MOTOCROSS SET UP
How RC’s MX ride differs from the SX bike

Speeds are higher and so are the temperatures during the outdoor season. Long before this MX season started, Team Honda was testing in earnest. The powerband had to be moved up and made wider, suspension settings had to be finalized, as did steering geometry and ergonomics. Here are the things that were done differently when building RC’s outdoor bikes.

• Fork: Lighter damping and spring rates, fork dropped in triple clamps for more high-speed stability.
• Holeshot device: Removed for the concrete start-pads of the MX series, as RC wants as much rear-wheel traction as possible.
• Handlebars: Rotates them forward a little for more front-end traction.
• Engine: More top-end power and over-rev through revised cylinder and ignition settings.
• Gearing: Where RC runs 14/53-56 in supercross, depending on the track and soil, he runs 14/50-53 outdoors. The wheelbase varies slightly depending on sprocket choice.
• Shock: Lighter damping and spring, linkage unchanged. • Maintenance: Watts swaps engines every four races instead of five.

NEW PRODUCTS

EVS SOFT BALLISTIC PRO

Superior protection meets ultimate comfort; the Ballistic Pro provides the best of both. The Ballistic Pro features RMF (Reactive Memory Foam) Technology that’s soft and pliable in its natural state yet stiffens when force is applied to provide a protective impact barrier. Perforated Air Mesh fabric allows air to flow unimpeded while protecting against abrasion and sunlight.

KEY FEATURES

• Reactive Memory Foam (RMF) – Is soft and pliable in its natural state but hardens when force is applied, providing a protective barrier
• Air Mesh Perforated Fabric – Allows air to flow unimpeded while still protecting from abrasion and sunlight
• Race Collar Compatible – Fits EVS race collars and most neck braces. Integrated loop straps ensure any EVS race collar stays in place during use
• Compression Fit
• Removable shoulder back and elbow guards
• Chest meets CE 1621-3 standards

S, M, L, XL, XXL, AND XXXL

Price: $ 219.99

MOOSE RACING SPARK PLUG RESISTOR COVERS

• THIRTEEN DIFFERENT STYLES AVAILABLE TO FIT MOST APPLICATIONS
• REPLACES NGK RESISTOR COVERS
• CERAMIC RESISTORS THAT ENSURE PERFORMANCE
• HIGH QUALITY DURABLE PHENOLIC RESINS
• WATERPROOF CAPS FOR SUPERIOR PERFORMANCE
• ALLOWABLE PLUG THREAD SIZE: 10MM, 12MM & 14MM
• ALLOWABLE TERMINAL TYPE: STUD & NUT

Price : $ 5.99 – $7.99 Applications listed below

FASTWAY SPARK ARRESTOR 2024 KX450

The Fastway Spark Arrestor End Cap is designed as an efficient way to convert your stock muffler into a U.S.F.S. approved spark arrested muffler. When the spark arrestor screens are not required, such as at the MX track, simply remove two machine screws on each end cap and take out the screens. Each end cap is machined out of solid 6061 aluminum and anodized with a protective finish. Designed to quickly and easily convert stock, 4-strokes and some 2-strokes, to United States Forest Service (U.S.F.S.) approved mufflers.

• Precision engineered, manufactured, and assembled in the U.S.A.
• 6061 billet aluminum construction
• U.S.F.S. approved

Price: $159.95

TWO-STROKE THEATER

The post WHEN WE RODE RICKY CARMICHAEL’S 2002 WORKS CR250R TWO-STROKE: THE WEEKLY FEED appeared first on Dirt Bike Magazine.

Back in 1999, KTM was a two-stroke company. The LC4 was a playbike that had been hammered into a racing role by a few passionate engineers, riders and mechanics, but it was dated and the arrival of the Yamaha YZ400F forced KTM to act quickly. The quick solution was to buy Husaberg and use that company’s technology to jump-start a new program of Racing Four-Strokes (appropriately named the “RFS” engines). In 1999, KTM raced the World Enduro Championship on prototype four-strokes and won the 400 class, Then they invited Dirt Bike to the site of the final round to ride the prototypes. Here is what we said in the October, 1999 issue.

Of all the new four-strokes on the horizon, from the mysterious rumored Honda to the spacey new Cannondale, only the KTM will come into the world with guaranteed success. How?
Before the first one rolls off the assembly line, before the first dealer sells one, it already will be a world champion. The development for the new motorcycle was accomplished in European races and in the process, Giovanni Sala won the 400cc Enduro championship, wrapping it up at the final round in Dvur Kralove, Czechoslovakia. The day after that happened, the world-traveling editorial staff of Dirt Bike showed up in Dvur Kralove (pronounced with great difficulty) to ride Sala’s preproduction 400 EXC, as well as Kari Tiainen’s 520cc version. The racing season was finished, so they figured no matter how badly we bent up the bike, it wouldn’t matter. Naturally, we abused the privilege as much as possible.

The bikes we rode were the enduro versions. The motocrossers were being developed under a different program with Peter Johansson and Shayne King still in the thick of the GP wars. The bikes are wet sump (oil carried in the case) six-speeds with a single chain-driven overhead cam, four-valves and electric starting. If that sounds very Husaberg-like, then you win the home version of our new Technical Word Association Jeopardy. KTM engineers took a close look at the Husaberg motor before starting. In fact, for the first few races, the bikes actually used Husaberg heads. Other ideas were taken from Japan. The drive chain is on the left side. And the bike will have virtually the same carburetor that came stock on the 1999 Yamaha YZ400, electronically wired into a Kokusan ignition. Like the YZ, the KTM’s throttle opening helps determine ignition timing. KTM doesn’t mind sourcing parts from Japan–the Austrian engineers complain that it takes a long time to have anything custom-designed by the Japanese, but when it’s finally done, it’s right the first time. A couple of interesting notes: The new four-stroke motor is actually a little narrower than the existing KTM two-stroke motor. That’s impressive, considering it has an extra gear set inside (at least in the enduro version. The motocrosser will be a four-speed without electric starting). The motor is wedged into the existing KTM two-stroke chassis with as few changes as possible. The engine has two header pipes, both exiting between wishbone downtubes and leading back to an incredibly quiet muffler. The bike is a little taller from the pegs to the seat than the two-stroke-that’s fine for riders of medium height, because some considered the existing KTM riding position to be a little cramped.
Now for the Big Number. According to KTM engineers (those are the guys who use real numbers, as opposed to the marketing guys, who use Monopoly numbers), the enduro bike with full lights, electric starter and kickstand, in either 400 or 520 version, will weigh 115 kilos. Multiply that by 2.2 on the Dirt Bike calculator and you get 253 pounds, or about as much as a Yamaha YZ400 motocrosser.

Unfortunately, Czech customs would not let the fabulously accurate Dirt Bike atomic scale into the country. But we believe the weight figure. Sure, it has an electric starter and a battery, but the Yamaha has an extra cam, a counterbalancer and a motor that’s physically about 20 percent larger. When you lift the KTM off the stand, it feels about as heavy as it should feel. When you get on board, it feels as narrow and small as it should feel, if it were a two-stroke.
Forget all the shallow-end-first business; we rode the 520 first. It’s fast. Way fast. If you know what a Husaberg 501 motor feels like, then you’ve got most of the picture. The KTM has that same low-end snap followed by a long, hard pull. It’s not as much of a revver as either a Yamaha or a Husaberg, but that’s fine. By the time you get to the higher revs, you don’t want any more. The motor is super responsive. You don’t have to wait around for it to lumber up to speed like older KTM four-strokes. When you open the throttle, things happen fast, more like a Yamaha. And it’s making all this power with a full-enduro muffler. We can only guess what the MX version will be like.
Is it too fast? That depends on what you plan to do with it. In really tight woods, it might be a handful. But the bike feels so light, it’s hard to get into too much trouble. It really does handle just like a KTM two-stroke. These days, that’s hard to beat. KTM lost the funky Euro-bike feel years ago. You can jump off a Japanese bike onto the 520 and feel right at home. The suspension on our test bike was great. Actually, we rode two different 520s: Kari Tiainen’s and Fabio Farioli’s. Both bikes had WP inverted forks and PDS no-linkage rear suspension, but they were set up for those particular riders. Tiainen’s was softer than Farioli’s, but chances are that the production version will be softer still. The race bikes also had some impractical touches like super-short-life fork seals that have no friction, but only last a day or so. They were certainly plush but were weeping by the end of the test session.·

After riding the big bike, the 400 felt exactly like you would expect. It’s a mellow 520. That means it’s easier to ride and more fun in the tight stuff. It clearly isn’t as fast as the 520 (thank goodness), but it’s just as responsive. Again, it’s hard not to make comparisons to a Husaberg. We know, that doesn’t do 99.9 percent of the world at large much good. But the remaining 0.1 percent of you will notice the bike’s descendancy from a ‘Berg 400 right away. For the rest of you, the power is a cross between Yamaha WR400 and Honda XR400. The bike doesn’t rev as high as a Yamaha, and it makes most of its power right in the middle. We would guess that in a turn-to-turn drag race with an unplugged WR, the KTM might lose just a little ground. But you have to remember that an unplugged WR is just that: unplugged and super loud. If you managed to get the Yamaha down to the same noise level as the KTM, it would be more equal. And if you left the stock plug in the WR pipe, the KTM would walk away.
Is there anything that wasn’t perfect during our brief test ride? Tiainen’s bike had a slight carburetion glitch–the bike would hiccup on jumps. It might have been the result of an exhaust leak. Remember, it had been raced in a world championship enduro round the day before. Farioli’s bike was fine. All the bikes seemed to run a little hot, which is typical of wet-sump motors. But after hours of riding on a hot day, none of the machines steamed or boiled. Not that we didn’t try.

KTM still produced the LC4 in 1999. It was a decent bike with 10 years of refinement, but it was no racer. Lance Smail and Tom Moen got one to perform in Supercross, but it was no easy task.

… there’s still that magic button. Electric starters on dirt bikes have been around long enough now that they are no risk anymore. We’ve never had a failure that’s more serious than a dead battery. Just to say we did, we started the 520 with the kickstarter once. It fired right up. KTM engineers say that the battery and the starter cost about 15 pounds. On any four-stroke, that’s weight well spent. No matter how simple the drill is, there are riders who will never master the art of kickstarting a thumper. Even they, however, can push a button. Will the production versions be as good as the race hikes that we rode? Will the bikes gain weight in the process? Will the bikes be as good on American soil as they were in Czecho? We’ll have to wait a few months to find out. KTM is now moving into a new 80,000 square-foot factory and the four-strokes will start rolling off that assembly line in December. We’re not scared, though. If the real things are half as good as the bikes we rode, we’re going to have a fun year.

REMEMBER THIS ONE?

While we were looking back at 1999, we came across Jeremy’s tribute to the Austin Powers movie series. Awesome.

EVEN BETTER …

Don’t start looking at old ads unless you have a lot of time to kill.

NOW PLAYING …

The post 1999, WHEN KTM GOT SERIOUS ABOUT FOUR-STROKES: THE WEEKLY FEED appeared first on Dirt Bike Magazine.

Ducati’s 450MX bike is a winner already, we test the ground breaking new Losi RC MX Bike, give you a first look at new products from Fasst Company, Backyard Designs, Moose Racing, Husqvarna Bicycles and share a link for a chance to win a brand new 2024 Beta 300RR Race Edition motorcycle for only $5 !

The Ducati Desmo450 MX ridden by Alessandro Lupino took pole position and a moto victory on its debut in the Motocross Pro-Prestige MX1 Italian Championship. Lupino suffered a poor start in the second moto and was able to climb to  sixth. That put him in second overall in the first round of 2024. The prototype marks Ducati’s entry into specialist off-road racing and represents the first step in a project that will see a complete range of off-road motorcycles, developed on the most demanding of race tracks.

In the first round of the Italian MX1 Championship, held on the International Circuit of Mantua, the eight-time Italian Champion, after having set the best benchmark both in free practice and in qualifying, led the opening heat from the first to the last lap. In the second heat, after a difficult start, Lupino finished seventh after a great comeback, sealing the second overall place in the round.

ENTER TO WIN 2024 BETA 300RR FROM NGPC

Our partnership with Beta USA as the Official Motorcycle of NGPC will see one lucky winner win this brand new 300 Race Edition in June. Raffle tickets will be sold exclusively online; CLICK HERE TO ENTER

NEW PRODUCTS

FASST CO HOODIE

We’re excited to introduce the Fasst Co Hoodie. Crafted with a blend of 52% cotton and 48% polyester, this pullover promises ultimate comfort for those spring nights. Hurry and grab yours before stock runs out! Limited inventory available.

CLICK HERE TO BUY

2024 MOOSE MOTO VEST

The all new Moto Vest from Moose Racing is constructed of lightweight, breathable fabric featuring a vented back panel, rear compartment for storage, hand warmer pockets, semi-auto locking YKK zippers and fade-resistant sublimated graphics.

Price: $69.95

Contact: Your Local Dealer or www.mooseracing.com

HUSQVARNA MOUNTAIN CROSS 6

The Mountain Cross 6 is the flagship of Husqvarna’s Mountain Cross fleet. Re-designed from the ground up, it’s our vision of All-Mountain eMTB. A uniquely formed, full-carbon frame offers an incredibly intuitive and balanced riding experience, for both descending and climbing. Now improved further with the new Shimano EP801 motor, it’s more responsive and capable on the trails than ever before. A new charging port allows seamless charging of the 720Wh battery.

Price: $7,999.00

Contact:  www.husqvarna-bicycles.com

BACKYARD DESIGNS ADV & DUAL-SPORT GRAPHICS

Backyard Designs is coming back to America ! Jared Hicks will head up the US facility that will offer full custom graphics for most popular dual-sport and adventure bike models. You can design your own custom graphic kits via their brand new interactive website. 

Price : Starting at $239.90 USE PROMO CODE : DIRTBIKE for 20% off

Contact : www.backyarddesignusa.com

2-STROKE THEATER

LOSI PROMOTO-MX RADIO-CONTROL MX BIKE REVIEW

Q: WHAT’S A LOSI PROMOTO-MX RTR?

A: Losi is one of America’s premiere radio-controlled car and truck manufacturers, and now Losi revolutionizes the radio-controlled motorcycle with the introduction of the Promoto-MX RTR 1/4-scale with MS6X technology. MS6X stabilizes the two-wheeler with a 22,000 rpm gyro mimicking a motocross bike’s flywheel inertia, and the gyro is placed exactly where an MX bike’s flywheel goes. Losi partnered with Spektrum for the SPMXMXA1 Firma 2700Kv gyro and SPMXSM3200 Firma 3800Kv electric motor, which rides above the gyro, and they’re connected to the Spektrum DX3PM transmitter and SR6300PM receiver. The transmission drives a 10-tooth countershaft sprocket and a 36-tooth rear sprocket via a 70-link drive chain. Spektrum’s Smart Charger communicates with and charges a Smart G2 5000mAh Li-Po battery, and the DX3PM transmitter changes frequencies when there are other Promoto-MXs nearby. All this makes the R/C ultra-controllable at low and high speeds over rough terrain.

There are three versions of the Promoto-MX – a #1 Pro Circuit Kawasaki with a Mitch Payton rider, a #6 FXR/Club MX Yamaha with a Jeremy Martin rider, and a #23 Honda with an HRC Chase Sexton rider. Only the Pro Circuit bike is truly RTR with an included Smart charger and battery. Each Promoto-MX comes with works stand, a launch gate, chain-adjustment blocks, spacers and some spare parts, and tools for tearing down and tuning the forks and rear shock. The blue and red versions come with everything except a charger and battery. MSRP’s are $600 for the Pro Circuit and $549 for the other two.

Q: HOW DOES THE LOSI PROMOTO-MX RUN?

A: It is unbelievably fast! Pull the trigger, and the bike digs a trench with its branded Dunlop Geomax MX53 rear knobby on a spoked wheel. It’ll flip over on its back if you apply too much throttle too quickly with hero dirt, and you have to be careful even in slick conditions. The Promoto-MX has three drive modes – dirt, street, and wheelie – that are chosen by an up-down toggle on the transmitter. Dirt is an unrestricted full-power mode, while street detunes power to keep the ride level. Wheelie mode uses sensors to modulate power for riding extended wheelies. It sounds cool, but both wheelie and street modes cut power up hills and jump faces, which messes up your momentum and lap times. Use dirt mode.

Q: HOW DOES THE PROMOTO-MX HANDLE?

A: Beautifully. Other firsts for this innovative R/C bike are direct steering and a servo-controlled cable front disc brake, which backs up the electronic rear-wheel engine braking. Past R/Cs actually moved the front tire off-line to lean the bike into turns, and it’s up to the driver to power around the turn and maintain balance. The Losi has triple clamps, but they’re reversed with the headset ahead of the fork tubes, and the servo has a built-in servo saver to insulate impacts from the servo. It also has damping in the headset to prevent crash damage from collisions and endoes. Steering is actually reversed; turning the steering wheel right turns the forks left and visa versa – it’s called “counter-steering.” Under power and braking alike, the bike slides around turns with the flywheel maintaining balance.

Adjustable outriggers with wheels help a downed bike stand up via an 180 or 360, and the transmitter has a switch for more experienced drivers to make it steer like a full-sized bike. There are also front-brake trim and throw adjusters on the radio, and the aluminum front brake rotor floats on the wheel. The plastic caliper has a plastic piston inside, and the inner bore is threaded so the piston applies pressure on the brake pads when the cable is pulled.

Losi recommends doing figure 8s on level ground to get the hang of turning, braking, and accelerating. Once you get the hang of flicking the wheel to create leans for turns and then standing the bike up with throttle, hit the track! We found that keeping a quarter throttle on downhills works best, and then letting the suspension take a set with half throttle on exits before pinning the trigger to full throttle creates the best lap times. Full throttle, full brake, and turn in with half throttle. Repeat. For jumps, brake as you approach, then hit the throttle up the face. Yes, you can even drop the front end in the air by hitting the brakes. Sometimes, too much throttle on turn exits will set up a tank-slapper wheelie.

Q: HOW IS THE SUSPENSION?

A: It’s really good right out of the box, and the rear shock has a rising-rate linkage like most MX bikes. After a few batteries, we dialed in a turn of preload on the shock spring as the spring settled a bit. Yes, the shock and forks have internal damping and steel springs, and the excellent manual has optional fork- and shock-spring kits for tuning. There are different viscosities of shock oil, and the shock comes stock with 45-weight. There are also spacers for adjusting fork ride height and travel, and there are optional Pro Line Supermoto tires and wheels, so the Promoto-MX can be road raced or dirt tracked with shortened suspension. Overall balance between the forks and shock is good, but it’ll endo if you don’t set up for jumps properly (brake then gas up the ramp). It’s by far the best R/C bike suspension ever.

Q: WHAT DID WE HATE?

A: The hate list:

(1) Cheesy thin decals. The rear fender sticker was toast halfway through the very first battery. Endoes wipe out the rear and front fender decals quickly. I tried protecting them with Upgrade clear vinyl, but it was no use.

(2) The rider. Like a doll, the rider has a head and arms that plug into the rubber torso with foam inside, and a dowel holds the torso and lower body on the seat. Three of my friends have Promotos, and two have completely lost their heads. Endoes create tears in the back of the neck, and the head will eventually break off. Shoe Goo it on when it cracks. Also, dowels on the foot pegs hold the rider on, and the rider rides on arches, not the balls of his feet. Dragging in turns will wear holes in the toes of the boots. Drill out the boots so the rider is on the balls of his feet.

(3) Weight. The Promoto-MX weighs 7.7 pounds in RTR form, and adding billet bling makes it even heavier. The tandem electric motor stacked over the flywheel with the rubber rider on top gives it a top-heavy feel.

(4) Front brake. Dust gets past the foam donut on the brake actuating piston and causes the front brake to stick on, trashing handling. Take the piston out and sand down the casting edges in the grooves and around the piston. Grease very lightly and reassemble, turning the piston so brakes drag slightly, then back off a hair and tighten the hex bolt.

(5) Rear fender. Losi designed a two-piece rear fender that flips up during wheelies and endoes, so it skids on a wheelie bar under the fender. The front piece is too thin, and so is the rear piece. These need to be thicker for durability.

(6) The RTR charger. As great as the cover line “Mitch Payton rides again” sounds, the RTR charger that comes with the green bike takes 6-8 hours to charge one battery, and the optional S155 Smart charger ($60-$70) only takes an hour at most. There are also three battery options – 30C, 50C, and 100C – and we couldn’t tell the performance difference between the $45 30C and $55 100C.

(7) The linkage-arm bolt. On two of our crew’s four Losi Promotos, the stepped linkage-arm bolt broke at the step-down, and we had to drill out the arm to get the threaded portion and brass insert out, so we could fix it with an 8-32 bolt.

Q: WHAT DID WE LIKE?

A: The like list:

(1) Branded Dunlop MX53 tires. As you can see in the photos, the awesome MX53 tires are slightly out of scale, but they provide great traction, even worn down to nubs. This thing digs trenches.

(2) Power. This thing is a two-wheeled Tesla. Power is plentiful and it spools up quickly, so you really have to apply the throttle smoothly to set the suspension for full throttle.

(3) Life-like handling. I wasn’t going to buy one until I saw what Todd, a pro-level R/C car racer, could get it out of it. Power-slide out, brake-slide in; the Promoto-MX makes you a better rider.

(4) Tunability. The manual lists four gearing options for the transmission primary gear, plus you can tune the forks and shock with different springs and shock oil. Racers can lower suspension for Supermoto and road racing, and there are optional Pro Line MX and Supermoto tires. Losi also has a carbon-fiber inner chassis.

(5) Customization. Losi has billet-aluminum upgrades for a full works-bike treatment with color co-ordinated plastics, hubs, triple clamps, fork lugs, calipers, and foot pegs. They also have billet aluminum swing arms, linkages, and chain-adjuster inserts and titanium suspension pins. Losi lists Hot Racing billet aluminum options as well. The aftermarket is all over the Promoto-MX, and FXR will customize rider gear with your favorite rider’s name and number. James has a full-on Jett Lawrence replica, and he feels the extra weight of billet helps handling and tracking.

Q: WHAT DO WE REALLY THINK?

A: Where past R/C bikes were only good for Supercross stadium parking lots, Losi has created a true scaled-down motocross bike that can shred in the dirt and on Supercross-style MX tracks. It rips, blows up berms, and jumps like the real thing, because it is the real deal. It takes a few batteries to get the hang of it, but once you do, it’s a total blast. As I write this, I’m too banged up to ride my YZ400F or KLX450R, so a couple of good motos with my J-Mart FXR/Club-MX Promoto-MX will peg the fun meter. It’s the best R/C dirt bike ever made, and I’m working on making it better yet. Stay tuned; see www.horizonhobby.com.

–Tim Tolleson

The post DUCATI WINS ITS FIRST MX MOTO, LOSI RC MX BIKE REVIEW: THE WEEKLY FEED appeared first on Dirt Bike Magazine.

We packed “The Weekly Feed” full of new products from Dubach Racing Development , Nihilo Concepts and Central Powersports Distributing; take you on a trip down Daytona Supercross memory lane then get you up to date with our latest video releases on Dirt Bike Magazine’s YouTube channel. Oh, did we mention the “World Record Setting Surron” we tested built by KC Powersports in California?

DAYTONA HISTORY

This year’s Daytona Supercross was considered one of the toughest in recent history. At least, that’s what most of the riders said. But, Daytona has a long history of “toughest ones ever.” Most Daytona historians would consider 1987 the one that takes the real prize. That was when Northern California Honda rider Ricky Ryan became the first privateer to win a championship-level Supercross. 

Days of rain had transformed the track into a quagmire. Back then, Gary Bailey was the track designer and he came up with the notion of burying telephone poles in the sand so the whoops could retain some shape even in the worst conditions. These were definitely the worst conditions. One of those telephone poles claimed Ron Lechien in a heat race–virtually no one got through the four heats and two semis without falling. When it came time for the main, Ryan got the holeshot while Ron Leichien and Rick Johnson crashed out early. Then it was all about survival–whoever got into the lead seemed doomed to immediately fail. Those riders included Rodney Smith, Keith Bowen and George Holland. Of them all, it was Bowen who looked like he had the best shot. On the last lap, however, he caught a rock in his countershaft sprocket and came to a sudden halt. That allowed Ryan to take his historic win. “I hurt my knee pretty badly at the Gainesville National last week,” he said. “All I wanted to do was come here to stay in the points.” Holland was second and Yamaha mounted Jeff Stanton took the first podium of his career in third.

ELECTRIC BIKE NEWS

STORM BEE REVIEW

• • The Surron Storm Bee has been out for about a year. Unlike the smaller Light Bee and Ultra Bee, this is a full-sized motorcycle. Surron never intended it to be a race bike, but the guys at KC Powersports put together a team at the last 24 Hours of Glen Helen, with the idea of setting a world record. We don’t know if the guys at Guinness took time away from the “How Many Golf Balls Can I Fit In My Mouth?” project to take note, but the KC Team of Scott Takara, Allen Morales, Cody Marion, Dylan Kelly, Sarah Marquette and Chris Broomell completed 44 laps around the 10-mile course and finished 50th overall. We have the exact same bike in the shop right now and we love it. You would never know what it’s been through.

THE FIM VS. STARK

At a press conference held at Villa La Angostrua, Argentina) on 8th March 2024, during the first MXGP event of the season, Infront proposed to introduce a separate Electric Support Class alongside MXGP events. Ben Cobb, the CEO of stark Future responded immediately.
“As CEO and Founder of Stark Future, I firmly believe that segregating electric bikes into a separate class undermines the essence of true competition in motocross. Our mission is to break barriers and showcase the potential of electric technology on equal footing with internal combustion engines, Motocross thrives on innovation and pushing boundaries, and segregation only hinders our collective progress towards a more inclusive and dynamic sport. World Trials have done a great job on including Electric with combustion and have shown that when the platform is competitive it has it’s place amongst combustion counterparts.”

FIM E-XPLORER SERIES CONTINUES

FIM E-Xplorer World Cup announced  that Oslo, Norway, is confirmed to host Round 2 of the 5-Round Championship, on 3-4 May 2024. The opening round in Osaka, Japan saw debutants Team HRC take the top step in the overall standings after a stellar performance at their home venue. Following close behind and aiming to surpass them in Oslo was Robbie Maddison Racing, followed by another emerging team, INDE Racing, securing the final podium position. The three teams on the podium were all in the Hyperclass category, as well as the team that finished only 3 points behind INDE Racing, Gravity. In the individual standings, Sandra Gomez (INDE Racing) dominated for an overall first place, Francesca Nocera (Team HRC) finished the day in second, while Tanja Schlosser (Gravity) was the day’s third fastest female rider. Both Gomez and Schlosser ran on Stark, giving the manufacturer a double podium in the Women’s category. Jorge Zaragoza (Robbie Maddison Racing) was the fastest male rider, Tosha Schareina (Team HRC) ended the day in second place while Dylan Woodcock (Bonnell Racing) took third place on the podium – a particularly impressive performance. This performance also guaranteed Bonnell Racing first place in the GT class, ahead of PCR-e Sur-Ron Factory Team, Caofen with Bivouac Osaka, and AUS-E Racing.

NEW PRODUCTS

DUBACH RACING DEVELOPMENT G-2 TWO-STROKE EXHAUST

They have been producing performance 4-Stroke exhaust systems for almost two decades now but the crew at Dubach Racing Development have finally released a complete line of 2-Stroke exhaust. The G-2 exhaust line will be available in for most popular 65, 85, 125, 150, 250, 300cc 2-Stroke motocross models. starting March 15, 2024. KTM, Gas Gas and Husqvarna models will be in stock and available for purchase starting March 15, 2024. Check out their website for more information : www.dubachracing.com

NIHILO SPEED BLUE RACE PADS

Nihilo Concepts Speed Blue Race Pads deliver unmatched performance and durability for your 2023-2024 KTM, Husqvarna, and GASGAS 50 as well as the the electric minis. (See fitment below.) Experience incredible stopping power, heat resistance, and minimize brake fade – push your limits and dominate the competition.

Price: $32.95

Contact: www.nihiloconcepts.com

Features:

• Race-Ready Performance: Stop on a dime and conquer every corner.
• Built to Last: Durable construction for extended use.
• Unleash the Power: Experience superior stopping power for ultimate control.
• Beat the Heat: High resistance to heat prevents brake fade, maintaining peak performance.

Fitment:

2023-2024 KTM 50 SX

2023-2024 Husqvarna TC 50

2023-2024 GASGAS MC 50

2023-2024 KTM SX-E 5

2023-2024 KTM SX-E 3

2023-2024 Husqvarna Motorcycles EE 5

2023-2024 Husqvarna Motorcycles EE 3

2023-2024 GASGAS MC-E 5

2023-2024 GASGAS MC-E 3

CENTRAL POWERSPORTS DISTRIBUTION ANNOUNCES R-TECH PLASTICS AGREEMENT

Central Powersports Distribution (CPD) is proud to announce an agreement with R-Tech Plastics of Italy to distribute plastics, and off-road accessories in the United States. R-Tech, is an Italian brand with a great vision for the future with newly announced Tenere Yamaha Kits and soon to be available Surron plastic kits!  All of these new items along with their bike stands, handguards and the amazing retro plastic kits are now available to dealers and retail customers on www.cpd-usa.com!

R-Tech is one of the leading plastic companies in Europe offering plastics for almost every EOM; Honda, Yamaha, Kawasaki, Suzuki, KTM, Husaberg, Husqvarna, Gas-Gas, Beta, Sherco. In the upcoming months we can expect to see plastics for fan favorites, the Yamaha T-7, and Surron. In Europe they are supporting teams such as Beta’s EnduroGP team, Bud Racing Kawasaki, Fantic, and Husqvarna’s JET Zanarno. In the United States their most notable team choosing R-Tech plastics is Pro Circuit Kawasaki. In the 250 West Coast Supercross region rider Levi Kitchen is leading the points standings, with Cameron McAdoo following a close 2nd in the East Coast, after Austin Forkner’s get off in Arlington.

For more information on becoming an R-Tech/CPD dealer, please email infousa@cpd-usa.com for more information. To learn more about R-Tech and their products, visit https://www.rtechmx.com/

The post THE PRIVATEER WHO WON THE DAYTONA SX & E-BIKE NEWS: THE WEEKLY FEED appeared first on Dirt Bike Magazine.

Confession: Dirt Bike Magazine doesn’t cover trials very well. We do hit-and-run stories here and there, but between motocross, enduro, dual-sport and adventure bikes, there isn’t much room for such a specialized sport. Tim and the guys at Beta understand, so they dream up events to rekindle interest. They have a “Try Trials” program that travels around the country with demo bikes and instructors. And, they occasionally invite the media to an event they call the Beta Press Challenge. There have been three so far, but the 2024 event attracted more of the extended motorcycle press than the previous ones. It’s probably because Beta has recently inserted itself into the Supercross world with the 450RX. Now, the race coverage side of the motorcycle press is suddenly aware of Beta, and the company is trying to bring that attention to the other parts of its business. Frankly, it’s the only way that a Supercross team can make sense at all.

The Press Challenge also served to showcase the 2024 Beta trials line. The company has 13 different trials bikes. There are 80cc, 125cc, 200cc, 250cc and 300cc two-strokes in addition to a 300cc four-stroke. The 80 is available in two different configurations that differ in wheel size and suspension travel. The other bikes come in either the standard “Evo” or upgraded “Factory” configuration. There’s one other two-stroke model called the 300SS, which stands for “Super Smooth.” Apparently, the 300 two-stroke is very aggressive, so a second, milder version is offered.

The rules for the press challenge allowed each media outlet to bring a ringer. I brought three: 1974 U.S. Trials Champion Lane Leavitt, his wife Debbie Evans and thriller son Daniel Leavitt. That meant there would be two Dirt Bike teams. The Beta guys might have started off concerned about my ringers, but Lane quickly earned his keep. Before the official scoring started, he took me to a remote corner of the MotoVentures training ground and gave me tips. Within a few minutes, everyone else gathered around to pay attention. It turns out, that’s what Lane has been doing for years. He has a small compound where he trains trials riders. It isn’t really a business, more of a passion. At one point, Debbie pointed to Lane and said “Look at that grin.” Open face helmets are still in style for trials, and Lane had a smile that would barely fit in his.

When trials images and videos break into mainstream social media platforms, it’s generally because Toni Bou is doing something terrifying. That probably serves to scare most riders away from the sport. That’s not real trails any more than backflips are real motocross. Real trials consists of tight turns and maximizing traction. Lane had a hit list of techniques that made an immediate difference in my results:

Stay centered: The most common reason for dabs is washing out the front end. If you keep your weight over the center of your contact patch, that’s less likely. In motocross, your speed allows you to lean with the bike, but at the lower speeds involved with trials, it’s more effective to lean the bike more than your body. On hills, it’s hard to be too far forward. Your face can be so far in front that your field of vision only catches a little bit of front tire.

Look where you’re going: I had a tendency to stare at my front wheel. Bad Ron. Lane had me doing a tight figure 8 and kept yelling for me to look toward the center of the “X” where my tracks crossed.

Drag your rear brake: Even though the 200 two-stroke I rode was incredibly smooth, I could still grab too much throttle and push the front end. Lane points out that light pressure on the rear brake serves to smooth out the power delivery.
Steer with your shoulders: If you steer by extending one arm more than the other you lose strength and stability. By keeping your shoulders parallel with the handlebar, both arms have similar extension and both elbows have similar bends. That adds up to more strength.

Plan your dabs: In any trials section, the goal is a clean. If you touch your foot to the ground, you can get a score of one, two, three or five. There are no fours, so once you touch your foot down three times, then take as many safety dabs as you want, just don’t stop, crash, kill the bike or go out of bounds. So, if you must dab, make it count. Use it to regain your balance and composure.

“Plan your dabs!” Ron plants a foot under the watchful eye of Lane Leavitt.

The Beta guys brought out a dozen bikes of various sizes. I rode three of them before the day was over. I thought the 250 was going to be my favorite, but it turned out to be a lot of motorcycle for me. It had so much torque that learning to roll the throttle on smoothly was difficult. I ended up using the clutch too much and that made things even more jerky. The 200 was much easier to ride. Even though it was supposed to be the same weight as the 250, it felt 50 pounds lighter. It was the power delivery that made it so easy to ride. The 80 was the biggest surprise of all. “That’s going to be the secret weapon here,” said Lane. “The sections are going to have tight turns that were laid out on a full-size bike. The 80 is about 4 inches shorter and will fit in those tight spaces more easily.” He was exactly right. The most difficult section just consisted of S turns that were exactly spaced for the 300, 250 and 200. The 80 would have been a clear advantage if I had listened to Lane. I didn’t, of course. I rode the 200 and that section was the site of my worst scores.
In the end, we still did pretty well. Lane and I actually tied with Dirt Bike #2, but the tie breaker was our combined age–which was 138. That rule, I’m pretty sure, was made up on the fly. Overall, the two Dirt Bike teams crushed everyone else. There was nothing in the rule book that said I couldn’t call a National Trials Champion and his family to be my partners.
Next year, I’m pretty sure there will be.

–Ron Lawson

The post BETA PRESS CHALLENGE TRIALS: THE FEED appeared first on Dirt Bike Magazine.