Dirt Bike Test Issue 0

DIRTBIKE TEST

THE MORE TESTING LESS FILLER DIGITAL PUBLICATION

EXPERTS SAYE DIRT BIKE RIDING IS COVID FREE

TESTS:

2020 YAMAHA YZ125X OFF-ROAD KTM’S NEW 390CC ADVENTURE

2021 YAMAHA YZ450F & KAWASAKI KX450 |1

UP FRONT

POWER PACKED. 2021 KTM 450 SX-F

The championship-winning KTM 450 SX-F has stamped its authority onto racetracks around the world. Benefiting from race-derived modifications for 2021, this machine delivers superior performance and nimble handling. Put simply, the KTM 450 SX-F makes the best riders, even better.

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ktmusa

2 Please make no attempt to imitate the illustrated riding scene. Always wear protective safety gear and ride in a responsible manner.

The illustrated vehicle may vary in selected details from the production models and may feature optional equipment available at additional cost.

Photo: R. Schedl

DIRTBIKE TEST

KTM Group Partner

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UP FRONT

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DIRTBIKE TEST

1977 YAMAHA HL500: A PEAK INTO THE FUTURE You name it someone tried it long before it become popular or the norm. Back in 1976 Yamaha came out with the TT500. It was far from a motocross bike and more like a trail bike but that did not stop the aftermarket sector to further development this beast. In fact, White Brothers built a good chunk of their business producing components for this motorcycle. Yet two guys originally from Europe wanted to take it one step future and attempt to transform the TT500 into a full motocross weapon. Lars Larrson and Torsten Hallman created the HL500. This was a special frame kit built by Fab-Tech. Really motivated TT500 owners cold go pretty crazy with mods. About 150 of these kits were sold. Builders could pick and choose a fork, shocks and other components to specialize their ride. Most of the kit bikes weighed in at 247lbs when finished.

In 1977 an HL500 won its first and only major race. Rider Bengt Aberg won a 500cc World Motocross GP that year. The wining bike had a bunch of engine mods from White Brothers. Despite its success and a small peek into the future, this four-stroke was before its time. This bike is part of the Tom White Early Years of Motocross Museum and he found it and restored it back to its GP-winning European Look.

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UP FRONT

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DIRTBIKE TEST

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I S S U E

0

PUBLISHER-TEAM PRINCIPAL Jimmy Lewis

SENIOR EDITOR-INFORMATION ENGINEER Scott Hoffman

MANAGING EDITOR Trevor Hunter

PHOTOGRAPHY EDITOR Drew Ruiz

CONTRIBUTING EDITORS Brett Smith Mark Kalpakoff Matt Mattoon Chris Barrett Mike Barrett Jon Beck Kinney Jones

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All rights reserved. Dirt Bike Test Magazine is published quarterly by Moto Media Inc. No part of any DBT published work may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without written permission from the publisher. The opinions expressed in our published works are those of the author(s) and do not reflect the opinions of Moto Media or its Editors. Neither the Editor, Authors, Publisher, or any other party associated with the production of DBT works accept responsibility for any accident or injury resulting from the use of materials contained herein. Motorcycling an activity that has inherent risks.

An individual may experience injury that can result in disability or death.

Information in DBT publications is current as of the date of the printing.

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CONTENTS XX

HUSQVARNA FE 501 VS. FE 501S

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2021 KAWASAKI KX450 FIRST IMPRESSION

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Do You Nee d To B e S tre e t Le ga l?

Refining Team Green’s Flagship Racer

2020 YAMAHA YZ125X Yamaha’s “All New” Small Bore Off-Road Racer

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2020 KTM 390 ADV

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FACTORY FOR THE WEEKEND

The Stepping Stone Into The ADV Market

Riding Red And Living The Dream In Ridgecrest

TESTS AND FEATURES

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CONTENTS XX

TCS SUSPENSION REVALVE | 2020 RM-Z250

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KLIM F5 KOROYD HELMET

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MOBIUS X-8 WRIST BRACE

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FMF FACTORY 4.1 EXHAUST SYSTEM 2020 KTM 250 XC-F

Smoothening Out The RM-Z’s Rough Spots

A Fresh Take On An Age-Old Design

Protection Simplified

Broadening The Power On A High Strung Motor

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PRODUCT TESTS

ENGINEERED AGILITY I N SA N E M O B I L I T Y B E AT T H E H E AT AG G R E S S I V E R I D E R F I T XC L I T E J E R S E Y XC L I T E PA N T XC L I T E G LOV E S F3 H E L M E T

# K L IML IF E

K L I M .C O M

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CONTENTS

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FRESH DIRT/NEWS/TECH/ETC.

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NEW PRODUCTS

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TUNED: KTM POWERVALVE

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TUNED: REKLUSE CLUTCH TUNING

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RIDING TIPS: TIPPING OVER WITH SCOTT HOFFMAN

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RIDING TIPS: LOSING BALANCE WITH TREVOR HUNTER

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RIDING TIPS: FINDING BALANCE WITH JIMMY LEWIS

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JIMMYRIGGED

Peeking Into The Future

Step by Step Guide To Fixing The Leak

Making A Complex Clutch Simple Again

Learn To Fall With Grace

What It’s Like To Ride Out Of Balance

Learn How To Ride Like A Washed Up Ex-Racer

Here We Go Again

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2020 YAMAHA YZ125X TES TED

2020 YAMAHA YZ

ROOST It’s an off-road YZ125.

Changes for better bottom-to-mid power.

Fun, lightweight feeling.

ENDO Vibrations through the handlebar.

A larger (even clear) gas tank would be nice.

PRICE Price: $6699.00

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Z125X

DIRTBIKE TEST

A quick Google search of the word “monument” will define it as “a statue, structure or site of great historical significance.” You can tell that the person who wrote this definition had never ridden a dirt bike; it is so obvious because if this highly educated individual did, they clearly would’ve included the YZ125 in that definition. Since the model was first introduced in 1974, it has become a staple in the world of offroad motorcycles. It survived the two stroke purge in the mid 2000’s, and is thriving due to the renewed interest and lack of similar models in the market. With this renewed interest came a demand for more specific small bore two strokes designed for off-road. It seemed only right to take this monument of motocross and turn it into an off-road machine with the X platform. Yamaha’s goal with this bike is for it to be a viable off-road weapon that is, dare I say, ready to race. Has the YZ125X accomplished that? Keep reading to find out.

- New bike for 2020 designed for GNCC and Hare Scrambles - Blue alternative to the KTM/Husky for those who are seeking a small bore off-road two stroke

MATT MATTOON

PHOTOS BY TREVOR HUNTER & JIMMY LEWIS

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2020 YAMAHA YZ125X TES TED

Since this is a new model, there are no changes to talk about, right? Oh there’s another model that is similar to this bike, I guess I’ll have to talk about the differences between those two insead.

As stated above, this bike is a YZ125 at its core, however that doesn’t mean that all Yamaha did was throw on an 18 inch rear wheel, a kickstand, and an X at the end of the model name. The YZ125X comes with a revised compression ratio, going from 7:1 in the YZ125, to 8:1 in it’s off-road brother. On top of that, Yamaha revised the power valve timing to lengthen the time it takes to open, and swapped out the CDI box from the track-only version. The suspension settings have also been adjusted for offroad use with revised valving.

- Revised compression ratio.

- Revised power valve timing.

- A different CDI box.

- Off-road specific suspension settings. for a small bore bike. The sign-off is a little more pronounced than some of the other 125s but the X does feel slightly better than the standard YZ here in our test rider’s opinions.

The overall power of this bike is very similar to the YZ125.

We had a lot of fun riding with this engine package as this bike

However, the changes they made do make a noticeable

performed better in tight, technical, and difficult sections than we

difference in how this power is delivered. In the bottom end,

expected. But like any 125cc two-stroke, you can not lug it and

there is some real torque (for a 125) that can be used, now keep

go fast. Lugging will work fine for light riders, say less than 160

in mind it doesn’t have the bottom end grunt of a 300cc two-

pounds, in a trail riding situation, but there isn’t the pick-up you

stroke or 450cc four-stroke, but the torque is there. It is deceptive

desire without hitting the clutch, boosting the RPM, and letting

because it doesn’t sound or necessarily feel like it when you first

it rip. The transmission (same as the motocross bike, six-speed,

start riding the bike, but in technical trails and steep uphills with

close-ratio) is great with no trouble shifting and even spacing.

little runup, it was impressive what could be done with this 125

With a 50T rear sprocket installed on the back of the X, first gear

if you trust it. We were lugging the bike around on slow speed

was low enough for some very slow speed riding while sixth gear

technical trails and were able to get the front wheel up whenever

was just enough to get out of its own way. The clutch had a nice

it was needed with a good burst of clutch action. But we also

smooth pull without any problems or fading while riding.

have to be clear that the “bottom end” of the 125’s spread really is a longer zone and travels up quite a bit higher in the revs

Being carbureted, you may have to play with the jetting to get

before mid-range comes into play.

the bike working best in your area. We found the YZX a little rich for our 2500-6000 ft elevation range so we lowered the needle

As the motor begins to pick up speed, you transition through the

clip one position and dropped the pilot a size to a 35. This really

mid towards the top end of the powerband. Here is where the

sharpened up the throttle response and allowed the bike to pull

powervalve is beginning to open and the power builds at a more

cleaner and longer in the mid-range.

exponential rate. On the X, the powervalve opens slower and

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later in the RPM range, giving the bike a less explosive pick-up

Still very similar to it’s motocross brother Will lug cleanly but

and allows roll-ons to go smoother. However, once open and

it isn’t fast here. It is still a 125 and it feels right at home when

pulling into the top-end, it is just like a YZ and it is a ripping pull

ridden in the top-end.

DIRTBIKE TEST

WE HAD A LOT OF FUN RIDING WITH THIS ENGINE PACKAGE

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2020 YAMAHA YZ125X TES TED

Like Yoga? I do and see these yoga instructors who seem grounded, balanced and all of their movements are fluid. Their limbs seem to always work in unison to achieve a position that makes me fall flat on my face. The way the YZX’s fork and shock work together reminds me of these yoga instructors--don’t judge.

Yamaha did an amazing job with tuning the suspension on this bike for off-road riding and racing, especially when considering it’s the same fork and shock as seen on the motocross model.

For most, the KYB suspension was smooth throughout the stroke--no rigid feeling while absorbing even the biggest bumps.

Notice that I did say for most, our lighter test riders mentioned feeling some rigidity in the very top of the stroke. Our theory is that this could have something to do with the AT81 tires that come stock, so we’ll be testing this with our next tires.

The springs this bike comes with work great for who they have in mind, teenagers moving up from their 85s and lighter smaller riders. Most of our riders were closer to 200 pounds and all are in need of stiffer springs. Even then, the bike bottomed very infrequently and still had excellent control. The clickers work to tune it and we were able to stiffen it up enough to be very confident on motocross tracks as well, provided we respected very steep jump takeoffs where this style of setting uses more stroke than an MX bike.

- Yamaha did a great job tuning the suspension for off-road - Bottoming resistance is very good - Stock springs are too light for heavy riders - Very balanced feeling

In the weirdest dichotomy, the YZ125X feels planted at any speeds, yet does not feel connected to the ground. That comes from the suspension performance tracking and the true lightness of the YZ. The bike feels stable, nimble, and makes quick turns easy. On single track that had a lot of flowy turns and quick changes in elevation, the bike feels right at home here. The bike does not get heavy when the power comes on or if the RPMs are up there. In addition to this, the chassis remained happy when riding at high speeds with headshake being non-existent on our high speed desert terrain. We’ve found that the less power a bike

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DIRTBIKE TEST

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2020 YAMAHA YZ125X TES TED

makes, it is generally easier to set up and get handling well, and this YZ125X suits that model.

The ergonomics are another highlight of this motorcycle. At 5’11 and with perfect posture, our taller testers didn’t feel scrunched up at any point. The same could be said for our shorter riders as

If you are skipping here to see how we think Yamaha did

well! The bars were at a good height and I felt right at home on

with turning their popular motocrosser into an off-road racing

the bike.

machine, the short answer is they did a good job. We really liked this bike and our testers who don’t frequent life on two wheels

The number one complaint with some of our testers who are

as much anymore couldn’t wipe the smile off their face every

spoiled with modern four-stroke technology is the vibration.

time they hopped off. On top of that, this bike accomplishes its

Though it is still a 125 and vibration isn’t abundant, it is still

primary goal of being a race bike for riders graduating from the

prevalent and at the end of every ride, their forearms felt like they

85 class as well as vets and thrill seekers who just want a smile

were still vibrating. Even with a loosened grip on the handlebars,

on their face. In addition, the YZ could be a good trail bike for a

they were still getting this feeling. Another complaint that we have

lighter rider thanks to the changes in the bottom to mid power

with this machine, albeit a small one, is the lack of a larger fuel

delivery. What defines it as a race bike or a trail bike is where you

tank. And if we’re really getting picky, a clear oversized gas tank

tend to hold the throttle. The engine, suspension, and chassis

so we can easily see our fuel levels during the ride. The range

is very well adapted to the differences between motocross and

tends to be around 50 miles at average speeds on the stock 2.1

off-road riding.

gal tank. Though that diminishes quickly when you’re constantly wacking the throttle wide open or when the terrain gets sandy.

Yamaha has a viable position in this segment of the market.

There is a reserve on the petcock, but it runs out quick after you

The bike is a more simplistic (no electric-start, still carbureted)

switch over.

off-road racing option for those who are also looking at orange and white 125s in the off-road two-stroke market. It is also less

The YZ’s brakes are plenty strong and have excellent control. An

expensive and has a ton of aftermarket options available since

O-ring chain adds an extra layer of durability and we do not feel

the bike has stayed relatively the same for so long. The other

any significant power loss because of it. And we know that for

thing that has not changed is the smiles it puts on the faces of

2021, this bike gets a few different colored pieces of plastic so

those that ride it and those that get to hear it sing.

you are not going to be outdated for at least another year!

- This bike accomplishes its task of being a race bike for - Very nimble and capable of turning on a dime

- Makes all riders smile.

- Vibrations felt through the handlebars are the biggest

- Yamaha makes some of the important off-road changes

downside for some

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people graduating from the 85 class.

- Motocross feel with off-road comfort and stability

for you.

DIRTBIKE TEST

CLICK TO WATCH

SPECIFICATIONS Engine Type: 125cc liquid-cooled 2-stroke; reed-valve inducted Displacement: 124 cc Bore/Stroke: 54.0 x 54.5 mm Starter: Kick Transmission: 6 Gears Fuel System: Carburetor Clutch: Mechanically Operated, cable Frame: Aluminum Front Suspension: KYB, 11.8 in travel Rear Suspension: KYB, 12.4 in. travel Brakes: Disc Brake 270 mm front /245 mm rear Steering Head Angle: 26..8ยบ Wheelbase: 57.3 in.

Ground Clearance: 13.8 in.

Seat Height: 37.6 in Tank Capacity: 2.1 gal Dry Weight, Approx: 209 lbs

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FACTORY FOR A WEEKEND

FACTORY FOR A WEEKEND RYAN NITZEN PHOTOS BY KATO

If you’ve raced a dirt bike, odds are you’ve dreamed about being a factory rider. For many of us, these dreams completely consume our wellbeing and become a daily goal that ultimately leads to a unique type of obsession. However, for many riders, the end goal of becoming a factory racer slowly fades away and finds its place to die next to our other childhood dreams. But sometimes those smoldering childhood dreams get a fanning that reignites our internal fire.

That’s exactly what happened when Jason Abbott from Honda invited us to race the 2020 CRF450RX with the JCR Honda Team at the Ridgecrest round of the AMA National Grand Prix Championship. Being a factory Honda racer for the weekend on a JCR prepped CRF450RX? There was no way we were missing this.

We jumped at the opportunity and immediately began preparing for the grueling Viewfinders Grand Prix.

While we were sent to Ridgecrest for a new bike test, we couldn’t help but enjoy ourselves at the NGPC event. Hanging with the whole JCR Honda Team felt like family from the get-go and there was never a shortage of friendly smack talk to go around. They welcomed us with open arms on Friday afternoon and that friendly attitude never waivered throughout the weekend.

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DIRTBIKE TEST

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FACTORY FOR A WEEKEND

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DIRTBIKE TEST

And then it was race time. We geared up in our new Fly Racing gear, topped off the IMS Tank, and headed to the start line. The CRF450RX helped me get off to a great start, staying in the dirt around the outside of the asphalt start line to avoid any carnage.

I came around in a top five position and let the 450 power eat all the way down the first asphalt straight. Once in the dirt, my group gave chase to the leaders, trying to hold a steady pace and not blow all the energy reserves on lap one. The RX was the perfect bike for the job and having the HSTC light on during the race was a boost of added confidence in the overwatered sections of the track.

The 45 minute race would mean four laps on the Viewfinders course, each one a little tougher than the last. I held down third place in the heavyweight intermediate class for most of the race and charged my way up to pass second place on the final lap. In our final run through the infield, third place hucked the wall jump over my head and cut over just in time to seal the deal at the finish chute. Good, hard, clean racing and nothing like a 45 minute race coming down to less than a second at the line! Johnny Campbell and the rest of the Honda crew greeted me back at the truck with smiles and high fives all around.

After some post-race debrief with the team, the grills were fired up and so was the weekend’s Straight Rhythm Race. With the day’s competition over, we were wide open on smack talk and bench racing. As said before, the comradery of these events is next level.

With most of the jitters out of the way, it was time for Sunday’s main event, the hour and a half long pro race. The guys and gals in the JCR pits finished up all the bike changes and had it ready to ride by the time we got to the truck early on Sunday morning.

I was anxious to see if I had bitten off more than I could chew by signing up for the 90 minute race, but was hoping to stay calm and ride at a steady pace for it’s duration.

With a days experience on the HRC launch control, I was ready to pull a good start. I nearly beat everyone to the first corner but had to brake so hard that I almost blew the first turn! After the long asphalt straight away I was once again in a top five position and looking to do battle with the front runners. I felt as if I could put the bike wherever I wanted; maintaining a confidence inspiring blend of stability and nimbleness.

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FACTORY FOR A WEEKEND

And then disaster struck in the form of a flat tire. I had just begun my third lap battling for fifth position when I felt the rear tire go flat and started skating around the track. For a moment I forgot I was with the JCR Honda Team and was gutted thinking my race was over. As I dishearteningly limped the bike back to the pits, I was greeted by an eager pit crew, wheel and tools in hand. They yelled to jump off the bike and quickly hoisted it onto the stand. I handed the bike to the experts and was back out on course with a new rear wheel in under a few minutes. My hopes were back up and my race was far from over.

While the race win being virtually out of reach at this point, I thought to myself, “What would Johnny Campbell do?”. There was no way I was going to DNF this race in front of the whole Honda crew. The pit stop gave me a chance to rest so I was more than ready to finish the 90 minute moto strong. Confident in the bike and my abilities, I began to piece sections together and click off laps that were similar to those before the flat. In the end I crossed the line 13th out of 19 riders, even after losing about 6 minutes with the flat tire excursion. The fist bumps and high fives at the finish line made it all worth it.

So how was being a factory rider for the weekend? It really was everything those childhood dreams thought it would be. I felt like the center of attention all weekend; the star rider for the team. I rolled into the track each morning with only my gear bag, knowing the rest of the team had my bike dialed for a full day of racing. The sag was set at the beginning of the day and the bike was washed after every time it saw the dirt. I don’t even think I took my bike off the stand one time the whole weekend!

There was food in the pits after each session and enough smiles and motivational talks to last the whole season. [Ed. Note - Still very jealous.] And the bike completely exceeded expectations.

It proved to be a full blown race machine, keen to tackle the toughest off-road conditions while still handling the motocross portions with ease. A few simple clicks on the suspension and the mapping switches and you’ll feel like a factory racer too; ready to take this red rocketship to the top step of the podium.

If you can’t make it as an elite level pro, you might as well relive those childhood dreams by riding what the series champ rides, the 2020 CRF450RX.

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DIRTBIKE TEST

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KLIM F5 KOROYD HELMET TESTED

KLIM F5 KOROYD HELMET cloth-like material that is waterproof as well. This windstopper is intended to shut off all the vents allowing your head to stay warm - The latest motorcycle helmet from Klim with an all-new

and keep your head dry.

cushioning material.

The windscreen is another feature the F5 offers. To attach it you The Klim F5 Koroyd helmet is made with a carbon fiber shell

simply take out the cheek pads, which are held in place by snaps,

giving it the super lightweight feel, reduced weight and enhanced

and snap in the windscreen in the same area as the cheek pads,

ventilation while having both the DOT and ECE certification. The

and then snap the cheek pads back into place.

big change from the standard F5 is the use of a new material in addition to the multi-density EPS foam. Koroyd® is a next gen-

A very unique feature Klim integrated into the F5 is the Fidlock

eration energy absorbing technology, engineered with a unique

magnetic chinstrap. The magnet within the Fidlock system is

structure and innovative energy management properties. When

there simply to guide the strap into place. It’s held in place me-

impacted the Koroyd cores crush homogeneously, decelerating

chanically by a locking mechanism. This is meant to make taking

the energy from the impact. Also used is MIPS® brain protection

the helmet on and off quick and easy.

system which is a low-friction layer designed to reduce rotational motion from angled impacts the head.

For more info see: https://www.klim.com/off-road/mens/Helmets

This F5 features 18 intakes and 8 exhaust vents. The plumbing inside the shell is designed to help with the direction of airflow.

The exhaust vents are meant to help with the escape of hot air inside the helmet at low speeds and the Koroyd materila is like a

- Meets ECE and DOT standards.

bunch of mini vent tubes. Klim really wanted to focus on keep-

- Good fit for more oval headshapes with sizing that runs

ing a rider’s head cool and dry with a Drylex comfort liner that is soft and wicks moisture. Unlike the older klim helmets that used

just a bit large.

- Koroyd really worked in a crash we had.

scoops, this one does not. So the days of hooking on branches and getting caught are gone.

Helmets are very hard to test properly. Unfortunately you have to use them to truly test them and if you test them for what they are

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With all this ventilation winter time riding and how waterproof the

designed, who’s to say if you really “tested” the helmet. Was that

helmet would be was a big question. Not to worry. To combat this

crash like the one I’m going to have? Great way to start a helmet

Klim included in the helmet bag, a Gore Tex Windstopper liner

test, but I can say that I tested this helmet to a level I feel very

which is easily applied in between the liner and the helmet. It’s a

comfortable giving it high marks for protection. More on that later.

DIRTBIKE TEST

ROOST Lightweight.

Excellent and tight fit.

Latest technologies for safety.

ENDO Top end price.

Limited styles.

PRICE Price: $649.99

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KLIM F5 KOROYD HELMET TESTED

I judge helmets on a few criteria. First is fit. Fit is the most import-

The ventilation of the helmet adds to the comfort as well. You will

ant thing in making sure the helmet performs as good as it can in

feel as if you have never worn a truly vented helmet after wearing

the event of a crash. It can’t be too loose and I won’t even bother

this one. It flows even more the the standard F5 due to the hol-

if it is uncomfortable as I have to wear helmets for a long time on

low, tube like Koroyd sections.The 18 intake ports and 8 exhaust

rides. I have true medium sized head and a typical oval shaped

vents worked amazing. High speeds were not a necessity for the

head. For reference I fit best in Arai, Newer generation Bell hel-

ventilation to work, the vents allowed for hot air to escape keep-

mets as well as Vemar, Fox and Fly helmets. Shoei, older Bell and

ing my head cool. This also let a fair amount of dirt in, so getting

older Klim Helmets were too round.

roosted leaves dirt inside the helmet, even in the back.

My second judgement comes on the weight of the helmet. No

The Gore Tex liner did exactly what Klim said it would do. Riding

matter what, the lighter the better as long as it meets my next

with it placed inside the helmet I could not feel any airflow at all.

criteria.

It also made it significantly warmer inside the helmet making it perfect for very cold situations. To test the water proof factor we

Third and very important is understanding and knowing the safety

put the helmet on and dumped water on the wearer’s head. Head

standards the helmet meets and how I will use it in relation to

stayed dry but water will drip around the collar of the helmet.

how safe the helmet may be. I tend to prefer an ECE rated helmet (usually lighter with a thinner and lighter shell) but then adding

The windscreen was simple to use in very cold conditions. Even

the DOT and even Snell can either help or hurt based on my per-

with how big the inner flap-like device was it didn’t look terrible

sonal opinion from years of learning both practical and theoreti-

but it makes a tight fit with larger framed goggles, including Klim

cal. I wish there were a specific off-road helmet safety rating but

Goggles. This feature is definitely a must for below freezing tem-

not just yet.

peratures and comes from Klim’s extensive snow machine riding gear knowledge.

Price has no correlation to safety that I have ever seen--but I know that my wallet feels it. And you have to be able to pony up

The removable liner was simple enough to extract for washing it

for another helmet when you use the one you just paid for, even

and the helmet. The cheek pads had three snaps each that came

at $650. Helmets no matter the price are one-time use items.

off with little effort, and went back into place easy as well due to

Let me state this again. Price has no bearing on the safety of the

the design of the pads and helmet. They form really well together.

helmet, and should only be considered if you need to replace

The liner was a little more difficult to remove as the buttons can

it. I’ve seen plenty of $200 helmets outperform $600 helmets in

be tight. They were also easy enough to get back into place.

standardized tests. Yet I have never felt the difference in the price when I’ve crashed and used a helmet. I can feel when different

Attachment and detachment of the visor is quick and easy, no

materials are used and some “cheap” materials, especially in the

tools needed. There are three total screws, one on each side of

shell, can be detrimental. This pisses a lot of people off and is a

the visor and one in the middle. The two screws on either side

bold statement, but it is what I know and have experienced over

tighten and loosen easily by hand and do not need to be cranked

the years. And I will bring that up no matter the retail price of

down. The middle screw just needs to be snug so they all work

the helmet I’m testing, in this case the most expensive dirt bike

together to allow the visor to be adjusted to the riders personal

helmet I’ve used.

needs or moved down for riding into the sun. In the fancy Klim bag the F5 comes with there is extra hardware and a spare visor

The F5 has a very comfortable shape while still staying snug,

in case things get a little too wild on the trail.

it a slightly oval shape which is a more common head shape in

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the US. Some found the helmet to be uncomfortable, usually the

The Fidlock chinstrap system is a little different than traditional

cheek pads were tight for them. The fit is just a bit larger than the

D-Loops. We were a little hesitant about the chinstrap at first. But

norm as I was between a Medium, my normal size and a Small. I

it is a game changer. In reality I hate grabbing another helmet be-

ended up wearing a small and as soon as the cheek pads broke

cause I know I will have to buckle it. It is like electric starting on

in it was as comfortable and snug as it should be without being

a motorcycle, it is that good. How well can a little magnet really

too tight. Always remember the importance of fit.

hold something in place? Aside from the small easy pull strap I

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KLIM F5 KOROYD HELMET TESTED

IF YOU CAN SHELL could not find any other way to disconnect the strap. It does take a few practice runs to learn the placement to get it to snap together, but

OUT THE CASH, KLIM

once you’ve learned it, forget the old way. One of the best features for a helmet!

DELIVERS ONE OF

Durability wise the helmet is high quality and has resisted most typical issues in the year of abuse we’ve dished out to three different helmets.

Though the matte Carbon finish did show scratches more than a gloss finish, the paint and graphics were tight. The liner withstood abuse and many washings including some with a pressure washer. The visor is just flexible enough to be breakage resistant but not too much should you need it to break in a crash.

And now the crash report. I had a really good hit in one helmet and a few minor ones in another helmet. The big impact was an over-thebars header after a mis-judged sand dune crest. Not pretty and very violent with my head making first contact with the ground right at the top of the helmet where the visor connects. The kind of crash they say a neck brace becomes very useful for, and I was not wearing one of those. I stuck the ground and I knew I hit my head right away. No loss of consciousness but just enough stars to know it was a good one.

Resulting in a bruise on my forehead, some very light bleeding on the impact zone and a sore spot for a few days. Inspection of the helmet (pictures included) showed the Koroyd and the EPS compressed a significant amount, as they should, and this helmet did its job. The visor cracked but stayed attached and was still in one piece. On the smaller impacts one a side glancing hit the MIPS might have played a role. There was no true way of knowing but the impact seemed like it should have been worse based on what my body felt. Small scratches and no internal helmet damage could be identified.

The F5 Koroyd is a little heavier than the standard F5 due to the thicker shell needed to pass DOT tests, it is 3lb. 2.8 oz. in a Medium compared to 2lb. 11oz. for Medium standard F5. Still a pretty feathery helmet for a DOT lid. It is priced at the top of the market at $649.99 and has enough features and quality to back it up. In everyday use the Fidlock chinstrap will make other helmets feel like they are from the 1970s, the internal comfort will please your cranium and the light weight a welcoming feature that helps with fatigue and safety. Venting is second to none. And we trust the technology built into the helmet and the safety standards the helmet passes. We even proved it to ourselves but with the disclaimer that every crash is unique so you can’t base everything on one big crash. If you can shell out the cash, Klim delivers one of the best helmets on the market.

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THE BEST HELMETS ON THE MARKET.

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UN PE WF RPORNOTD U C T S

2021 FXR PODIUM MX GEAR JERSEY: $59.99 | PANT: $149.99 FXRRACING.COM Is neon and black back? Refined for 2021, the Podium gear set is the mid-level offering from FXR, designed to match durability with performance. Stretch material is used throughout the pant and jersey along withsome ventialation panels.

MOBIUS X8 KNEE BRACE $399.95 - $599.95 MOBIUSBRACES.COM Motocross knee brace meets Darth Vader. The X8 Knee Brace utilizes innovative patent pending technology which incorporates the Continuous Cable Routing System and a forged CNC machined dial. The system is designed to fit like a glove on any sized and shaped leg without interfering with the pants. The X8 Knee Brace is now available in the Storm Grey | Black colorway.

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DIRTBIKE TEST

2020-2021 HUSQVARNA FE 350/501 T-6 SLIP-ON SILENCER $488.21 PROCIRCUIT.COM Making the dual-sport a racer! Pro Circuit’s T-6 muffler is constructed of stainless steel and aluminum to drop weight, maintain durability, and alter performance over the stock system. With a removeable USFS approved spark arrestor, the T-6 Slip-On is trail ready for your new Husky dual-sport.

TM DESIGNWORKS CASE SAVER $59.95 TMDESIGNWORKS.COM Is it best to run a sprocket cover or not? TM Designworks offers a Case Saver that eliminates the typically integrated sprocket cover to minimize weight and allow the chain to escape if needed. The lightweight piece is constructed of 6061 aluminum to withstand abuse from a loose or broken chain and protect the exposed engine cases.

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POWERVALVE OIL LE AK REPAIR TUNED

KTM/ HUSQVARNA TWO-STROKE POWERVALVE OIL LEAK REPAIR If your KTM 2-stroke (250 or 300) looks like it sprung an oil leak out the side of the cylinder, behind the expansion chamber, you are not alone. This is a pretty common issue and really does little harm. Other than make it a little messy in that area. But there is a simple cure.

First, unless something is really wrong, which is rare this is a simple gasket sealing problem. If your bike is running fine and performing normally, none of these issues will be of concern. But if you have a leaking crankcase main seal, coolant getting into the clutch/transmission, severely overfilled transmission fluid or a clogged transmission vent line then the oil leaking out of the gasket is only a small part of the problem.

Here is how you fix it and what you need: - RTV Silicone Sealant: Permatex 82180 Ultra Black Maximum Oil Resistance RTV Silicone Gasket Maker.

There are some updated parts for older models and some owners even claim some of the older gasket parts provide a tighter seal.

But we have never needed anything more than the sealant to make it right.

The simple way to do this is to remove the expansion chamber and then clean off the area. Then remove the cover for the powervalve actuator. It slides onto a rubber gasket that has a rounded lip that mates with the cover. The leak is usually coming from the seam between the cylinder, the powervalve gasket and the cover — the fit isn’t perfectly tight here.

Further clean the area around here with a drying parts cleaner.

Take care with the powervalve cover gasket as it will stay on the bike the whole time since you do not need to disconnect the powervalve actuator.

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DIRTBIKE TEST

Apply a small smear of silicone seal along the back of the rubber gasket between the cylinder and gasket and rubber piece as shown in the photo.

Then place the gasket back in place. Next apply silicone around the lip of the lower part of the powervalve cover, but not too much to make a mess.

Then reassemble the cover to the bike. Put the pipe back on and while you have that Silicone (Even better if you use the more heat resistant Permatex 81160 High-Temp Red RTV Silicone Gasket) out it does not hurt to put some around the O-rings on the expansion chamber opening. Let it set and dry and you’ll not have a leak any longer-- and a cleaner bike.

If it seemed like there was a lot of oil leaking out you can simply check the oil level by removing this check bolt, you will be surprised that what looked like a lot of oil was likely not too much.

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JIMMYRIGGED

WHAT ARE YOU DOING? The title is an excellent question. One that I have been asked many times. Not just recently. Likely the question you really have is, “What is Dirt Bike Test really up to?”

We’re gonna give the digital magazine a try.

We’ve been doing our thing, a few guys in our spare time, producing quality moto journalism content since 2014. I started DBT and wrangeld our crew together because I really enjoy testing, learning, and communicating information about dirt bikes. We’ve been idling along trying to figure out if there is a place for us--or editorial product testing in general--in our current motorcycle industry landscape.

The way we’ve been doing it, the answer is no. There is no way we could even get paid minimum wage for the time we put into the content we produce without adding layer over layer of banners and pop-up advertising on the website. We never went down “click-bait” boulevard or “hyper-promotion” street because we wanted our audience to be attracted by our content and know they could turn to us for credible information. Not with flash and fluff. Definitly not be turned off and run away by intrusive digital marketing like so many other sites have become reiant on.

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WE’RE GONNA GIVE THE DIGITAL MAGAZINE A TRY. Dirt Bike Test has the people, the reputation and desire to

forever (some are dying off), the ones who have died and

package what we have been doing into a digital magazine format

those flash in the pants pop-ups that are here today and gone

on a regular basis. A format familiar with classic and expected

tomorrow. Yes, we all know who I’m talking about and it isn’t us.

advertising. This will enhance from our web site’s 35,000 regular

DBT since 2014...Doesn’t sound like much. Since just that time,

visitors who typically just see one or two things. Now we will

where did everyone go? Who is still standing? Who can you trust?

show them everything, in one place, in an easy to view, shareable and trackable medium, a magazine formatted digital platform.

You are looking at a sample at our first Digital Magazine. You

And we are convinced it will grow. And the numbers tell us it

are looking at it because we thought you might be interested

makes some financial sense. Largely due to the void in today’s

in partnering with us on the endeavor. I used to run a magazine

editorial options of respected and trusted motorcycle and dirt

where most of the revenue went to a big corporation with

bike product reviews.

executives in large corner offices that tried to tell me how to do my job better. Which was to make them more money. And I could

Don’t you want to be seen with the right people and brands?

have sold my reputation and been rewarded well with bonuses

There are the publications and people who have been around

and promotions, played the kickbacks game. I took an editorat-large position and a kick in the ass out the door instead. But I didn’t go away. And now Dirt Bike Test is gonna try something that can give a few of our dedicated editors and contributors an option to make a living doing what they love, riding dirt bikes and communicating about them and the products that keep this industry going around. We are a third-party endorsement, a club of like-minded riders, speaking to your customer. Above all we are in it because we love dirt bikes.

Simply we’re doing more of what we are good at and gonna see if this industry responds to it. If you are totally happy with where your products are being seen and how they are being reviewed, then maybe you do not need us. But if that question has popped up in your head even once then we are an option you might want to look into.

Need more? Look at the site. See the depth of the content (all produced by a few guys in their spare time while working other regular jobs) and understand what we could do if we didn’t just do this as a hobby. More time to focus and concentrate on what we are really good at. Jump in on the beginning and we’ll remember who helped us get rolling. Because if you wait and see then you might be reading this same column in a few years when you ask how you can be a part of DBT--when we’re pretty positive will be a lot more expensive to play.

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ESSENTIAL ADV STREAMLINED UTILITY LO N G D I S TA N C E C O M F O RT M I DW E I G H T A DV- R E A DY N E W C A R LS B A D JAC K E T & PA N T KRIOS PRO HELMET

# K L IML IF E

K L I M .C O M