DirtBikeTest Vol1 Iss1

ADVENTURE | MOTOCROSS | OFF-ROAD | TRIALS

PREMIERE ISSUE 6 BIKE TESTS + 9 PRODUCT TESTS + TECH + PROJECTS & MORE VOL. 1 ISS. 1

KTM

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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.

ktmusa 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.

DIRTBIKE TEST

Photo: R. Schedl

M AD

KTM Group Partner

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STATIC

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DIRTBIKE TEST

1977 YAMAHA HL500: A PEAK INTO THE FUTURE You name it, someone tried it long before it became 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 from further developing 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 further 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 could 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 247 lbs 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 winning bike boasted several 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 and restored it back to its GP-winning European look.

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MOTOCROSS

TUNE IN TO VICTORY.

YAMAH

THE 2021 YAMAHA YZ 250F ®

With a higher‑performing engine, an updated lightweight frame, the YZ250F is engineered to race ‑ and win ‑ like a champion. Includes the free of charge Yamaha smartphone power tuner app which adjusts the bike’s settings to rider and track conditions, while a handlebar mounted button allows map changes on the fly.

For your nearest Pro Yamaha dealer and to learn more about the 2021 YZ250F and YZ450FX, visit YamahaMotorsports.com Professional riders depicted on a closed course. Dress properly for your ride with a helmet, eye protection, long sleeves, long pants, gloves and boots. Yamaha and the Motorcycle Safety Foundation encourage you to ride safely and respect the environment. For further information regarding the MSF course, please call 1-800-446-9227. Do not drink and ride. It is illegal and dangerous. ©2020 Yamaha Motor Corporation, U.S.A. All rights reserved.

DIRTBIKE TEST

CROSS COUNTRY

HA AD

THE 2021 YAMAHA YZ 450FX ®

Featuring a new, more powerful engine, an updated frame, and class‑leading suspension. Also includes the same free Yamaha power tuner app to adjust the bike’s settings, with handlebar mounted button for map changes on the fly.

CMYK Blue: 100C/90M Black: 100K Gray: 46C/34M/32Y/17K

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I S S U E

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PUBLISHER/TEAM PRINCIPAL Jimmy Lewis

SENIOR EDITOR/INFORMATION ENGINEER Scott Hoffman

MANAGING EDITOR Trevor Hunter

PHOTOGRAPHY EDITOR Drew Ruiz

CONTRIBUTORS Brett Smith Mark Kalpakoff Matt Mattoon Chris Barrett Mike Barrett Jon Beck Kinney Jones Jorge Jestes Heather Lewis Dave Donatoni Dustin Hoffman

WANT TO ADVERTISE WITH US? advertise@dirtbiketest.com

FOLLOW US ON SOCIAL MEDIA

All rights reserved. DirtBikeTest 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 is 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 42

2021 HONDA CRF450R

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DANNY HAMEL

68

2021 YAMAHA YZ250FX

76

2021 BETA 300RR

86

2021 GASGAS TXT RACING 300

94

WHAT IS THE RIGHT BIKE?

1 00

2020 YAMAHA TÉNÉRÉ 700

106

2021 KAWASAKI KX450

1 14

2021 YAMAHA YZ250F

ALL NEW RED ROCKET

THE BEST THERE WAS

YAMAHA’S “ALL AROUNDER”

CONSERVATIVE ALTERNATIVE

THE DELICATE BALANCE OF TRIALS

THE BEST BIKE FOR YOU

ADVENTURE TIME, BLU CRU STYLE

REFINING THE GREEN MACHINE

FIRST IMPRESSION OF THE NEW BLU CRU

PHOTO: SCOTT HOFFMAN 10

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TESTS AND FEATURES

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CONTENTS

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PRODUCT TESTS

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NUETECH PLATINUM NITROMOUSSE

130

CRUZ TOOLS ROADTECH TRAVEL KITS

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TRAIL TECH KICK STAND

134

MAXIMA SYNTHETIC CHAIN GUARD

140

MOTO MINDED AIR FILTER DEVICE

142

GUGLATECH FUEL FILTER

146

FCP ENGINE MOUNTS | RM-Z450

148

KLIM POWERXROSS PULLOVER

154

FLY RUNWAY FOLDING RAMP

AD

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CONTENTS

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16

SEIZED

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JIMMYRIGGED

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SKID MARKS

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LIFE ON TWO

36

THE FUTURE

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FRESH DIRT

FRESH DIRT/NEWS/TECH/ETC.

118

TUNED: KTM 390 ADVENTURE BUILD PT. 1

128

TECH TIP: KTM/HUSQVARNA TWO-STROKE POWERVALVE OIL LEAK REPAIR

136

TUNED: 2021 KAWASAKI KX450 SETUP TIPS

144

TECH TIP: TRAILSIDE TIRE CHANGE

150

TUNED: TUNING A REKLUSE CLUTCH

Life is Better on a Honda

AD

Put the competition on notice, with the new 2021 CRF450R. Entirely redesigned to be lighter and more powerful, with better handling than ever. Now sporting an all-new chassis, hydraulic clutch and engine overhaul that turns your CRF®450R into a holeshot heat-seeking missile.

The 2021 Honda CRF450R powersports.honda.com PROFESSIONAL RIDERS SHOWN. PRE-PRODUCTION MODEL SHOWN. HONDA CRF/R MODELS ARE DESIGNED FOR USE IN OFF-ROAD CLOSED COURSE RACING EVENTS. ALWAYS WEAR A HELMET, EYE PROTECTION AND PROTECTIVE CLOTHING. RESPECT THE ENVIRONMENT. CRF®450R is a registered trademark of Honda Motor Co., Ltd. ©2020 American Honda Motor Co., Inc. (10/20)

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SS EE ICZTEI DO N T I T L E

THE CHAMP || Colton Haaker, a veteran in the sport and a master on two wheels, just wrapped up his fourth EnduroCross championship, inching closer to Taddy Blazusiak’s record of five titles.

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DD II RR TT BB II KK EE TT EE SS TT

PHOTO: TREVOR HUNTER

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SS EE ICZ TEI DO N T I T L E

IN THE BOOKS || Kailub Russell is arguably one of the greatest to ever race the GNCC Series, winning his 8th consecutive title in 2020.

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DD II RR TT BB II KK EE TT EE SS TT

PHOTO: KTM USA

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SS EE ICZTEI DO N T I T L E

PINNED || Trevor Stewart, riding for the SLR Honda squad, has been knocking on the door for wins as the defending series champ in the AMA National Grand Prix Championship.

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DD II RR TT BB II KK EE TT EE SS TT

PHOTO: TREVOR HUNTER

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SSEEI CZ TE IDO N T I T L E

NEW KID ON THE BLOCK || Isak Gifting closed out the 2020 MXGP season with a Top 5 Overall result for the GASGAS Factory Racing Effort.

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DD II RR TT BB II KK EE TT EE SS TT

PHOTO: GASGAS

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SSEEI CZ TE IDO N T I T L E

DESERTED || Desert racing isn’t for the weak, but the places you go and views you see are breathtaking. Look closely and you'll spot 2019 NHHA champ Jacob Argubright climbing a raw hillside.

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DIRTBIKE TEST

PHOTO: TREVOR HUNTER

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S E IC ZT EI DO N T I T L E

OFF THE BACK || Jason Anderson's riding style sure is fun to watch, and his early season results in the Pro Motocross Championship showed he has the speed to win outside.

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DD II RR TT BB II KK EE TT EE SS TT

PHOTO: TREVOR HUNTER

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JIMMYRIGGED

could have opened up a store with the website as a front end.

Nah, not interested. All of these are proven methods in this new era and have been suggested to us many times over. You can even get people to donate to your effort because they believe in you. Whether it is micro or macro financing, these are all just replays of the same old marketing and promotional ideas refined for our current status quo. Most are simply a mask covering or hiding from the real problem—a lack of credible testing.

What ever happened to having a good quality product at a fair price? No gimmicks, fewer games, and more honesty.

That is what we are trying to do here, as well as have fun. Tuned up a little for the times, since the real hard costs of producing a magazine are paper, printing, and postage. We do not need to make you, our customer, pay for the final product. In our model, the advertising, or our partners, should be able to cover the cost associated with the people power and equipment we need to produce this product. And the advertisers here support I dumped the clutch. Something I usually don’t do. Not because I

us knowing full well my history and integrity in product testing.

usually run a Rekluse either. I like to smoothly engage the power

They want the same thing as us: a place where you can go to

when taking off in life and on the bike. But something got me hot,

learn about dirt bikes and dirt bike-related products. It is why

poked the bear, or more likely someone told me I couldn’t do this.

we’ve been able to come back and do it ourselves, our way. Yes,

“This” being this DirtBikeTest Magazine.

you will see a fair amount of tests of our advertisers' products because we want to tell you about them as much as they do—so

But here it is. I’ve ended up under a trials bike, riding a third of

you can decide if that product is right for you.

the way across the country and back on adventure bikes, got back and beat up at the motocross track, and put my fingers into

Our tests are conducted by real riders who ride and race, own

all kinds of mechanical mischief. All because I believe there is a

their own bikes as well as ride our test bikes, and know how

need for credible motorcycle product testing and because I like

to work on them. We go deeper into detail and haven’t worried

doing this.

about getting our information out first because it has to be the best. And that takes time to do it right and make sure we are

Since leaving, or in reality, getting canned from the world’s largest

confident in our results. The magazine platform puts all of that

dirt bike magazine about nine years ago, we’ve seen where that

information in one, easy to reach place. It’s designed to have

ship sailed off to and sank. And a lot has changed. I saw this

a little bit of something for everyone and some stuff you didn’t

trend coming but I wasn’t sure where it was heading. That is why

know that you wanted to know. We hope it will surprise you,

we took our time and kept plugging along, website only. In this

educate you, and get you motivated and stoked to get out and

digital revolution where everyone can publish, you are your own

ride. I’ve worked alongside some of the founding fathers of

brand and you may even have influence. We have YouTubers,

motorcycle journalism and I learned a ton. Now it is my turn to

Instagram Influencers, Vloggers, forum trolls, Facebook Stars,

keep it alive and pass it along to the next generation as I see

and all of the content they produce. Some content in the sea of

a new group of riders getting into this market after quite a few

moto misinformation might even be good, or at least entertaining.

years of recession.

But who do you trust anymore?

But we, along with our partners, have cleared the first hurdle in Now, all it takes is a few thousand dollars spent buying followers

producing this magazine you are reading now. Now it is up to you

and bang. Look at me, I’m popular. We didn’t do that. You can

to subscribe, share, tell a friend, and promote this if you like it.

raffle off bikes with contests and give away products. Nope not

Because you will decide if this DirtBikeTest Magazine is going to

us, not yet. It isn’t that hard to dangle clickbait. Not my style. We

be a success. I sure believe it is.

JIMMY LEWIS

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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 KO R OY D H E L M E T

DBT TECH

# K L IML IF E

K L I M .C O M

SKID MARKS

It’s difficult to explain in words since it’s more of a feeling or a way to switch certain parts of your brain off for a spell. For unexplainable reasons when I’m riding in the desert, mountains, or at the track, the rest of my world is put on hold as if an invisible shield is cast down for a brief respite. It’s almost an out-of-mind experience. I am not talking about boring rides when your mind might wander. I am talking about laps at the moto track, single track in the desert or mountains, or when I let Jimmy torture me on a hardcore trail ride. Even a good dual-sport ride

ESCAPE FROM REALITY OR JUST A NONCONFORMIST?

can often transcend my mind into that zone. I am working my ass off sweating and using every sensory receptor, yet part of my brain is taking a much needed nap.

In my world, the motorcycle track or riding area is one of the few places people from all walks of life can cohabitate and get along like playground chums despite any political, religious, racial, or economic differences they may have. No matter how

Has this world gone totally crazy? Sometimes I think so! Just

much you have or how little, moto heads can sit back and

look around at the utter chaos, ridiculous cost of everything, and

ramble on for hours about what’s the best bike or how they

a government that has gone bonkers. What’s next, dogs and cats

should have or could have or would have won that race if only

living together? In the famous words of Rodney King, “Can we all

X, Y, or Z happened.

get along?” Strike that analogy, that hasn’t really worked either.

Anyway, back to world debauchery, it can really get to you—kind

Are motorcycles the key to world peace? I propose that at the

of like a wedgie in public on a hot summer day. No matter how

next United Nations summit meeting we send a representative

much you want to dig in there and pull it out, the universe just

to pitch a new campaign, “Two wheels at a time.” I can see the

lets it fester until you need an escape from it all.

billboards already:

Although I have been accused of possessing an overactive

“No motorcycle, no peace.”

imagination, my twisted psyche often leads me to the notion

“Can’t we all just ride along?”

that the majority of the people walking erect fail to embrace the

“Two wheels matter.”

ability to escape from the daily grind—even if it’s only for a blink

of an eye.

Everyone deals with life’s nuisances in their own way but, for me, a pair of grips and a handlebar metaphorically symbolize one of

It doesn’t matter what it is, it just has to be done to stay

life’s temporary rest stops where I can stop, take a piss, and a

somewhat sane in today’s world. For sissies, it could be anything

deep breath before getting back on the road, track, or trail. So

from checkers to tiddlywinks. For the unfortunate, it’s drug and

the key to civil unrest and inequality in this nation is just a few

alcohol abuse. For myself, nothing, I reiterate, nothing compares

dirt bikes away from tranquility? The next time you are on one of

to the utter escape and rush I experience when I’m riding a

those epic rides or spinning laps at a track, think about what you

motorcycle. Now you wonder why hardcore bikers are such

are not thinking about and savor the moment.

bums—they never know when to get off their bikes and return to reality, but why should they?

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SCOTT HOFFMAN

SCOTT PERFORMANCE

LIFE ON TWO

You’ve watched me rip, you’ve watched me crash, and you’ve

I got my start with DirtBikeTest just a few short years ago

seen my attempt to reduce the donkey population in Nevada.

when Preston Campbell (son of 11X Baja 1000 winner Johnny

But do you ever wonder who the guy under the GoPro is? I’m a

Campbell) asked me to race on the DBT supported 24 Hours

racer through and through, though I’ve expanded my horizons as

of Glen Helen race effort in 2015. Post race, I wrote up a race

of late. I’m still fairly new to this media gig, so you may not know

report that, much to Jimmy’s surprise, was decently written and

exactly who I am. The other two columnists in this magazine,

eventually published onto the website. I could now say I was a

whom you’ve probably read about more than a few times, each

moto media journalist! Since then, I have gradually increased

have more experience alone than I have been alive. Yeah, they’re

my involvement with DBT. It has tremendously helped further my

old…or I’m young. That’s for you to decide. They have reached

two-wheeled racing career as it helps cover some of the costs

their peak, or dare I say are well past it, while I’m just starting out

of my one expensive hobby (dirt bikes) so that I can relocate that

on my journey.

money to my other expensive hobby (mountain biking). I spend nearly every day of the year on some form of a cycle. When

I’ve been enjoying life on two wheels since the age of three,

I’m not on a motorcycle, you can usually find me on a bicycle.

where I ditched the training wheels on my bicycle and instantly

And when I’m on a motorcycle, you can find me on a bicycle

jumped on a PW50, only to cartwheel through the neighbor’s

later that day. The only two things that occasionally prevent me

rose bushes on my first ride. Good thing mom and grandma

from spending a day on wheels is a semi-real job marketing

weren’t watching that time! After that, my dad (who is washed

motorcycle products, or that thing called school. College,

up but still trying) got me into racing AMA District 37 and the

actually.

Big6 GP Series. I grew through the ranks, from a PW to a Husky Boy JR 50 (I got a lot of weird looks when riding around on that

Within an organization, they say you need to cover all of the

bike) before going to the “dark side” and riding a KTM 65. Here, I

bases. After seeing the other two keeping DBT going (Jimmy &

started to hit my stride and understand what racing is all

Scott), it’s obvious why they’ve kept me around. I’m the brains

about—doing whatever it takes to not let your buddies beat

behind the operation and they’re the good looks. Or something

you! After a few years on the KTM 65, I got back on blue where I

like that. With that being said, enjoy my first take on a magazine

mixed gas and hauled …This led me down the path that got me

that allows me to pursue my passion, provide some motorcycle

here today.

insight, and spend more time racing on two wheels. Plus, someone has to teach the old guys a new trick or two.

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TREVOR HUNTER

AD

SECTION TITLE

THE MOST OFF-ROAD WORTHY DUAL SPORT ON THE MARKET

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DIRTBIKE TEST

Enduro Alaska • Wasilla, AK • 907-350-6584 S&T Cycles • North Clanton, AL • 205-755-1001 Al’s Cycle Center • North Little Rock, AR • 501-758-4800 Dirt Riders West • Phoenix, AZ • 602-370-7546 Happy Trails Cycles• Bouse, AZ • 307-690-9493 Manic Moto • Queen Creek, AZ • 480-783-3243 On Any Moto • Tucson, AZ • 520-269-6606 Auburn Extreme Powersports • Auburn, CA • 530-885-7105 Browns Cycles • Paso Robles, CA • 805-238-1240 C&D Cycle Center • San Diego, CA • 858-277-3298 Capitol Yamaha • Sacramento, CA • 916-485-9200 Coyne Powersports • El Centro, CA • 760-353-2110 Doug Chandler Performance • Salinas, CA • 831-422-3270 Honda Kawasaki Beta of Modesto • Modesto, CA • 209-529-5424 Jetworld Powersports • Castaic, CA • 661-294-0072 KC Power sports • San Juan Capistrano, CA • 949-942-9854 Lee’s Honda Kawasaki • Redding, CA • 530-221-6788 MotoXotica • Vacaville, CA • 707-446-4282 Mountain Motorsports • Ontario, CA • 909-988-8988 Northstate Powersports • Chico, CA • 530-342-4216 Simi Valley Cycles • Simi Valley, CA • 805-522-3434 Uptite Husky • Santa Ana, CA • 714-540-2920 Wilson’s Powersports • Madera, CA • 559-674-0041 Apex Sports • Colorado Springs, CO • 719-475-2437 Extreme Power Sports • Steamboat, CO • 970-879-9175 Grand Mesa Motorsports • Delta, CO • 970-874-8621 Handlebar Motorsports • Durango, CO • 970-247-0845 MotoAdventure • Loveland, CO • 970-669-5377 Perri’s Powersports • Grand Junction, CO • 970-243-7730 Spirit Lake Motorsports • Grand Lake, CO • 970-627-9288 Timberline Motorsports • Buena Vista, CO • 719-395-4272 N.E. Cycle Works • Groton, CT • 860-445-8158 Level 10 Performance Motorsports • Ormond Beach, FL • 386-944-9160

Orion Motorsports • Tallahassee, FL •850-671-1222 Priority 1 Powersports • Fort Pierce, FL •772-448-8555 Brett’s Cycle Barn • Gordon, GA • 478-628-4270 Wooly’s Cycles of Atlanta • Marietta, GA • 770-984-9844 Tiki Cycles Unlimited • Mililani, HI • 808-486-8454 Cycle Tech • Fremont, IA • 641-632-8201 DR Powersports • Cedar Falls, IA • 319-235-6453 ext5 Edwards Motorsports • Council Bluffs, IA • 712-366-8400 Hicklin PowerSports • Grimes, IA • 515-986-4880 Action Cycles N Sleds • Twin Falls,ID • 208-736-8118 Dennis Dillon RV & Marine • Boise, ID • 208-343-2830 Kolby Offroad • Idaho Falls, ID • 208-881-9646 Powersports Unlimted • Post Falls, ID • 208-981-0028 Sandpoint Marine & Motorsports • Ponderay, ID • 208-263-1535 Supreme Power Sports • Lewiston, ID •208-743-9496 Good Guys Motorsports • Herrin, IL • 618-988-9194 Hall’s Cycles • Springfield, IL • 217-789-0107 Fatty’s Cycles • Fortville, IN • 317-485-6200

Lewisport USA • Copperopolis, CA • 209-678-5779 Tec-Cycles • Riverside, CA • 909-224-3375 Balance Trial Supply • Arvada, CO • 720-207-7715 Trial Store USA • Bradenton, FL • 941-404-0757 Aloha Trials Shop • Kapaa, HI • 808-822-2706 Northwest Cycle Center • McHenry, IL • 815-344-7780 Bucher Sales • Rock, KS • 620-986-5666

Mud Motorsports • Martinsville, IN • 765-349-8938 The Cycle Shed • Vernon, IN • 812-346-8620 Miller Cycle Shop • Inman, KS • 620-712-1165 Central KY Motorsports • Lexington, KY • 859-888-0740 Morgan’s Suspension Service • Louisville, KY • 502-239-1870 LBI Motorsports • Oxford, MA • 508-987-6245 Monty’s Motorsports • Westfield, MA • 413-642-8199 Cycle max • Gaithersburg, MD • 301-869-6629 Xtreme Powersports • Accident, MD • 301-387-2095 Maine Cycle • Auburn, ME •207-783-7349 Bennett Powersports • Marlette, MI • 989-635-5500 Cycle City Inc. • Escanaba, MI • 906-786-5834 JT Cycle • Battle Creek, MI • 269-965-0571 MX Parts Now • Watervliet, MI • 269-201-7064 Plus One Performance • Dearborn, MI • 313-918-8944 Lewis Charles Cycles • Albert Lea, MN • 507-720-4144 Bonecutter Body Shop • California, MO • 573-796-8685 Donnell’s Motorcycles • Independence, MO • 816-478-9393 Gateway BMW • Saint Louis, MO • 314-427-9090 Marionville Powersports • Marionville, MO • 417-258-2544 Motorcycles and More • Marthasville, MO • 636-433-2384 Graham KTM • Senatobia, MS • 662-562-8711 Blitz Motorsports • Bozeman, MT • 406-522-7533 Fastoys • Kalispell, MT • 406-257-8697 Hanson’s Motorsports • Billings, MT • 406-545-7338 Kurt’s Polaris • Missoula, MT • 406-541-3651 Poet Motorcycles • Helena, MT • 406-457-8230 Brewer Cycles • Henderson, NC • 252-492-8553 High-Thom Motors • Thomasville, NC • 336-474-0443 Palmer Motorsports • Denver, NC • 704-489-1125 Redline Motorsports • Bismarck, ND • 701-426-0083 Johnny’s Cycle • Nebraska City, NE • 402-873-6913 Smart Auto Sales • Omaha, NE • 402-715-4647 Naults Powersports • Manchester, NH • 603-669-7220 Town & Country Cycle Center • Hamburg, NJ • 973-875-2111 Trapani Race Setups • Waretown, NJ • 609-693-3773 3 Ring Cycles • Clovis, NM • 575-760-7312 Champion Motorsports • Roswell, NM • 575-624-0151 DT Motorsports • Alamogordo, NM • 575-434-0454 S Squared Motorsports • Albuquerque, NM • 505-839-0505 Sun Country Powersports • Farming ton, NM • 505-325-4195 Sierra BMW Motorcycle • Sparks, NV • 775-355-0655 Sonoma Cycle • Winnemucca, NV • 775-623-6888 Sportsman Cycle • Las Vegas, NV • 702-641-6401 3 Seas Recreation • Mayville, NY • 716-753-2628 Barnstormers Off Road • Whitehall, NY • 518-769-1058 Powerline Cycles • Mahopac, NY • 845-528-3401 Pro Cycles • Clifton Park, NY • 518-373-0151 Steve’s Custom Cycle • Lockport, NY • 716-625-4372 Beaver Creek Cycle • Lisbon, OH • 330-386-7353 Championship Powersports • Wauseon, OH • 419-335-8600 Dover Race Ready Cycle • Dover, OH • 330-440-6196

Jack’s Cycles • South Berwick, ME • 207-337-1274 Mossy Rock Trials & Offroad • Big Timber, MT • 406-930-0227 Competition Wheels & Cycles • Concord, NC • 704-906-3238 The Tryals Shop • Locke, NY • 315-497-2904 RL Racing • Collinsville, OK • 918-519-6505 Diehl’s Beta Sales • Danville, PA • 570-437-2487

KRW Cycles • Dayton, OH • 937-477-0522 Pony Powersports • Westerville, OH • 614-212-7888 Staud Cycles• Fairfield, OH • 513-604-2391 Airhead Sales & Service • Klamath Falls, OR • 541-882-3572 Dan’s Motorsports Outlet • Salem, OR • 503-385-8108 Gray Area KTM • Springfield, OR • 546-688-5881 Fun Country Inc. • The Dalles, OR • 541-298-1161 Beaverton Motorcycles • Tigard, OR • 503-718-6670 Bromley Motorsports • Stevensville, PA • 215-450-5487 Ephrata Cycle & Sports • Ephrata, PA • 717-738-1184 First Bike Motorsports • Butler, PA • 724-287-3052 Kissell Motorsports • Tyrone, PA • 814-861-7890 Mosites Motorsports • North Versailles, PA • 412-376-2300 RyanCo Cycle Works • Bloomsburg, PA • 570-437-4034 South Mtn Cycle Shop • Dillsburg, PA • 717-432-4997 San Juan Motorsports • San Juan, PR • 787-399-6866 Upstate Cycle • Greenville , SC • 864-232-7223 Redline Motorsports • Lexington, SC • 803-359-2702 Rosco’s Motorcycle & ATV • Rapid City, SD • 605-348-3946 Adventure Offroad • Leoma, TN • 931-852-5445 GDM Motorsports • Murfreesboro, TN • 615-907-7212 Knox Enduro • Knoxville, TN • 865-308-0330 Pandora’s European Motorsports • Chattanooga, TN • 423-468-4104

380 Motorsports • Decatur, TX • 817-752-8456 Big Country Motorsports • Magnolia, TX • 281-356-2506 D Squared Trials & Trails • Amarillo, TX • 806-576-0271 Fun Motors of Longview • Longview, TX • 903-663-9100 Ruhnke’s Xtreme Cycles • Odessa, TX • 432-563-0000 San Marcos Motorcycles • San Marcos, TX • 512-392-5220 Cutler’s Inc. • Orem, UT • 801-224-5005 Factory Powersports • Saint George, UT • 435-628-5281 Offroad Specialists • Fillmore, UT • 435-743-4180 Ridgeline Motorsports • Vernal, UT • 435-789-7433 Steadmans Recreation • Tooele, UT • 435-882-3344 Sunny Offroad • Perry, UT • 801-430-1101 Allsport Cycles • Roanoke, VA • 540-772-2500 Commonwealth Motorsports • Hayes, VA • 804-642-2200 Early’s Cycle Center • Harrisonburg, VA • 540-433-2585 Frank’s Motor Bikes • Bellevue, WA • 425-603-9000 Tom’s Cycle • Walla Walla, WA • 509-529-0411 Xtreme Powersports • Okanogan, WA • 509-826-5771 Wenatcheee Powerports • Wenatchee, WA • 509-665-6686 Jay’s Power Center • Reedsburg, WI • 608-768-3297 Metro Motorcycle • Neenah, WI • 920-722-0700 Appalachian Offroad • Cross Lanes, WV • 304-932-0437 Beta of Henderson • Henderson, WV • 304-675-5111 DSD Kawasaki Motorcycle & Rv Sales • Parkersburg, WV • 304-861-0449

Elkins Motorsports • Elkins, WV • 304-636-7732 Alpine Motorsports • Casper, WY • 307-234-4944 Handos Service Center • Sheridan, WY • 307-675-2287 Raw Power Motorsports • Thayne, WY • 307-883-3278 Rocky Mountain Powersports • Pinedale, WY • 307-367-2999

Moto-Skills •Rogersville, TN • 602-999-5395 Rising Sun Cycles • Harriman, TN • 865-590-1363 Mototrialsport • Midlothian, TX • 972-754-9686 Neil King Enterprises • Austin, TX • 512-292-0000 Northern Utah Trials • west Point, UT • 801-773-3918 Inland N. W. Trials Supply • Chattaroy, WA • 480-299-6038

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THE FUTURE: NEW PRODUCTS

REKLUSE LEFT-HAND REAR BRAKE Mountain bike meets motorcycle. The perfect complement to an auto clutch, Rekluse is excited to announce an updated Left-Hand Rear Brake system. The new system features a Rekluse engineered and manufactured full-size billet master cylinder providing high-performance braking power while allowing riders to operate the rear brake using only their left hand. Riders keep the option and function of the rear foot pedal. $379.00 / www.rekluse.com

FASST COMPANY REAR BRAKE RETURN SPRING Offers tunable pedal resistance and a more controllable feel by placing the spring in compression instead of tension, minimizing the “on-off” feel of most rear brakes.

The spring mounts to the master cylinder and minimizes debris from jamming the master cylinder. $19.99 / www.fasstco.com

BLACK DOG CYCLE WORKS KTM 390 ULTIMATE SKID PLATE Frame mounted and burly, BDCW makes tough, made in the U.S.A. 3/16th Aluminum skid plates for adventure bikes including this new one for the KTM 390 Adventure. $375 / www.blackdogcw.com

MUC-OFF PRESSURE WASHER MOTORCYCLE BUNDLE Including everything you need to get your ride to shine, including the bag to store it in, this Muc-Off pressure has special wands for motorcycle, bicycle, and one for everything else (adjustable). $259.99 / www.muc-off.com

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DIRTBIKE TEST ALPINESTARTS’ TECH-AIR® OFF-ROAD AIRBAG SYSTEM Are you ready for the rigors of fast rally-style off-road riding? With this you might be that much safer. The Tech-Air® OFF-ROAD System is integrated with Alpinestars’ Bionic Pro v2 Protection, which provides additional front padding on the arms and chest for enhanced roost protection. Since 2018, Alpinestars has been providing Tech-Air® Airbag System technology to riders in rally racing with the goal to keep athletes protected in the event of a crash. The Tech-Air® OFF-ROAD System is now available to a large number of professional riders who will be competing in the Dakar in January 2021, where airbag systems will now be mandatory for racers on motorcycles and quads. It’s unsure when they will be available to the general public, currently the Tech-Air® Race model runs $1,149.95 and the street version $699.95. www.alpinestars.com

KORE ADVENTURE BOOT Budgeting for an adventure ride. The Kore Adventure Boot gives you all of the features found in other top boots priced over $250 but for only $149.99! These are battle tested with input from riders like you with essential features like a non-slip sole and added support for those long ADV rides. A nylon mesh is quick drying and breathable to keep your feet and legs dry at all times. The Kore Adventure Boot is exclusively available at actionathletesupply.com. $149.99 / www.actionathletesupply.com

COLUMBIA MID ADVENTURE BOOTS Mid-sized boot for full-sized fun! Action Athlete Supply is offering the Columbia Mid Adventure Boots at a highly discounted rate. The boot boasts durability throughout with a rugged sole, a replaceable buckle system, and a split grain leather construction in the upper half. Standing at just 9.5" tall, the mid-sized boot is a viable option for those looking to ride without the hassle of a full-sized boot. $119.99 / www.actionathletesupply.com

KREFT MOTO PREMIUM SHOCK BODY Is Kashima Coating just factory bling? The Kreft Moto Premium Shock Body is a replacement/upgrade for stock WP 50mm and 46mm shock bodies. Featuring Kashima Coating, friction is reduced by 76% compared to hard anodizing (OEM). Additionally, wear life is significantly extended (47% smoother after wear testing vs. OEM). Retail price for the Kreft Shock Body is $150. Dealer and distributor inquiries are welcomed. $150.00 / www.kreftmoto.com / info@kreftmoto.com / 541-797-0700 DUNLOP MX53 MOTOCROSS AND OFF-ROAD TIRES Is the terra firma not soft enough for your tires and you are looking for something that works better in the hard stuff and has more grip than a full off-road tire? Dunlop’s MX53 is a tire that fills a hole in their line that they had vacant for some time. The MX53 is a solid tire built for intermediate to harder conditions and is great for moto, GP-style racing and some off-road. The 53 comes in a range of sizes from 60/100-10 to 120/90-19 and everything in-between. Shop your local dealer for prices. www.dunlopmotorcycletires.com

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FS RE EC ST HI O DN I TR IT T L E

Bam Bam Now On GASGAS One brand is now three, well kind of? Rumors are rumors but this one is true. Justin Barcia is officially a member of the 2021 Troy Lee Designs/Red Bull/GASGAS Factory Racing team. TLD has switched brands in a kind of sort of way to GASGAS and will field 450cc rider, Bam Bam. The team will also host two 250cc riders, Pierce Brown to race aboard the MC 250F alongside teammate Michael Mosiman. To keep up to date with Troy Lee Designs/Red Bull/GASGAS Factory Racing on Instagram, visit @troyleedesigns, @tld_moto, @gasgasusa and @gasgas.official.

I Didn’t Even Know About This?!?

Did this digital issue of Dirt Bike Test sneak up and surprise you as much as it did the ones who created it? Well don’t be surprised, be in the know. Sign up to get our newsletter and receive notifications about when the next one will be available.

Plus, we want to know what you think about our first issue and how we could improve it. Click HERE for a survey to give us feedback on Issue 1.

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DIRTBIKE TEST

2021 Monster Energy Supercross Schedule 1-SATURDAY, JAN 16, Houston, TX [EAST] NRG Stadium 2-TUESDAY, JAN 19, Houston, TX [EAST] NRG Stadium 3-SATURDAY, JAN 23, Houston, TX [EAST] NRG Stadium 4-SATURDAY, JAN 30, Indianapolis, IN [EAST] Lucas Oil Stadium 5-TUESDAY, FEB 2, Indianapolis, IN [EAST] Lucas Oil Stadium 6-SATURDAY, FEB 20, Glendale, AZ [WEST] State Farm Stadium 7-TUESDAY, FEB 23, Glendale, AZ [WEST] State Farm Stadium 8-SATURDAY, FEB 27, Glendale, AZ [WEST] State Farm Stadium 9-SATURDAY, MAR 6, Daytona Beach, FL [EAST] Daytona 10-SATURDAY, MAR 20, Arlington, TX [WEST] AT&T Stadium 11-TUESDAY, MAR 23, Arlington, TX [WEST] AT&T Stadium 12-SATURDAY, MAR 27, Arlington, TX [WEST] AT&T Stadium 13-16-ANNOUNCED AT A LATER DATE! 17-DATE TBA, Salt Lake City, UT, Rice-Eccles Stadium

NO A1 Supercross for 2021 The world has changed and the 2021 Supercross season has had to change as well. Feld wants spectators in the seats but right now California says NO NO. TV is not strong enough to prop up Supercross alone and they need paid seats to operate. That being said, check out the 2021 schedule and some of the still unknowns. Things might still change, but for now this is what has been announced. Some rounds TBA.

Pastrana Goes CBD, Bud! Yeah that is right, famed daredevil Travis Pastrana might have a few aches and pains, but he has turned to launching a partnered brand called Just Live. The newly formed company has joined forces with several elite athletes to promote CBD THC-free CBD as a natural solution for pain, recovery and overall wellness.

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FS RE CE TS IHO DN I TR IT T L E

CLICK TO PLAY

Two-Stroke vs Four-Stroke The age old debate rages on! Have cams and valves surpassed premix and blue smoke? Or are the two power plants so radically different that a fair comparison between similar bikes with different motor types is unfathomable? Jimmy Lewis and Trevor Hunter spent a full day of riding both Yamahas to give you a brief yet informative breakdown of the YZ bread XC racers. Check out this exclusive content.

XC2 Breakthrough Rockstar Energy Husqvarna Factory Racing’s Craig DeLong is the newest GNCC XC2 250 Pro Champion after taking his fifth win of the season at the finale in West Virginia. The title marks the first for Husqvarna, as well as class veteran DeLong, in the 250cc division. A tight title fight between DeLong and KTM’s Johnny Girroir ended at the previous round when Girroir went out with injury.

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DIRTBIKE TEST

Stay Connected Can't get enough of us? Yeah, we can't either. Stay ahead of the curve and follow us on all of our social channels. The bigger we get, the more credible information you get to digest!

Questions Answered Here Ever have some sort of burning motorcycle or motorcycle related product question that you need an expert answer on? Well we may have an answer. Dirt Bike Test’s Jimmy Lewis does a weekly live show, Tech Talk Taco Tuesday, where he claims he answers 100% of the questions correctly with 75% accuracy. Informative and educational, as well as funny, the show currently airs on DBT’s Facebook page at 7 PM PST and is typically edited and up on YouTube and to the various podcast platforms the next day. Now 80-plus episodes deep, you can learn everything from what is the best bike for all of mankind to what oil to run. Some industry experts as well as famous racers have joined in as co-hosts to add insight and sometimes insults. You really should listen in!

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ROOST - Easier to ride CRF450R - Slim bodywork and agile-feeling bike - Hydraulic clutch - Simplified maintenance ENDO - Suspension is on the softer side for faster/heavier riders - ECU mapping is inconsistent with a rich/dirty feel off bottom - Map selection/traction control/launch control switch is complicated PRICE - Price: $9,599.00

2021 HONDA CRF450R 42

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DIRTBIKE TEST

Honda has been a powerhouse in the sport of Motocross. Some of the most iconic riders and machines have all adorned the Red Wing in style. Though it started in 1973 with the “Elsinore” CR250M, Honda’s current flagship model lives on with the mighty CRF450R. The CRF has had a roller coaster legacy, debuting and living on as one of, if not the best, bike for several years, then shortly thereafter, it changed.

Or competition arrived. The CRF appealed to some riders while being disregarded by others. While Honda has continued to develop throughout the years, and at times won back its critics, the 2020 generation 450 saw mixed results. Some loved it, others hated it. With that in mind, Honda has set out to smoothen out the rough spots and build a better all-around bike for the masses with the 2021 version.

- Newest generation CRF450R. - Honda’s flagship 450cc MXer.

TREVOR HUNTER

PHOTOS BY DREW RUIZ & TREVOR HUNTER

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2021 HONDA CRF450R TESTED

The ‘21 CRF450R is all new. New bodywork, an updated chassis, and a revised motor package boast a plethora of changes on Honda’s 450cc MXer. Honda’s catchphrase for 2021 is “Razor Sharp Cornering” though we don’t really understand why. The last generation bike was one of the better cornering machines, and the list of changes looked to improve stability while possibly giving up some of that cornering ability. Additionally, the changes were made in an effort to reduce rider fatigue and enhance consistency. Check out the complete list of changes on DirtBikeTest.com for an in depth look at the specifics.

- All new for 2020 - Near 5 lb weight loss from 2020 - Revised engine components and ECU mapping - Revised chassis with optimized flex characteristics - Updated Showa suspension settings - New bodywork

CLICK HERE FOR BIKE SPECS Onto the mapping, this is where the bike falters. In the standard map (Map #1), the bike has a rich/dirty/inconsistent sensation off the bottom. This is typically felt when riding in lower RPMs We’ll start off by saying the power on the new CRF450R is really

and with smaller throttle openings. Is it ideal to have this rich

good. Dare we say it reminds us of a certain Austrian brand? In

feeling off the bottom? No, but it’s more of an annoyance than

short, the bike has a lot of power delivered in a linear fashion.

a hindrance in our opinion. What’s strange is the inconsistency

On the previous gen engine, the power had several steps in it

in the gurgle. Some days, the bike runs fine for the most part,

in comparison to the new motor. The 2020 would start off with

then it becomes more apparent later in the day. Other days it

an explosive hit, fall off slightly, surge back up, tame down,

was completely nonexistent, and some it was consistently there

then surge again. It was very intimidating and difficult to ride for

throughout the day. Some riders felt it, others didn’t. Honda is still

some. This is where we’ve seen the biggest improvement on the

in the process of finding a solution to the problem, though we’ll

’21 power plant. Honda lived up to its promise in delivering a

update when we can.

consistent, easier to ride motor.

The intricate F1-like map selection switch also boasts two

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Down low, the bike has good, smooth power that you can roll

other maps, Mellow (Map #2) and Aggressive (Map #3). None of

on with a slow twist of the wrist, or even whack it open without

our testers preferred Map 2 due to its “lack of power” or “lazy

looping out. Coming off the bottom, it is a smooth transition into

feeling.” Throttle response isn’t quite as crisp and the overall

the mid-range and through the top. The power delivery is very

power is tamed down. In turn, it made it a little harder to ride the

linear and we say it likes to make traction as it builds RPMs.

bike and required our riders to be more aggressive. Contrarily,

When a bike’s power gets notchy and surges, the rear wheel

the aggressive map (Map #3) allowed some riders to be smoother

tends to break loose, requiring some clutch work or adjusting

and makes riding the 450 easier. The extra response down low

the throttle. However, this ’21 machine keeps it consistent with

gives us enough juice to short shift, ride a gear high, and lug

laying down a lot of power in an easy to ride manner. Overall, it’s

our way through corners, whereas this isn’t as feasible in Maps

much less fatiguing and intimidating than the older bike while still

1-2 without using the clutch. Our lighter, more aggressive riders

fulfilling our adrenaline needs and getting around the track in a

gravitated towards Map 1 since it had enough power to still

hurry. By no means are we saying this is a slow bike. In a sense,

effectively ride a gear high, or responded well to higher revving

it’s faster than the last bike!

and more aggressive riding. To note, the hiccup off the bottom

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was much less apparent in Map 3, likely due to having a seemingly leaner setting programmed. Our gripe with the map selection is that it is more difficult than others to switch between maps. You must have the throttle closed and at idling RPMs to switch. We were able to pull the clutch in and roll around a turn or down a hill and switch maps, but it isn’t as simple as a Yamaha or KTM/Husky.

Honda also offers its signature HSTC (Honda Signature Torque Control) with three different levels. We aren’t huge fans of the system since it feels like it is most effective at lower RPMs and lower throttle openings. Our higher-skilled riders feel they can do a better job of managing the power through their wrist/clutch finger and adjust when needed.

A new addition to the Honda is a Nissin hydraulic clutch. Even riders who don’t prefer hydro clutches liked the feel of the Honda clutch. It boasts a light pull and offers more modulation than some other hydraulic clutches. One tester has also gotten used to a one-finger pull on this clutch, whereas every other bike he uses two fingers. It almost feels like a smooth cable clutch in action. So far, we haven’t had any durability issues with it, though we aren’t big clutch abusers here at DBT. Shifting is as smooth as butter and the ratios are all on point. The lone muffler looks bigger, but has a nice, soothing tone to it that’s rather quiet when riding.

- Smoother, linear power delivery that’s easy to ride yet still fast - Mapping issues off bottom at low RPMs - Hydraulic clutch has a smooth pull and larger engagement window - Different maps make a difference and can tailor the motor to different riding styles

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2021 HONDA CRF450R TESTED

Moving on to the suspension, the CRF has its quirks. Our initial feelings at the intro day were the Showa suspenders offered KYB-like comfort with enough stiffness. While it does offer comfort on a smooth track, the suspension suffers when the bumps grow bigger due to its soft character. Both the fork and shock are on the softer side, even for our lighter and smaller riders. Nearly everyone who rode the bike on a variety of tracks felt the suspension is too soft. From 150 lb Vet B riders to 200+lb riders, the feelings were the same. Typically, our smaller riders feel 450 MX suspension is on the stiffer side, so this is a noticeable difference from other 450cc motocrossers.

If you’re sticking to the vet tracks where jumps are smaller and tamer, and bumps aren’t much of a factor, this bike works really well. The softer suspension stays planted to the ground and offers comfort unlike previous Honda 450s. However, main tracks and faster or bigger riders will likely look for some suspension tuning. The bike rides low in the stroke front and rear which gives it a stiffer feeling, though it is soft. When riding lower in the stroke, it’s initially into stiffer valving which prompts the stiff feeling. Additionally, when you charge into bigger bumps, land in holes, or over jump an obstacle, it blows through the stroke. This is more so on the fork than the shock, but the shock still is on the softer side. Additionally, coming out of choppy corners, the rear end hangs up a little and deflects on acceleration chop.

To combat this, we’ve made a few adjustments to do our best with the stock settings. First, we ran the sag in 105mm-107mm range. This gave it some stability while keeping cornering abilities.

Additionally, we added 20cc of oil to each fork leg. This helped control the bottoming and improved the overall front-end feel everywhere on the track. Next up, we dropped the forks from 5mm up to only 2mm up in the triple clamps. This added some much needed stability on corner entrance and on faster, choppy straightaways.

For clicker settings, we’re pretty far in which tells us we could use some heavier springs and/or valving for our riders. Below is a quick rundown of where everything is at: Fork - C: 3 out; R: 14 out; +20cc fork oil; 2mm in clamps Shock - LSC: 3 out; HSC: 2-2.5 out; R: 7 out; Sag: 105mm107mm - Softer settings cater to smoother tracks/recreational riders - Adding fork oil helped resolve fork complaints

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- Softer nature offers KYB-like comfort out of the Showa components

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2021 HONDA CRF450R TESTED

Handling wise, we feel the 2021 CRF is an improvement for most.

That previous gen chassis was stiffer and difficult to ride hard for an extended period of time on anything but the smoothest terrain. Now, the chassis is much more compliant and pleasing to ride. The 450R chassis soaks up square edges and small chop without as much deflection as previous.

In addition to the added comfort in the chassis, the Honda feels much lighter, which kind of contradicts the additional comfort felt. Lighter-feeling bikes can be harsher as they deflect off of bumps rather than soaking them up with weight to keep it

feels. The bodywork retains a slim fit and offers just enough to

planted. Through the front end/handlebars, it feels similar in

get a good grip with your legs, but not too much to get in the

terms of weight, which is light. However, the newfound lightness

way. In addition, the rider cockpit is typical Honda, which is really

is felt more in the footpegs. The bike is easier to maneuver and

good. Some of our testers didn’t gel with the rider triangle on the

control through the pegs. This is mostly felt when jumping or

previous gen CRF, and although Honda claims they didn’t change

under acceleration when the front wheel is unweighted a bit.

much, it felt much better. The seat is flatter and makes it feel like

This goes along nicely with a light-feeling front end that is easier

you’re sitting on the bike, not in the bike. Some complained that

to “point and shoot” when diving into a corner. As stated in the

the seat felt hard and needed more cushion, but that is one of

Suspension section, dropping the forks worked wonders with

the performance aspects to us. It gives the bike a sporty feel and

this bike. At stock height, the front end is a little twitchy at speed

keeps you from sinking into a pocket in the seat. Additionally, the

and upon corner entrance which ultimately upset our in-corner

bars are a neutral bend that most can get accustomed to. The

performance. Dropping the forks resolved this while maintaining

footpegs are average on the Honda. When they get wet or get

good front-end traction through the corners.

some mud on them, they can get slick really quick. Brakes work pretty good for a Japanese motorcycle, which is good these days.

In tight and rutted corners, the Honda is one of the better bikes.

Once into a corner, the bike will stay planted in the rut and drive

Maintenance is simplified on this bike, which is a plus. Accessing

through without getting upset. The updated chassis also gives

the air filter is one side panel bolt and an off-road style hook and

you a better feel for the ground and the bike moving underneath

loop fastener to secure the filter. Sliding the panel on is a little

you. In faster sweeping turns, dropping the forks helped with

tricky, but much better than removing the seat. Also, the filter

front-end stability. As with most bikes these days, Dunlop MX33

change can kind of be confusing, but foolproof for the most part.

tires come stock front and rear. The rear is a monster, and will

Both testers went to put the filter in backwards by mistake, but

pop the front end up as soon as the tire is back to near vertical

it won’t allow for it. Also, it sits almost upside down in the air

coming out of a corner. In addition, it has good lean angle

boot, which prevents any dirt from falling in the intake tract when

traction and responds well under braking. Contrarily, we can’t say

pulling out a dirty filter. The filter cage sits on the outside of the

the same for the front tire. When in soft and loamy terrain, the

filter which is nice knowing it doesn’t have to be spotless when

front tire works well. Once the track starts to dry out a tad and

reinstalling. Oil change is three skid plate bolts and one oversized

it gets remotely hard packed, the front end tends to break loose

Allen bolt from draining. Being vertical on the underside of the

mid-turn. We’ve experienced this on quite a few bikes, so we

case, it pours out as soon as you remove the bolt, but it drains

turned to Dunlop’s MX53 Intermediate Terrain front tire. It works

quickly. Also, the screener and oil filter are easy to access.

nearly as good in the soft terrain, but transitions much better into harder dirt. This is an easy mod we’d recommend on nearly any

- Slim bodywork and flat seat feels sporty

bike, especially those that frequent vet tracks.

- More forgiving than previous gen bike - Dropping the forks increased stability without sacrificing cornering

Another welcomed change to the Honda, and something that is brought up by everyone who rides the bike, is how narrow it

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- Lighter feeling through the footpegs than 2020 model

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DIRTBIKE TEST

Overall, we feel the 2021 Honda CRF450R has made improvements from 2020 for 99% of the population. One word to sum up this bike is rideability. The older Honda was anything but “rideable” for a good portion of riders, especially when a track started to deteriorate. The new power character is smooth and linear, yet boasts enough power for any near mortal. The FI mapping glitch is very uncharacteristic of Honda. It shows the consequences of downsizing R&D in the United States, and in combination with pandemic-related issues, the new test riders can be the media, the aftermarket, and/or the customers.

Suspension wise, most of our racing-focused testers felt the CRF could use some tweaking with a stiffer setup. Recreational riders (the majority of customers) might be very surprised with how suspension that gets picked apart in the press actually performs for them. The chassis is also improved with good cornering, an agile yet semi-planted feel, and better bump absorption. We’ve been able to get this bike working fairly well with just a few minor (and free) tweaks like adding oil to the forks, dropping the forks, etc. The CRF450R is a good overall package for a lot of riders— less polarizing, more real world.

- Improved CRF450R over previous model for 99% of ridership - Increased rideability and versatility - Flaws on the bike are minimal, and most are easily resolved

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TS EHCET I BO NE ST TI T LT EH E R E W A S D A N N Y H A M E L

DANNY HAMEL:

THE BEST THERE WAS BRETT SMITH

PHOTOS BY KINNEY JONES

They heard him before they saw him; that’s how it was with Danny Hamel. He had a distinct method of riding a motorcycle that nobody could duplicate. Hamel started the 1995 Baja 500 as the third overall rider and Jim “Bones” Bacon and David Pyle went up the course a few miles because they wanted to see Hamel one last time. Support personnel for Team Green Kawasaki, their next move was to take his teammates to the first rider exchange.

It was a moody, drizzly early June morning in Ensenada, Mexico, just past 6:00 a.m., neither dark nor completely light. Bacon and Pyle stood in the mist in front of a Gigante Supermercado on the outside of a 90-degree right-hand turn that sent riders in a flat, straight line down Federal Highway 1, a four-lane thruway, toward Maneadero. They watched a Honda rider, the second competitor in the Pro Motorcycle class, come through the corner. He blipped the throttle, tip-toed the bike on the wet pavement, and didn’t seem in much of a rush to leave behind the last shred of civilization he would see for the rest of the day.

Then came Hamel. The sight of the young man finally caught up with the thunderous “BRAAAP” of his 500cc two-stroke Kawasaki. Pyle estimates Hamel came into the right-hander at about 40 miles per hour and marveled at how someone could carry such speed on a fresh set of Dunlop 695A tires. Pyle remembers the goose bumps on his arms as he watched, smiling.

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THE BEST THERE WAS DANNY HAMEL

The green machine went into a two-wheeled drift, the tires hazing the pavement. With complete control, Hamel backed the half-liter bike into the corner, smoothly rolled on the throttle, floated from the inside to the outside, kissed the edge of the pavement near where Pyle and Bacon stood, tucked himself into the bars, grabbed gears, and blazed out of town.

Hamel already sat just 10 seconds behind the rider in front of him. The crew was in a good mood, high fives were exchanged and the display of skill Hamel just shared with them, something he had done many times in his short career, led them all to say, “Did you see that?” Unfortunately, it was the last time anyone saw Danny Hamel drift through a corner.

One minute later, what the members of Team Green expected to be another punch through the Baja Peninsula, abruptly turned into the longest day of their lives.

Growth Spurts The Hamel family had a rule: the motorcycle had to be back in the garage before the sun went behind the McCullough Range.

Other than that, Daniel Bryan Hamel had complete freedom to explore endless acres of desert riding, which started at the end his family’s driveway in Boulder City, Nev. Every day, Danny came home from school, ate a sandwich, hopped on his Suzuki

Speed Reader

RM80 and went riding. The whole Hamel family rode. Even

Nobody remembers the first time they actually met Danny. Yet

mom, Marcia, rode recreationally and they often hit the single

everyone remembers the first time they saw him ride, the way he

tracks south of Boulder City in an area they called the Nelson

stood over the top of his gas tank like a totem pole with arms, his

Mountains. It was Danny’s favorite spot.

tree trunk-sized thighs pressed against the handlebars, how he never, ever lifted the throttle, and the way he often chose a riskier

On the weekends he and older brother, David, went to the local

but time-saving line. Danny had the confidence and skills to make

Motorcycle Racing Association of Nevada (MRAN) off-road races

those choices.

with their father, Roger. Marcia practiced frugality and, due to the expense, the boys didn’t get to race until Roger wrapped up his

“I vividly remember this kid on a Suzuki come screaming into

own amateur career. When Danny started racing at 11, his Suzuki

the pits,” Jim Bacon says. “I watched him for awhile after his

RM80 dwarfed him. By 15, he grew so much Roger moved the

exit from the pits. He caught my eye. I just kept watching and

handlebars as forward as they could reasonably go. In 1988,

thought, This kid is moving. I said, ‘Who is that guy?’”

Roger bought him a stock RM250. Danny was just 15.

Larry Roeseler said the exact same thing during a race in Idaho “Everyone said I was crazy,” Roger says. Danny grew quickly and

as he climbed a canyon. A Suzuki blitzed by him and weaved

accelerated into the 250cc expert division. By the middle of the

through the S turns, taking little cuts in the banks as if the rider

year he started winning overalls, beating the open pro and 250 pro

went on pure instinct.

riders who started ahead of him. On that Suzuki 250, Hamel built the foundation that turned into his legacy: The Best There Was.

“And then it dawned on me,” Roeseler said. “That’s that kid from Nevada that everyone is talking about.”

One of Roger’s favorite stories to tell happened at a Hare & Hound in 1988. The race ended in Caliente, Nevada. Danny had a five-minute physical lead on second place, a rider on a Honda

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| 57

THE BEST THERE WAS DANNY HAMEL

“Dad, I’m going to lean on it a little bit to the finish line,” Danny

“I’ll never let someone get that close to me ever again,” he told

told Roger. After taking the checkered flag, Danny changed his

his dad.

clothes and ate a sandwich before second place came in. He won by 35 minutes.

Roger Hamel, without hesitation, said Danny picked up his supernatural ability to read terrain from the thousands of hours he

“I’d never met anybody that was that confident,” said four-time

spent riding after school in southern Nevada.

Baja 1000 winner Ted Hunnicutt. “He was going to beat you. He would look at you and think, I’m going to beat you. And he could

“There’s nothing to do out here but ride in the desert, so it came

go through stuff, cross grain, three to four feet deep, and never

naturally to me,” Danny told Cycle News in a January 1994 inter-

lift. Wide open.”

view. That’s the only thing I’ve ever known.”

Hamel liked to see how far he could win by, not just because he

If speed wasn’t in Danny’s favor on a particular day, he used his

could, but because of a valuable lesson he learned at a Hare &

eyes and aptitude for reading the course to win. When Ty Davis

Hound in 1988 as a young 250 expert rider. On a 12-degree day

had him licked one day, Hamel saw a turn arrow long before

in central Nevada, Hamel started behind the pro riders. A dry but

Davis missed it. While Davis corrected his error, Hamel stole

icy lakebed near the beginning of the course scattered the pros

another victory. “Your vision tells you how fast you can go,” says

like bowling pins and Hamel tip-toed his way into the overall lead.

former teammate Jimmy Lewis. “He could see farther out, and see things that ordinary people simply couldn’t.”

Throughout the race he noticed a white bike about 40 seconds

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behind; the rider never got closer but never fell further back.

Fired

Hamel just assumed it was an open class bike and didn’t change

Hamel loved racing but he treated it like a job, telling Cycle

his own pace even though he had plenty left to give. At the end

News, “To look at it as a hobby you’re not going to go as far in

of the race he discovered the white bike was in his class but had

the sport.” Danny rode that RM250 until the end of 1989 when

started in a wave behind; that guy won the race based on time.

KTM Team Manager and future AMA Motorcycle Hall of Fam-

Roger laughed and asked his son what he learned.

er, Scot Harden signed the teenager to a two-year deal. Hamel

DIRTBIKE TEST

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THEY HEARD HIM BEFORE THEY SAW HIM; THAT’S HOW IT WAS WITH DANNY HAMEL.

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won his first Hare & Hound title in 1991, which extended KTM’s title streak in the series to six. Hamel also got his first taste of Baja racing under the tutelage of Harden and five-time Hare & Hound champ Dan Smith.

Lewis also rode for KTM and raced five Baja events as Hamel’s teammate. The two had a comical size mismatch. At 6'2" and 210 pounds, Hamel could ride an open class bike like it was a 125. Lewis weighed just 165 pounds and still laughs about the logistics of trying to be desert racing partners. “Danny was a man-mountain and I was this little guy,” Lewis says. “We couldn’t set up the bike in a way that suited either of us.”

The team decided to set up the bike specifically for Hamel. In the interest of better results, Lewis agreed it was the best arrangement. “The speed we could gain wasn’t worth the speed Danny would lose,” Lewis says.

Team Green Kawasaki Manager Mark Johnson grew tired of getting beaten by KTM and courted Hamel through the 1991 season.

Hamel only became available for 1992 because Harden let the 19-year-old go. “We had signed him to a third year and were all set to proceed when we received notice that the KTM factory was in financial trouble at the end of 1991,” Harden says. Harden called Hamel first to release him. He knew Kawasaki wanted him.

“We didn’t want to interfere with his career. I told him from the start we would be there to help him get as far as we could get and when we couldn’t help any further we would let him know. I doubt many other companies or team managers would have been so open and so generous but this is how we treated people at KTM.” Hamel continued to dominate in 1992 and beyond. He didn’t just make his competition feel sorry they signed up, he made them sorry they got out of bed on race day. According to The Banner Is Up, an off-road tribute site, Hamel won 26 national Hare & Hound and Hare Scrambles events between Oct. 1990 and April 1995.

He was a one-in-a-lifetime type of talent. “He wasn’t satisfied with just winning,” Lewis says. “He wanted to pulverize everyone.”

“Kind of like in motocross how watching Ricky Carmichael never got boring, that’s the way it was watching Danny,” Bacon says.

“Every single time I saw him ride, it was just, wow.”

In his career Hamel won five consecutive Hare & Hound titles, three Best In The Desert championships, the San Felipe 250 four times, the Baja 1000 three times and the Baja 500 twice. And although it didn’t suit his strengths–or stature–he wanted to win a National Enduro title and he worked hard at becoming a better

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THE BEST THERE WAS DANNY HAMEL

rider in the tighter disciplines. He raced a few rounds and took

June 3, 1995

some thirds and fourths and contested a few Grand National

After they returned home from Mexico, Roger and Marcia Hamel

Cross Country events but he didn’t get the chance to try it full

received a handwritten letter in the mail. It was from a four-

time. He did, however, get to the ISDE in 1992 in Australia and

wheeled racer, a man they didn’t know at all, who described

1994 in Oklahoma where he took gold medals both times as a

what he witnessed on Highway 1. The man was making his own

Junior World Trophy team member for USA.

way to the starting line and the letter explained that the driver of the vehicle that pulled out in front of Danny was a police officer

“To watch anybody, whether it’s NASCAR, speedway, off-road

in his personal car. He was late for work; he was supposed to be

or motocross, to see excellence, to watch it happen, it’s really

at the starting line and needed to turn left [north] on Hwy. 1. The

stunning,” said Pro Circuit founder and former desert racer Mitch

southbound lanes were for race traffic and closed to local motor-

Payton. “And to watch Danny ride an off-road bike was stunning.

ists. The northbound lanes were split for the locals–one lane for

Exceptional.”

north and one for south.

Larger Than Life

When the Honda rider who started second went by, the police

After races, Hamel didn’t hop on the podium and grab the micro-

officer assumed he had about 30 seconds to get across the four-

phone to soak up accolades. While outgoing with his friends and

lane highway and into the single northbound lane. Traffic was

family, he actually had a fear of speaking in public and took two

heavy and the motorist jumped into the road at his first opportu-

semesters of college courses to work on it. When he did stick

nity. He didn’t see the green rocket coming at him at 107 mph.

around to accept his trophies he often handed them to the nearest young rider who would be too shocked to say anything at all.

After exiting the corner and passing David Pyle, Jim Bacon, and

He relished being an ambassador for the sport and was never too

his two teammates, Hamel saw Ron Heben and Mark Johnson

busy to offer tips or take someone off to the side. He never forgot

about a mile and a half up the road. Even at triple-digit speeds,

how legends, such as Smith and Harden, took him in as a kid and

Danny was not only able to pick out people he knew on the side

mentored him. He took deliberate steps to pass it on.

of the course but was comfortable enough to take a hand off the bars and wave. A Team Green KX500 prepped for the Baja 500

“He would take a kid and say, ‘You want to go for a trail ride?

had a 16-tooth countershaft and a 42-tooth rear sprocket, which

Let’s go!’” said four-time Baja 1000 winner Quinn Cody who often

helped the bike sustain a top speed of 118 miles per hour. The

benefitted from Hamel’s wisdom. “This is your hero and he’s

gearing proved most useful on the 10 miles of pavement leaving

offering to take you for a ride. He made a huge impression on me

Ensenada.

for sure.”

When he returned his hand to the controls, Hamel’s torso bolted Hamel had a less serious side as well. He loved to laugh, tell

upright and he grabbed the brakes. Traveling 157 feet per sec-

stories, socialize, and snuck Twinkies and cupcakes at the races.

ond with nowhere to go and an automobile crossing ahead of

Team Green’s Coordinator, Sharon Richards, particularly remem-

him, Hamel laid the bike on its side and slid on his fanny pack

bers a team gathering in Nashville where Danny and a teenage

into the back of the car. The impact was so severe that the front

Ricky Carmichael smashed whipped cream and chocolate into

end of the bike–the wheel, forks, triple clamps and bars–com-

faces. She became a lucky recipient.

pletely severed. Witnesses said Hamel’s body bounced backwards 20-30 feet. Both of his femurs were broken but his helmet

“He was a child in a huge body,” said Hamel’s mechanic, Mike

didn’t get a scratch.

Hodges. “He had a huge heart.”

Bacon and Pyle jumped into their van when they heard the call Even though Danny quickly progressed from rising star to active

on the radio. Entering the road, they could see black smoke

legend by age 23, he stayed grounded and kept good people

billowing into the sky–the bike had caught on fire.

around him. His father went to all of his races, even as a pro. At

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the H&H events he was the gasman. At Danny’s last race, the

When they arrived, Bacon saw Heben and Johnson administer-

Baja 500, he and his wife waited at a river that had run high,

ing CPR on Hamel. One of them yelled out for a pair of scissors

about 20 miles from the start. He held a clean pair of gloves and

to cut off the chest protector. Nothing made sense and, to this

goggles for his son when he heard the call over the radio. Num-

day, Bacon can’t escape the looks on the faces he saw, especial-

ber 1X was down.

ly Larry Roeseler’s, which he described as “horrible.” Roeseler’s

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THE BEST THERE WAS DANNY HAMEL

hall of fame career ended only six months prior after winning his tenth Baja 1000. He came to Mexico for support. Bacon and Ty Davis, another teammate, unsuccessfully searched for a fire extinguisher. Ted Hunnicutt, originally scheduled to start the race, stood near an old Mexican woman. She grabbed him, hugged him tightly and they bawled their eyes out.

When first responders loaded Hamel into the helicopter, Sharon Richards went into shock. As Team Green’s den mother, the riders were little brothers and sons to her. She walked aimlessly toward the helicopter and got so close to the tail rotor that Roeseler had to pull her to safety.

By the time Roger and Marcia arrived, the helicopter was taking off, flying to a recently built hospital in town. The Hamel’s met the doctor when they arrived. At that point their son was still alive and someone worked to arrange a fixed-wing airplane to get him to San Diego. Richards sat with Marcia Hamel on a curb in the parking lot while Roger paced. Less than an hour later the doctor came back.

Danny didn’t make it. The internal injuries were severe and all of his organs bled too much. Bacon hadn’t received the news. He wandered the hallways of the hospital looking for his friend. He peeked into one room, had a feeling he was in the right place, but didn’t step in. He kept walking until he found a door that led him into a parking lot behind the hospital. He saw Roger comforting Marcia. Their lives had just been shattered. Bacon understood without asking and he dropped to his knees in the parking lot.

“I don’t remember much after that,” Bacon says. “It was over.

There was nothing anybody could do.”

Visions of Danny The sounds Danny Hamel made in the desert can no longer be heard but everyone who knew him, friends, a sponsor, a competitor, or someone he passed on a trail, still sees him today. Every morning when Mark Johnson backs out of his garage he sees a 4-ft. by 5-ft. photo on the wall, the last shot ever taken of Danny.

Mike Hodges has photos of Danny on the walls of his home gym.

Every morning he says hello to his friend. Sharon Richards had a dream about Danny after she returned home from Mexico in June 1995. She was sitting at a picnic table and Danny sat across from her.

“He said, ‘SR, I’m OK, don’t worry about me, I’m OK,’” Richards says. That dream helped her find peace in what she calls the darkest day of her career in the motorcycle industry. Roger thinks about Danny when he attends WORCS races, a series that his

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DIRTBIKE TEST

Ténéré 700. The Next Horizon is yours.

YamahaMotorsports.com Professional rider depicted on a closed course. Dress properly for your ride with a helmet, eye protection, long sleeves, long pants, gloves and boots. Yamaha and the Motorcycle Safety Foundation encourage you to ride safely and respect the environment. For further information regarding the MSF course, please call 1-800-446-9227. Do not drink and ride. It is illegal and dangerous. ©2020 Yamaha Motor Corporation, U.S.A. All rights reserved.

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SECTION TITLE

older son, David created in 2001. Roger and Marcia didn’t attend another off-road race until WORCS started. Even though David sold the series in 2008, Roger, known as “Homer” in the off-road world, continued his duties in the staging and starting areas at every event.

Roeseler still finds Danny’s memorial sticker plastered to the walls of random taquerias in Mexico. The stickers do not say R.I.P or In Memory Of. There isn’t an image of his face or a racing number. Instead, it’s his first and last name curving above a big set of initials with four words curving underneath: “The Best There Was”. It’s a bold statement that nobody disputes.

Harden, who won two Baja 1000 and three Baja 500 overalls himself, put Hamel at the top of his list for greatest desert riders when Upshift Online asked him in 2017 to rank the all-time 10 best. “His ability to see in the dust, ability to read terrain and commitment to the throttle was unmatched by any desert racer ever, Harden said in the article. “No one left it on longer or harder than Danny.”

“If Danny hadn’t had his accident, for sure, he would have surpassed the win list of any one of us,” Roeseler says. “He had that kind of drive and talent. You knew he was going to be successful. For me to read that and see that, I don’t even blink an eye. He absolutely was definitely the best.”

Lewis now owns and operates Dirt Bike Test and lives only 80 miles from where Hamel grew up. He sometimes rides on the same desert trails where Hamel learned to read terrain. When he stands over the front end, opens up the throttle, allows the landscape to whiz by and feels the pressure of the wind resistance on his body, he thinks of his old teammate and wonders if he could maybe be going Hamel speed.

Just maybe.

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DIRTBIKE TEST

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ROOST - Improved engine characteristic.

- More precise and nimble chassis feel.

- Slimmer chassis/bodywork.

- GYTR Power Tuner App compatible.

ENDO - Hard starting at times.

- Suspension isn't ideal for faster west coast off-road/MX riders.

- Ergonomics have some room for improvement.

PRICE 68

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- Price: $8,499.00

DIRTBIKE TEST

2021 YAMAHA YZ250FX Yamaha has been a frontrunner in the 250F class ever since the rearward-facing engine made its way into the small-bore machine. It’s been praised for its powerful engine, excellent suspension, and a good chassis to complete a good all-around package. In 2020, the 250FX, Yamaha’s off-road racer, was completely redesigned with an updated engine and chassis.

Essentially, it’s a YZ250F at heart, with just a few modifications to transform it into an off-road machine.

- Completely redesigned bike for 2020 - Yamaha’s 250F XC racer

TREVOR HUNTER

PHOTOS BY JIMMY LEWIS & TREVOR HUNTER

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2021 YAMAHA YZ250F X TES TED

The motor on all of Yamaha’s 250F’s have been praised for years now, and this bike is no different. The YZ has been known to have a torquey, bottom-end–heavy motor, though it lacked some from mid-top. That’s not the case anymore. The 250FX still retains that smooth yet powerful bottom end that we’ve come to love, but the power doesn’t stop there. As you transition into the mid-top, there’s no real significant drop off anymore. It responds well to aggressive riding and revving it out a little more, ultimately allowing us to run each gear much longer than before. Up top, it’s still not quite the hardest pulling bike in its class, but it’s very close. And with all of the power down low, it’ll get you up to speed quicker.

The beauty of this engine is how versatile it is. You can effectively ride it in any fashion you want and still go fast. It’s the best 250F for those who like to short shift and ride a gear high as the torque pulls you around, or you can be uber aggressive and bounce off the rev limiter at a fast pace. That’s not the case with most other 250Fs, which tend to be focused on going when the RPMs increase.

Using the GYTR Power Tuner App, we found the motor to be much more versatile than just an off-road racer. Frequent trips into the trees, deserts, and moto tracks saw us adjusting mapping accordingly for our desired power delivery of the day. On the moto tracks, our younger and more aggressive riders became fond of the “MX Power Feeling” map when traction was at a

●

premium and the track was fast. It transformed the power into a

For 2020, changes were abundant. The motor was heavily updated and now can be tuned with the GYTR Power Tuner App. Changes were aimed at increasing top-end performance without sacrificing bottom-mid power. Frame updates are prevalent for increased vertical, horizontal, and torsional rigidity with new suspension settings to match.

What makes this bike different from the YZ250F motocrosser?

Different engine mounts, a 2.2-gal fuel tank (0.6 more than the F), off-road specific suspension and mapping, and a six-speed, wide-ratio transmission make up the biggest changes. Of course, the standard 18-in rear wheel, o-ring chain, kickstand, and a skid plate also adorn the off-road racer.

- All new for 2020 - Updated engine aimed at broadening power - New frame and bodywork to match current gen MXers

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CLICK HERE FOR BIKE SPECS

snappy, more aggressive power that revved out a little quicker and increased connectivity to the rear wheel for an experienced rider. The other map we enjoyed was the “Torquey” map. This was a good all-around map that worked well no matter where we went, whether it was technical terrain or fast desert and motocross-style riding. On the motocross track, we found it to be handy when the track was slick and overwatered, or when lines would get blown out and carving your way around a track became a little more difficult. This map smoothened out the power and helped find traction when there wasn’t much traction to be had. It also responded better to riding a gear high and smooth throttle control.

The wide-ratio transmission is good for what it is, though not always welcomed. For desert or even some tight woods riding, the spread worked well and we felt like we could always find the right gear. However, on motocross- and GP-style tracks, we would be searching for a middle gear from 2-3 and more so from

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2021 YAMAHA YZ250F X TES TED

3-4. Realistically, we never found ourselves in first or sixth gear

Once we got the bike out West in our usual terrain, we still

on a motocross track because of how low and high, respectively,

found it to work really good most of the time. It’s an aggressive

they were. The clutch held up well to our abuse, though we aren’t

trail riding setup, being a little on the stiffer side, but still had

particularly hard on clutches and haven’t had any issues with

enough compliance to avoid deflecting off rocks and small

Yamaha clutches in the past. Adding a tooth or two to the rear

chop. Once we got into bigger sand whoops and on bigger

sprocket can work wonders here if this is where you will be riding

motocross tracks, the softer nature became more apparent.

and racing.

The bike would bottom on large jump landings and through big breaking bumps, but it wasn’t a violent bottom. It’s a very con-

For some, wide-ratio transmissions are a little tricky to master.

trolled and smooth feeling that doesn’t jerk the bars out of your

They tend to have one gear for every condition, not two like a

hands or break your wrists. We stiffened up both ends of the

closer ratio in the middle speeds. That’s the case with the FX,

bike, and got it working better, but still not enough for our faster,

especially on moto tracks. Saying that, the Yamaha motor is

aggressive testers.

the most capable 250F of pulling off a wide-ratio transmission.

But, we’ve found the spacing is just a tick off. The easiest way,

For your average-sized vet rider or novice who might stick

aside from changing gearing to combat this, was to play with the

mainly to the tamer vet tracks, the suspension works well.

Power Tuner App. With the “MX Power Feeling” map, the quick-

It soaks up the smaller chop and finds traction on the hard-

er-revving character helped mask the larger gaps and made the

packed terrain. Overall, the YZFX suspension is very comforting

transitions more seamless if you keep the RPMs up.

and is more progressive than it has been in years past, but it needs some valving for those who are looking for a moto-

Of note, we are getting used to the different and louder noise

cross-inspired setup.

the Yamaha puts out from the forward-mounted air intake. The shifting gets better with time on the bike and after the 20-hour

- Softer, GNCC-style setup.

mark and some oil changes. And the bike’s electric starter seems

- Works well in conditions it is designed to work in.

to struggle on hot re-starts sometimes and we have not found a

- Soft for aggressive MX/high-speed off-road riding

cause or a fix as of now. And it isn’t the battery, we tried a couple of options with no change.

- Broader power with a significant increase in mid-top– end performance

Another area where the Yamaha shines is in the handling de-

- Loads of torque and bottom end making the bike easy to ride

partment. It does everything well and really nothing bad. The YZ

- GYTR Power Tuner App transforms the engine characteristic to nearly anything desired

is very stable at both low and high speeds. The heavier scale

- Wide-ratio transmission works well in most off-road conditions

the ground and soaking up nearly everything in its way. How-

weight paired with softer suspension keeps the bike planted to ever, that scale weight isn’t necessarily felt out on the track or trails. In fact some of our testers said the new bike’s most noticeable improvement might be the weight feel. The torquey motor gives the whole bike that peppy feel and hides any weight issues the bike may have on paper. With the new frame,

Off-road suspension is difficult to set up for the manufacturers.

the bike is more precise and nimble, making direction changes

The setup needed for GNCC-style racing is drastically different

quicker and easier. Some of this is tuned out due to the wallowy

from that of a desert and that is different from a West Coast GP

-feeling suspension, but once set up stiffer for our liking, the

racer. Yamaha aimed for a GNCC-style setting with the 250FX

agility in the chassis will shine even more.

and that calls for a softer, comforting setup. In our limited time

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back East for the press intro, the suspension worked really well.

For being stable at speed, the bike still corners really well. Once

After two days of riding in the South Carolina woods through

you settle into a corner, the weight of the YZ keeps it planted

GNCC and National Enduro terrain, the bike soaked up all of the

in there as the strong motor pulls you through. Whether you

roots and rocks well. The softer suspension, combined with the

wanted to hit a tight inside line, or rail around a fast berm or

heavier scale weight, gave the bike a very planted feel.

sweeping corners, the bike can do it all.

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2021 YAMAHA YZ250F X TES TED

As we’ve said with all of the newer gen Yamaha four-strokes, the thinner bodywork is much better than before. It doesn’t feel nearly as wide as the earliest rearward-facing engine YZs, and after riding for a few minutes, it feels as wide as any other bike.

The stock footpegs are some of the best out there and make maneuvering the bike through the pegs simple and effective. Stock brakes work good for stock brakes–we feel they are average which these days is really good.

The stock Dunlop MX3S/MX3SF tires on this bike work really well and complete the package on this machine. Most off-road bikes come with Dunlop AT81 tires and we aren’t particularly a fan of them. The traction isn’t all that great and the sidewalls are on the stiff side, which detracts from the comfort of most bikes. It acts almost as if the compression clickers are turned in a few too many clicks. The MX3S tires offer ample traction under acceleration and braking and boast a good carcass. The only downside is the lifespan of the tires aren’t on the level of a dedicated off-road tire, but we still made the tires last for a couple hundred desert miles before having to replace them.

The rider cockpit is fairly roomy, and the new seating position with a flatter profile is welcomed. On our 2021 YZ450F, we tried a taller seat and every rider preferred it simply for how it changed the seating position. It tightened everything up a bit and made it feel like you are sitting on the bike, not in it. We’ll likely try that mod on this bike to see how it transitions into the off-road terrain.

Simple maintenance on the bike is a breeze. The air filter can be accessed with no tools, just a single dzus fastener, and there is no bolt for the filter cage. Likewise, oil changes are easy with a drain bolt, a screen, and a standard oil filter. You have to remove the skid plate to drain the oil, but the plate bolts directly to the frame making removal/installation easier than most.

- Balanced, stable chassis - Lighter and more nimble than the previous generation 250FX - Feels light on the track/trails

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Yamaha revamped the YZ250FX for 2020 and it has improved in

Yamaha durability has been stellar for us over the years, and we

the makeover. The engine is stronger than ever from top to bot-

expect nothing less from this machine. We did have a fuel pump

tom. It maintains its signature torque and bottom-end power, but

issue early on, but we are 99.9% sure that was a mechanic error

has made up for its previous lack of mid-top–end power. It still

as it happened after swapping out gas tanks to a larger unit for

isn’t quite the revver that some of its competition is, but the mo-

racing. Since getting it resolved, we haven’t had any issues. The

tor is the most versatile and the easiest to ride fast. Suspension

only complaint we may have with this bike is it can be hard to

works well in a broad range of terrain, and aside from higher-level

start/slow to start at times. It typically only falters after stalling it,

West Coast off-roaders who tend to run motocross-style suspen-

but it’s something that we aren’t too concerned about.

sion, it can be set up for a good majority of riders in stock trim.

Handling wise, the bike is balanced and stable. The scale weight

- One of the better all-around dirt bikes

isn’t felt in a bad way out on the trails as it adds stability without

- Can be used anywhere from MX to off-road with very minimal modifications

sacrificing agility and nimbleness.

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ROOST - Constant consistent changes for a better Beta - Same amazing stability without sacrificing agility - Power monster two-stroke - Oil-injection, and has a carb ENDO - Little bit of vibration, even counterbalanced - It has a carb - Suspension is soft for racing PRICE - Price: $9,199.00 76

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2021 BETA 300RR Beta is a conservative company. They began their journey with Bicycles in 1905 and have managed to stay alive while so many others have come and gone. Just building motorcycles that perform at the highest level is a task in itself. It is rare you see revolutionary new innovations on a Beta. Take this 300RR for example. It is pretty standard, just one step from the 2020 model, and quite similar to what has worked for that foreseeable past.

JIMMY LEWIS PHOTOS BY JIMMY LEWIS & TREVOR HUNTER

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2021 BETA 300RR TESTED

Being carbureted and sticking to it may be the best thing going for the Italian-made engine. It hasn’t changed much in configuraFor 2021, the big change is to the frame’s headtube, specifically its gusseting for strength. The subframe was beefed up along with the airbox and side cover to keep them in place. Since the counterbalancer inside the engine was new in 2020, no additional changes have been made aside from increasing the output of the electrical system for better charging. The odometer unit was updated for durability and functionality. Of course, the Sachs ZF front fork and rear shock received updates for claimed better traction and plushness.

- Frame strengthening.

- Durability tweaks.

- Suspension updates

CLICK HERE FOR BIKE SPECS

tion (counterbalancer added in 2020, kickstarter left out in 2018).

The jetting as delivered was just a little on the rich side, which was great for break-in, but then we leaned it out a clip position on the needle and down a size on the pilot jet for our 2000-6000 ft. elevation. This worked until the temperatures got colder, then we returned back to stock. Our bike came equipped with an FMF Powercore 2 Spark Arrestor.

The bike fires right up and the starter spins quick which is great for races with dead-engine starts. The throttle response is crisp and very 1:1, meaning connected and familiar to your wrist. Usable power starts at a pretty low RPM, but not as low as the new fuel-injected bikes. Though the 300RR revs out plenty and better than before, it also seems about 500 RPM down on spread here in comparison to FI. However, we’d bet the peak power is better on the Beta than any other off-road 300cc two-stroke. Torque too. Not that you ever need that much power, but we know how bragging rights are earned and used. This bike has a Brick Shithouse character that has all of the presence you’d expect and

All about it. Yep. Plenty. What more do you need. It’s a 300cc

can back it up if challenged.

two-stroke so you are getting 150cc more bang than even that

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450cc four-stroke if you know what we mean. Trust us, that line

Adjusting the power valve did not give the same results as it

just went above most of your other editorial source’s comprehen-

has in the past with Beta 300s. It felt as if the spring’s rate is not

sion of engines and your average influencer’s head just exploded.

as affected by the preload adjuster as in the past. But it does

We just 300cc roosted the shit out of you, that makes sense. The

change the feel and we found stock to be the best all-around

Beta marketing slogan from design to practice is all about “Ride-

power delivery at roughly 1.5-2 turns in from fully unscrewed

ability.” The power level that two-strokes now have is smoothed

(there is a stop). Fine tuning was noticed by higher-level riders

out and the engine’s ability to produce exciting yet controllable

but for most it took almost 3/4 turn to give a noticeable change, if

power is getting crazy.

much at all. You can add a little hit or take some away as desired.

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2021 BETA 300RR TESTED

Where the “carb feel” comes in is that the bike has just the right

of setup to get the right feel. So big improvement right there.

amount of snap whenever you turn the throttle, a positive for

Strangely, our bike came with way too little oil in both fork legs

most riders. And it does not feel lean at any time, especially in

and bottomed much too easy. Unlike most esteemed review-

trailing throttle. The fuel efficiency compared to FI is a little off

ers who’d have said, “the fork’s shit” and continued, we knew

(less MPG), but we have found the overflow from the carb plays

something was wrong and investigated. Oil level was at 165mm

heavily in this. We were getting roughly 55 miles out of a tank and

so we learned the proper range (125mm-100mm) and set it at

the reserve would go on at 40-45. Oh yeah, not having to mix the

100 since a fair amount of our testers were heavier and prefer a

gas is wonderful. The bike seemed like it was mixed at 80:1 in the

little extra bottoming resistance. The forks are now fine and we’d

trails and 40:1 when on the pipe, which for us was clean burning

recommend 110mm (125 is supposed to be standard) for most

and safe for the top end. It seemed like it was adding slightly

riders. They still bottom easier and harder than other forks, and

more oil than when we first tested an oil-injected Beta, which

more than the shock, but much improved on everything else.

for riders hard on the bike is a good thing, and for the rest, it will

The shock’s physical size, especially the reservoir size, is a little

hardly be noticed. We were getting about 220 miles, or roughly 8

smaller and tends to get really hot. But we did not experience any

gallons of gas, per 500cc fill-up of the oil tank.

fade during our testing, which we are on the lookout for since this had been an issue in years past.

Beta has a nice two-position ignition map switch mounted near the gas cap indicating normal (or sunny) with a blue LED and soft

The shock has a balanced and matching feel to the fork which

(less aggressive, rainy) with a white LED. It makes a difference and

is what we’d call an aggressive trail riding or moderate racing

different riders gravitate towards the different modes. Some felt

setting. The suspension has just enough movement so that it isn’t

the rain map acted like traction control while others preferred the

stiff, yet the bike resists getting a wallowly feel. The spring rates

less aggressive map as it gave the bike better hit a little later in

are spot on for the 170-200 lb. rider and the Sachs components

the power delivery. Test it to see which you like better is all we can

use the damping to do a lot of the work. So adjustments do make

recommend. After all, it is just a button push away. Yet, the position

a difference, especially on the rebound side both front and rear.

of the button can be an issue with larger aftermarket gas tanks.

Our setting for trail riding were as follows: Shock 8-Compression, The gear box is a six-speed semi-wide–ratio transmission, mean-

8-High-speed Compression, 12-Rebound; and Fork 15-Compres-

ing smaller gaps than a traditional wide-ratio transmission. It has

sion, 9-Rebound while running 105mm Sag. For more aggressive

some space but there are no holes in spacing. First is on the low-

riding or racing we found this setting: Shock 5-Compression,

er side and sixth is a little short, but a final-drive gearing change

8-High-speed Compression, 12-Rebound; and Fork 8-Compres-

could easily shift the gearing to get more top speed if you seek

sion, 6-8-Rebound running 105mm-108mm Sag. This is where

100 mph. Shifting is average but gets better with time. Beta’s

the Beta starts to get harsh beyond these settings and the fork

have always craved fresh transmission fluid so if shifting or clutch

really affects the way the shock feels. Also note that the rebound

action isn’t great, change the oil. Our bike leaked trans fluid from

has an effect on compression damping on the fork, almost as

the power valve cover in the beginning of our test (it slowed

much as the compression adjustment alone does in the range we

after cover inspection and removal of the security bolt holding it

used it. For every two clicks of compression we went out, we also

on!) and it could use some silicone at the mating surfaces to the

took a click of rebound away till the fork started to feel springy. If

clutch side cover.

you let it get low in the stroke, it also becomes stiffer and harsher.

- 300cc two-stroke power and counterbalanced

- Sachs finally found plushness in the forks

- Oil-injection for the simplicity

- Clickers work

- Carbureted for the rest of you

- Setup for aggressive trail but will take race pace

Sachs finally found the plushness comparable to other brands.

That was the first thing we noticed in the 43mm open cartridge ZF fork on the 300RR. We typically need to put 20 hours on them to even begin to move freely, and in the past it took a lot

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2021 BETA 300RR TESTED

We can praise and complain at the Beta in design. The ease of getting to the air filter without tools, and especially under the seat with the push of a button, is great. Yet the black cover over The Beta has been on a diet according to our scale and it shows

the gas tank makes it difficult to see the fuel level rising in the

up there but not anywhere else. That is because these bikes, the

tank during fill-up. Plastic in the past has been a little more brittle

300RR in particular, have always ridden lighter than the scale

when it is cold out and some of the pieces are just a small bit

weight. At 246 lb full of fuel, this isn’t light, but the only time you

thinner than normal. But the new color stands out. The switch-

feel the weight is when putting the bike on the stand or when

gear is almost street-legal level (it has a horn!) but most off-road

something starts going really wrong while riding. At times it can

guys want less. We were surprised by the headlight actually being

be slightly more difficult to bring back than lighter bikes. So what

usable. Nowhere near a high-output aftermarket LED, but at least

we are saying is get over the scale number. In fact, it just plain

rideable at night. Likewise, the odometer gauge with dual trips

looks light, so don’t put it on the scale. We had to.

was great for keeping track of the oil injection level with trip 2 to plan before the tiny little light turned on.

The real characteristics of handling are the way the Beta turns and how stable it is. We’d call the bike very neutral in handling

We have had great durability with Betas in the past. Racing them

as it does not favor any “style” of handling. It has great front-

in 24-hour events with no failures and impressed with 300+ hour

end turning, but will slide as needed. It acts long and stable in

teardowns on a 300 a few years back. Some of the weight is

the desert and short and compact in the trees. You ride atop the

in fact helping this bike out here. Things like a robust electric

newer Beta as it has a flatter seat and the tank is very low. It feels

starter may weigh more but they also last longer. Cases are a

roomy to most and for those with larger feet, it seems the shifter

little thicker, some gears are a little heavier. This is a balancing act

and brake pedal are placed for size 13 feet. So in a way, the Beta

and most would argue that it is worth the weight if you need the

is a great all-around bike in this department. Brakes are strong

longevity. However, there are some things that have been weak

and a little bit on the aggressive side, or actually they ramp up

points in the past and Beta is doing something about them. Take

in a more progressive action than most others, yet it is easy to

the subframe for instance. It is and so far acts stronger. Parts like

get accustomed to. Michelin tires have decent grip and have a

the brakes, chain, levers, wheels, and bars are all robust and took

sidewall that helps absorb the bumps which helps the suspen-

all of our abuse without an issue.

sion there, so use caution with stiffer and also heavier tires. The

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unsprung weight on the 300RR is part of its lighter than scale

- Do-it-all handling character

handling secret. Tire wear is quick at first and they’ll be shot at

- Don’t weigh it!

300 miles.

- Italian styling and a fair amount of function

| 83

This is where we tell you how much we liked this bike. Don’t we always say that? Yes, because most of the bikes we test and most of the bikes being sold these days are really good. Especially for the right buyer. So your question is likely is the Beta 300 better than the KTM? To that we have to ask which one?

Because here is where the Beta is different and either better or worse. You decide because we don’t know the answer for you.

Compared to the Orange 300s XC-w or XC (or Husky and now GASGAS) there is one major difference. Carburetion vs Fuel Injection. And for most it isn’t a question of which system is better, it is about which one is preferred. Both have advantages and disadvantages depending on the needs and opinion of the rider.

The carbureted Beta feels like it makes more power overall and every time you twist the throttle. It is a characteristic of the slight delay in response that gives the engine a little bit of “hit” when it responds. Even when hard on the gas the slightly richer character of the carbureted bike adds a feel of more traction and therefore more power at high RPMs and power levels. Even as smooth as the Beta is for such a powerful engine, the FI bikes are smoother.

Then we get to the chassis and handling. The KTMs are and feel a little lighter, especially through the steering. Yet the Beta sits between a KTM XC-W and KTM XC in setup and does it like the XC with a shock linkage system. It basically bridges the gap and is more like a Husky TE than anything we’ve ridden. But more like an older Husqvarna in stability and being carbureted if we are to be more correct. But to really detail it out we’d have to have the bikes all together and ride them in same conditions with a few different riders.

That said, even riders who were only considering a KTM were wildly surprised when spending some time on the Beta and asked, “Is the new KTM this good?” So there you have it. This is a good bike, especially for those who prefer being conservative and familiar with their motorcycles.

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2021/2020 GASGAS TXT RACING 300 Trials riding has been around since the day man began balancing on motorcycles. GASGAS was founded in 1985, with a primary focus in the trials arena, to which they succeeded in. Similar to other Spanish motorcycle brands, the marquee brand fell on tough financial issues multiple times with various owners over the course of its life.

In 2019, PIERER Mobility Group (part of KTM) absorbed GASGAS with intentions on gaining their trials bike technology while maintaining production in Spain. However, long lead times for production meant we’d see one final pre-PMG–developed trials bike from the folks at GASGAS. Enter the 2021 TXT Racing 300. Keep in mind that although GASGAS has released a full model range of dirt bikes for 2021, they will stay committed to the trials range, an area where KTM has not totally reached into until now.

JIMMY LEWIS

PHOTOS BY SCOTT HOFFMAN & DAVE DONATONI

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2021/2020 GASGAS TXT RACING 300 TESTED

be kicking. Starting is the biggest hurdle and our biggest complaint about this bike. However, by standards from not too long This 2020 example will be the same as the 2021 in the US.

CLICK HERE FOR BIKE SPECS

ago when e-start was a rarity, this would be totally normal.

The 300cc displacement offers potent power output on a bike weighing only 157 pounds full of fuel. It settles into a nice idle and has robust pick-up and snap. The twist of the trials bike throttle, which feels like a longer pull in the wrist, is light and

The power on a trials bike is an interesting game of displaying a ton of power when needed for huge bursts–then transitioning to be as smooth as warm butter and controllable in all other instances. The motor is confined into a package that must be tiny and lightweight, yet still have torque and flywheel effect that is typically aided by a big and heavy crank. In other words, the biggest of compromise. All of this is achieved on a two-stroke engine with a small 28mm Keihin carburetor, no power valve, and no true expansion chamber.

The first hurdle to overcome is starting the little monster. When cold, the choke is required, followed by a good kick with some technique to get a nice full swing. Remember Top Dead Center? Remember having to roll the throttle on as you kick? With that smooth, controlled push on the kick-start lever, the bike will usually fire right up. Get ¾ of a kick, be too fast, be too slow, or do something funny with the throttle, then you’ll be kicking for a while. When it gets hot, the starting gets easier, though you still have to have the correct technique. Lack that skill and you’ll still

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easy. In comparison to other trials bikes we have ridden, the 300 boasts expert-level aggression in that there is more throttle-induced snap than most riders need. Even our experienced riders felt it may be a bit excessive the way it responds fast and builds both power and RPM with any throttle input. It takes the rider some time to tone down the wrist turns to compensate. Just don’t mention that to a trials pro who is likely looking for more.

We’ve been told the power is easily tamed and tuned with an accessory cylinder head that offers interchangeable squish domes.

Additionally, the engine can be prone to stalling as there is not a lot of flywheel inertia to keep it spinning at low RPMs. Of interest was the two-position map switch for the power delivery. One is cloudy skies, the other sunny. Now we suspect the map was activated when the button was switched in the direction of the symbol, but we’d swear that cloudy/rainy was more aggressive than the sunny position. The cloud setting had more spunk and pick-up right off of idle and seemed to rev cleaner and pull a little better in all but the very top end. If you were really do-

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2021/2020 GASGAS TXT RACING 300 TESTED

ing some aggressive splatters and popping from a stop, we could

On our bike we had fork seal issues and they always seemed to

see a rider feeling the more aggressive upper part of the sunny

weep, if not outright leak. We’ve heard the aluminum sliders are

position, but most of our riders were not there and preferred the

prone to rock damage, even with the protective coating, but we

cloudy position for a more aggressive power delivery.

have not scratched ours yet.

The trick then becomes controlling the monster. This is where the clutch is excellent and the transmission ratios act as a bonus.

There is a gear for every level of speed needed for riding sections and goofing off with the range in the higher gears (4th, 5th, 6th) to

You don’t really know a light-feeling motorcycle until you’ve ex-

move you around from section to section or to do some explor-

perienced a trials bike. GASGAS pioneered the jump to ultra-light

ing. Fifth and sixth are really overdrive gears and some care must

motorcycles in the early 2000s, shedding about 15 pounds off

be taken when shifting into them. The pull of the clutch is light

the norm, and have been keeping the bikes light ever since. At

and the system that houses the slave cylinder inside of the clutch

157 pounds full of fuel, TXT 300 feels like a feather, but built

side cover offers a nice and consistent feel. It handled abuse well

tough where it needs to be. The layout is spread out and with the

and never faded during our sessions. The fan intermittently turns

handlebars being so far forward and not having much between

on and off, keeping the engine at the proper operating tempera-

your legs, a trials bike can seem very awkward. Trials bikes are

ture. We never lost any coolant with our time on the bike.

traditionally thin at the ankles leaving nothing to squeeze with your knees like on a dirt bike. Never mind the complete absence

That fuel tank holds just shy of one gallon (2.3 liters) and that is

of a seat. So, yes, the only riding position is standing! The swing

generally enough to wear out the most fit of riders. How many

of the handlebars goes so far before hitting a steering stop, al-

miles is that? We have no idea as we never really went anywhere

lowing for a very tight turning radius, only if you are balanced and

of substance on this bike. It was usually a ride to an area we

going slow.

played at, ride till exhausted, then ride back. We got roughly 3 rides per tank or guessing about 3 hours of ride time. We mixed

These are all traits of a trials machine and designed to be ac-

gas at 100:1 with pump gas and never had any issues.

commodating while performing at the highest level. Not being anywhere near that level, and more like most mortals interested in riding a bike like this, we can say you won’t be held back by the handling. Instead, you’ll just have to get used to it.

In conjunction with the suspension, the TXT is easy to bounce

The US bikes have an Ohlins shock and TECH Aluminum fork.

and to use the spring to literally hop the bike around. The steering

The shock is adjustable in spring preload and rebound damping

geometry is aggressive enough to provide stable steering while

while the fork has spring preload and bottoming control adjust-

also allowing steering inputs that will help correct small loss-

ment. Our testers never complained about the suspension and

es of balance. Think how the wheel contacts the ground when

for anyone but the higher-level trials riders, we feel the bike has

track-standing and how turning back and forth will steady and

all the control through the suspension you’d ever need. There is

control the bike. The inertia of the engine helps with balancing

enough “springiness” to allow hopping and bouncing with just

but never feels too heavy limiting maneuverability. This makes the

enough damping control that it isn’t too springy. It can be soft

bike feel significantly lighter than trials bikes of yesteryear.

when jumped, especially compounded by dirt bike guys not used to the low pressure tire setting and feeling more “rim” than we are

There is a lot of thought put into the details on the TXT 300. The

accustomed to.

skid plate has a ribbed bottom and it works for sticking onto things like logs and rocks. The cam snail-shell adjusters are

The adjustments do make some difference, but it isn’t what a dirt

inbound of the swingarm, protected from dragging on obsta-

guy is accustomed to. This is more apparent in the bottoming

cles and getting hung up. The air filter is an Allen bolt away. Our

control which seemed to control more how you could hop the

plastic resisted damage from tip overs and the plastic pop-in rear

bike around when used in conjunction with the spring preload to

fender pins did their job popping out and letting the fender flex

get it right. If you are landing hard from big jumps or hits, you’ll

and move rather than breaking.

want it all the way in.

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2021/2020 GASGAS TXT RACING 300 TESTED

CLICK TO PLAY If you have ever thought about getting a trials bike, now may be a great time. With GASGAS coming into the market with a brand like KTM behind them, stronger-than-ever-before dealer support should be available. Additionally, the brand will definitely see a little more exposure. We’d never say trials riding is the next big thing, and it will never take off like adventure riding, but it is a niche segment that attracts all different types of riders for all different reasons. The biggest appeal for most is the training aspect. Balance and bike control skills transfer over no matter what discipline you participate in. Trials riding can be a ton of fun and also does not need that much space or even difficult terrain to participate in and have a blast. All that’s needed is some flat ground with a few man-made obstacles and a rider can be entertained for hours. To boot, it is a true full-body workout which prompts some fitness gains and a feeling of achievement. It has been a few years since we have ridden Beta, Sherco, or Montesa trials bikes so it is difficult to say how this GASGAS stacks up.

Saying that, we’d bet it is right there and a competitive machine against any. We suspect choosing a trials bike is more like choosing a flavor of ice cream. There isn’t a bad one!

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THE RIGHT BIKE?

JIMMY LEWIS

PHOTOS BY DREW RUIZ TREVOR HUNTER

If there is one question we get more than any other, “What is the

Competition or Not

right bike for me?” Now it may not come across in those specific

One easy breakdown is to understand if the rider is looking to

words, but the question is always prevalent. One may be com-

compete or not. That will really split the field in the types of bikes.

paring two or more motorcycles like “I have bike X, is bike Z a

There are bikes designed and built for competition and there are

better choice for me?” Or, more common is the classic “What do

ones that don’t really fit in that group. Now it is quite true that if

you think about the ‘insert bike name here?’”

two guys line up next to each other on motorcycles, a race will break out, but we’ll leave that one alone. Do you think for even a

If you are an experienced rider, this may seem like such a naive

minute one of the manufacturers imagined the 110cc play bike

question, but then again, we get asked this all the time so it must

would be raced around by adults in backyards?

hold water. Many soon-to-be or new riders are even afraid to ask this question for fear of ridicule. It isn’t the easiest to answer, but

Competition bikes are more aggressive, more focused, and less

we’re going to attempt to break it down. Why? You may learn a

durable when not maintained to a higher level. Typically, they

few new tricks, just like I did in challenging myself to write this.

require a higher skill level to operate proficiently and offer even long-time riders the ability to grow in skill without the bike need-

Where Do We Start?

ing modifications. The downside is competition machines are less

Let’s start by asking a few questions, one in particular. What type

versatile, require modifications to go outside their intended use,

of riding do you plan to do? You may not even know the type of

and even at that, some things are difficult to alter–think transmis-

riding, or it’s specific genre. But something is inspiring you to get

sion ratios, stiffer chassis and suspension settings, fuel range,

a motorcycle. Don’t worry, a quick search of photos or videos

and lack of creature comforts as simple as a kick-stand.

will likely answer that question, but more specific information is needed. Don’t use a picture of just the bike. Yes, “Mr. Know-It-

Non-competition bikes go from the beginner or entry-level types

All” (a novice rider) will point at a dual-purpose bike and not know all the way to full-blown adventurer touring rigs that basically whether it’s for supercross or trail riding. You look right over the

are expert-level machines. Yes, just as a beginner can operate a

fact that those two bikes look very similar to an untrained eye.

competition bike, so too can it take an expert to operate one not designed to be raced. Even further, some entry-level bikes pack

A lot of us have been to a dual-purpose event and there is always enough performance for seasoned riders who know how little of that one person that shows up on a motocross bike and has no

a machine’s ability they actually need and use. With this simple

idea what’s wrong. It’s a motorcycle, isn’t it? To the uninformed,

yes or no question answered, you can narrow the focus: Are you

all “those types” of bikes look the same. So for targeting the

going to race?

correct machine, generally identifying physical riding location will be a better indicator. If they choose a stadium over a lush green

Category

forest, that should tell you something. Even for those in the riding

In choosing a category or discipline, lines get blurred and

game for a while, some of the specific genres of equipment go

mistakes are made. In the past, there were do-all motorcycles

unnoticed. Multiple brands have bikes that go from motocross to

because there were so few choices. The push to make dirt bikes

trail riding and look very similar. The prices and spec sheet will

better led to segmenting and sharper targets. Motocross, off-road

not necessarily tell you which one is the right choice. Purchas-

race bikes, play bikes, dual-purpose, and adventure all became

ing “almost” the right bike isn’t that uncommon. Here is where it starts to get tricky.

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more defined. Now, between segments we have motocross

are excellent and a great way to get the wallet unbuckled. If you

bikes with more off-road setups, higher-performance play bikes,

notice a trend with a popular or common bike most seem happy

dual-purpose bikes that stretch legs into adventure, and light-

with, there is a reason. Going used at first is a great option, after

weight adventure bikes meant to act like dirt bikes. Essentially,

all if you don’t like the bike there isn’t much stopping you from

we have many unicorn bikes that really try to do it all by being

selling it for minimal loss. And if you did buy and “settle” for

less of each of their sums and more focused on exactly what you

something less than originally desired, the added experience will

intend to do. Simply put, they do a lot of everything, and in turn,

have you in a better position to get to what you originally consid-

nothing quite well. Not a problem if you know exactly the type of

ered or perhaps help you alter your choice.

riding you like to do. (See question #1.)

The most common mistake (aside from the typical buying too For some, knowing the type of riding is an easy answer, they

much bike) is getting the wrong bike for the job. Whether a sales-

know from experience. For newer riders or those switching

man talks you into something “better” or there is a deal too good

categories, they may not be exactly sure. Sure, motocross looks

to be true, both scenarios typically end in an unhappy rider. Fix-

and seems fun till the jumping scares the bejeezus out of you.

ing or modifying a bike that isn’t right is usually more costly than

You may be set on adventure riding till 600 pounds of adventure

just paying up front for the right bike. Knowing the small ego ding

is more than you ever expected in the dirt. And if you bought

you get from having less bike and owning it is way less crushing

the bike before knowing what was going to happen, you may be

than showing up with “the” bike and your motorcycle owning

turned off from that riding dream or category quicker than the for

you. Having a good idea of category and making sure your bike

sale sign goes on your recently purchased ride. You can hang out

fits that niche are excellent rules to follow.

in every group on Facebook but until the tires hit the dirt, 90% of what you may have learned will not compute. The advice from

Do Your Research, But Not Too Much

peer-reviewed social media posts was likely worth all that you

If I didn’t know much about something, I’m usually doing some

paid for it.

searching around on the internets (yes, it’s a bunch of tubes with informations flowing through them...look it up) doing some

From vast experience I can offer you some sage advice. If at all

learning. Because I produce so much content and consume a

possible try renting or arranging a test ride in the category and

lot of content in an area I’m a so-called “expert” at, I see trends.

conditions you dream about. Manufacturer or dealer demo days

I can distinguish BS from fact. Opinion from evidence. Listen or see when someone is using fancy words or supplied information

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CAREY HART FMX LEGEND

TUNED WITH PURPOSE. Kreft Moto is a suspension engineering company specializing in WP equipped KTM and Husqvarna motorcycles. Using a scientific approach and the latest suspension development technology, we stay focused on the bikes we know and ride. This approach delivers better performance and a better experience for our customers.

For further information: www.kreftmoto.com 1 (541) 797-0700

in place of real-world experience and know-how. I think most viewers are good at distinguishing good versus bad information until you get really excited about something. Motorcycles are pretty good at relieving us of a little common sense, maybe that is why we like them so much. But like the human body’s exit hole, everyone also has an opinion and the internets have no waiting and ample parking. Whether it is an above-mentioned rider full of sour grapes or the all too typical “Mr. No Blame” who had an issue with a particular machine, they can spew their story. Or more common, they re-tell the tale they heard from a friend who heard it from another friend. Then bad news travels fast. Always factor that into your search results. And be careful what you read into your manual’s service intervals. After all, you are strictly adhering to the one that came with the car or truck or any piece of equipment you own, correct? Next point is in how easy it is to appear as THE expert these days. Just like you can buy the best gear that only the pros used to have access to and stand next to your tricked-out machine while posing till you ride, the same can be true for advice and opinions from even name brand outlets.

Digital technology has made it so someone who can post a sweet picture and cut and paste can come across better looking than

ticular bike or riding category is right for you. That feeling goes right down to buying time and most have pretty good feelings, experienced or inexperienced, when choosing a bike. In all of my years, every good gut feeling I’ve had, buying new or used, has played out positive. Bad feelings–should have trusted my gut– ended negative.

It’s Like a Relationship This may seem like a reach, but I’ve found it true. Buying a motorcycle is like dating. In the beginning, you might make some

Valuable research involves finding the right dealer and knowing

crush and you will find that “smoking hot” or “easy” were not the

ing if you have the right places to ride. Are there clubs to join, trusted user groups, events to participate in? Plan out a dream scenario, play it out in your head, throw a few monkey wrenches into that plan and see how you and your bike will come out. Pay

bad decisions. Pick a bike like you made your choice on a first traits you are looking for in a long-term relationship. In time, bad traits arrive, and then spill over, wrecking what seemed like the perfect scenario at that moment. It may take a few tries to really figure it all out, but that’s part of the learning process. Getting the right bike could take some experimenting too. Some riders need

attention instead of paying the price for buying misinformation.

multiple bikes. Some riders are not happy until they modify a bike

Compromises

make it into something it is not, then basically give it away, all

Growing into a bike is not a good idea. Especially for kids. Getting a competition bike to go trail riding for the first time ever can leave you with a fried clutch and beat to a pulp. The tall first gear for racing and stiff suspension for hitting bumps and jumps will wear you down like you never imagined. Ditto for the rider buying the 1290cc Adventure machine for his first “dirt bike.” When no measly 500cc machine will do, it is hard to explain that about 1000cc of that power is just a bonus on how much spinning the tire does, even in good traction. After the third time picking the bike up and the $600 in damage, riding isn’t what it was chalked

beyond recognition, dumping lots of money into a bike trying to hopped up.

Luckily you do not marry your bike, unless you are strange or a payment plan on a loan has this language in it. You are free to switch it up. If your real-world significant other approves, of course. Making a mistake isn’t a mistake if you learn something from it. That is called a lesson.

Conclusion There are so many choices out there. The biggest mistake you

up to be.

can make is getting the wrong bike for you. Try and stay away

Your first thought may be to have a little extra bike in reserve for

are right for you and bikes that are wrong for you. That there is

later. Experience tells us that you need the bike to fit as good as it can from the beginning. As your skills grow you can make up for what you feel the bike may lack. During this time, you gain experience and become more educated for the next bike in the future.

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You know what you feel in your gut when it is telling you a par-

the guy with 40 years of riding experience. Don’t ask how I know.

how you will get parts and service if you need that. Understand-

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Trust Your Gut

from thinking there are good and bad bikes. There are bikes that only one brand for you. Going through a simple mind exercise like identifying what you intend to do with the bike, then identifying the bikes in that category, is Step 1. Doing research that involves finding the right information as opposed to going down rabbit holes and becoming confused is Step 2. Then biting the bullet and buying that bike is Step 3.

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ROOST - Simplistic without losing much performance because of it - Targeted and delivered perfect for the Adventure segment - Will run with the best and stay comfortable doing it - Did you see the price?

ENDO - Higher-end buyers might miss extra electronic features - Just a little more fuel capacity, please - Slippery, smaller footpegs PRICE - Price: $9,999.00

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2021 YAMAHA TÉNÉRÉ 700 It was a long wait for the Ténéré 700, but the US was introduced to the mid-sized adventure bike from Yamaha with a 2021 model. Originally revealed as a T7 concept machine, it looked like current Rally Raid bodywork wrapped around the company’s 700cc parallel twin bike with YZ motocross suspension. Once delivered, we learned that concept was not too far from the final product, but with simplicity and cost consciousness coming along for the ride. With that being said, is it the adventure bike everyone is seeking?

JIMMY LEWIS

PHOTOS BY YAMAHA MOTOR USA

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2021 YAMAHA TÉNÉRÉ 700 TES TED

but the throw was a bit longer and some riders complained when they hopped on the Ténéré. There is minimal vibration and the sound is pleasant. For real adventure riding, it is hard to An all-new bike has to come from somewhere, and the heart of

find many faults in the performance of the motor. It’s bulky size,

the Ténéré is the engine from the MT-07. It is a parallel twin that

especially in the oil sump’s relation to the ground, provided some

is fuel injected and liquid-cooled. A Crossplane 270-degree firing

ground clearance challenges to those that go above average in

order has a distinct power character with cylinders that are also

extreme conditions or to those looking at numbers.

placed forward of center in relation to the crank. The transmission is also stacked to make for a shorter engine. The chassis is allnew and designed specifically for the T7. The frame is a steel tubular, double-cradle design with a shortish 62.6-inch wheelbase and a lower 9.5-inches of ground clearance. Suspension boasts

Yamaha has been on a roll with getting the suspension right on

KYB components with older generation motocross-spec internals

off-road bikes and we think the Ténéré is right on spec here too.

to handle the off-road riding. The forks are 43mm inverted design

With limited travel length compared to normal dirt bikes and even

with 8.3-inches of travel, and the shock has adjustable preload

a little less than other adventure machines, don’t let the numbers

with a remote adjuster and 7.9-inches of travel. Wire-spoke

get in the way of how it really works on real adventure riding. In a

wheels in 21-inch and 18-inch sizes allow for a wide variety of

quick sentence, this bike is comfortable without suffering one bit

tire choices and strength. The fuel tank is 4.2 gallons and slung

on the performance side. Or the exact inverse, it performs great

low through rally design and styling while incorporating a flatter

without sacrificing comfort.

seat. The fairing includes stylish LED lighting and adequate wind The spring rates seem to be right on, and with full adjustability,

protection.

CLICK HERE FOR BIKE SPECS

you can set the bike to favor any type of adventure riding you do.

We accomplished this even with average luggage and average rider weight. There is plenty of hold-up without being harsh at all and the compression and rebound settings worked to control the stroke.

If there is a sweet spot in the totality of the Ténéré, we’d say the

In the standard setting, the Yamaha rides like an aggressively set

motor has a lot to do with this bike’s success. It is simply strong

up street bike with a lot of travel. Once off-road, this yields a stiff-

and usable for any level of rider without the need for electronic

er feeling ride (you feel the bump before it starts to get absorbed)

aids. The parallel twin has a smooth controlled power delivery

mostly because the standard spring preload and damping set-

right off of idle and builds like there is built-in traction control

tings are soft enough to have the bike settling in the mid-stroke. It

when you need it but none when you don’t. Then it keeps build-

works decent for road stiffness and connectivity, but harsh for the

ing and goes from smooth and torquey character to revvy and

dirt. Yamaha’s off-road setting suggests clicker positions around

aggressively fun. It isn’t going to win any outright horsepower

7 clicks out from full stiff on all adjustments (11-17 is the standard

awards but since these bikes, especially when used off-road,

setting depending on the clicker.) We tried that setting and found

make more power than the tire can handle, it may win drag races

the rebound to be a little slow–even if it helped the compression

in the dirt. Power is all you need, when you need it, and fun

damping additionally. So we kept the stiffer compression setting

enough for even experts to be satisfied while novice riders find

and opened up the fork and shock’s rebound to around 10 clicks

comfort and usability.

out which found a much more supple feeling and still excellent bottoming resistance. We also nearly maxed out the rear shock’s

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The engine is surprisingly fuel efficient when used normally or

adjustable preload adjustment for the same reason, getting the

even aggressively. But it can get thirsty chasing bigger bikes

most of the suspension stroke–and it worked without altering the

on open roads. Going from its normal average near 50 MPG to

handling feel. The T7 will bottom out, but if it does, that means

30 MPG was noticed when going high speeds into headwinds.

you hit something in a way you shouldn’t on an ADV bike. Of

Transmission ratios are spot on with a first that makes nasty

note, the Pirelli Scorpion Rally tires were set at 29F/27R PSI for

off-road starts easier and a sixth that lets the legs stretch without

the off-road and we ran Kenda Big Blocks at 27 PSI F/R which

too much RPM. The clutch pull is average and control and feel

really helps the small bump absorption in the dirt without becom-

are excellent. Shifting was smooth and got smoother with time,

ing too wallowy on-road.

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2021 YAMAHA TÉNÉRÉ 700 TES TED

handling issues and the attachment points worked and were secure. Our bike also had accessory GYTR Crash Bars (called Engine Guard $323.00) added and we didn’t use them. But they Wrapping up the parts into a package is where this Yamaha

do protect the radiator and the plastic pieces up front so bars like

seems to get another advantage in the adventure scene. All of

these may be a wise investment if you tip over often.

the parts are solid and they play well with each other through the steel cradle frame. They match up in delivering a bike that is

Brakes are strong and the simplicity of the ABS activation is a

comfortable and easy to use instead of all aggressive all the time

single push-button. Though the activation and feel of the ABS,

or simply not having the performance you’d expect.

when used, will not impress anyone familiar with more complex systems on most current bikes. It is a bit on the grabby side

The bike feels like what a middleweight ADV bike should and

when first applied and then a little slower in the computer’s

really does not mask its weight then surprise you with it. It’s dirt

control of the wheels, but it gets the job done, at least on-road.

bike-esque layout and rider triangle are complimented by a thin

Yamaha seems to expect it to be turned off for off-road use and

area at the front of the seat–which is flat and low to make it easier

we agree.

to get a foot on the ground. Stock seat comfort is OK. We actually got our hands on a taller Rally Seat through GYTR ($219.00)

The instrumentation is nice looking, basically informative and very

and really liked that, for everything comfort (more cushion) includ-

easy to use. It tells you most of what you need and little more

ing getting the ever important seat-to-footpeg distance larger so

with a simple interface through the dash or the handlebar-mount-

the knees don’t get folded up too much. Achieving this allows for

ed switch. There is room for additional items like a GPS as well.

easier standing while riding, therefore the 700 feels lighter when

The count-up odometer for when you go on reserve can be

putting it through its paces in the dirt. The bars have a certain

helpful if you know the final range and we used it a few times. 40

amount of weight in steering that add to the stability of the bike

miles was our empty zone. Speaking of range, the bike can go a

but never enough to make it feel sluggish. It does not gain weight

long way (close to 200 miles) on the 4.2 gallons, or just over 120

as much as bigger bikes when the engine starts spinning up so

miles if you really stress it. We’d like a little more cushion, espe-

riding at a high RPM does not kill the agility. It tracks well with

cially when venturing in the wide-open, high-speed west where

the front wheel and is willing to slide the rear as needed without

fuel can be 220 miles apart frequently. The quad-LED headlights

the quick realization that you are out of control. The feedback is

do a respectable job at lighting up the night and can be adjusted

excellent and never surprising. Some riders noticed some loose-

to aim as needed.

ness when hitting really high speeds, all things were traced back to either wind buffering or tire characteristics of the Kenda Big Blocks we used on one of our longer rides.

The ground clearance gets brought up as a downside and we don’t feel that is as much of an issue until you are doing things

The adventure market has blown up and it exploded everywhere.

outside of the bike’s intended purpose. The kickstand tab is the

Including into a few segments that seemed looking to create the

lowest point and it can catch on things easier than most. The side

unicorn bike that will do everything. Everything is a broad term

stand sensor switch is vulnerable and we did break ours stunt-

and has a different answer depending on who you ask. Some

ing over rocks. Luckily a quick “hotwire” of the switch got things

want a huge, fast, monster ADV bike that has dirt pedigree, some

going again, which shines back to the simplicity of the bike. A

want a slicked-over street bike with an off-road look, and some

tougher skid plate should be on order for those riders who intend

even want small displacement/entry-level bikes that claim to do

to ride the Ténéré as if it were a smaller dirt bike. We also had

it all. But what Yamaha has done is struck middle ground without

some more aggressive riders complain that the footpegs could

getting carried away in trying to make a bike into something it

be a little slippery (we tossed the rubber inserts the moment we

couldn’t really be. By being any better at any area in this bike’s

hopped on the bike). Also, slightly longer pegs would not hurt

DNA, it would land outside the box of its main focus. An afford-

anything in their opinion.

able, simple, high-performance adventure bike. That is what the Ténéré 700 is.

We added strap-on soft luggage to the bike (Touratech’s New Extreme Soft Luggage) and were pleased with how the bike handled the load of camping supplies. It didn’t cause any strange

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CLICK HERE TO BUILD YOUR BIKE

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ROOST - Stable and good-handling chassis - Ample power with lots of low- and mid-range - Adjustable chassis for a wide range of riders - New clutch offers a better feel and overall action - Very reliable when looking at long-term 2019-2020 KX450s ENDO - Front fork is soft for faster and heavier riders - Not sure why Kawasaki did not include fork spring with other 2021 updates - No adjustable map switch on the handlebar - A few spoke nipples rounded while adjusting PRICE - Price: $9,399.00

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2021 KAWASAKI KX450 We can sound like a broken record but there is almost no such thing as a totally bad 450cc motocrosser sold by the major manufacturers these days. They might offer slightly different flavors but there’s a flavor for everyone. Kawasaki added a few sprinkles to the 2021 KX450 but did not change its flavor. For DBT, the KX450 has always been one of our top bikes, some totally love it and some like it a lot. The chassis is stable, does not have any quirky traits, and turns pretty well. The power is plenty for a 450 and has a great bottom- to mid-range. It’s a bike that most can adapt to quickly and have a blast on. No it’s not perfect for some right off the showroom floor but it can be with a few minor changes.

SCOTT HOFFMAN PHOTOS BY SCOTT HOFFMAN

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2021 KAWASAKI KX450 TESTED

rest of a moto. The KX releases lots of bottom end and has a The KX450 has remained pretty much the same motorcycle since

very usable mid-range. The engine revs but can go a little flat on

a total redesign in 2019. Yes they changed graphics and plas-

top if you hold a gear too long and don’t shift. The hit is a little

tic colors but the core is the same. For 2021 they made minor

tunable via the swappable couplers. The mild coupler is just that,

changes. The main upgrade came in the form of a clutch. Some

mild; probably only good for beginners or very slippery condi-

have said it was a weak link but, for the most part, DBT never

tions. The stock coupler is solid for most, but for some it almost

had any real issues. One of our test riders has well over 50 hours

offers a little too much bottom end for riders that don’t have real-

on his 2020 and his clutch is solid but he also does not slip his

ly good throttle control exiting corners. The aggressive coupler is

clutch like Eli Tomac, that might be the difference—LOL. Kawi

really good if you have good throttle control and can regulate the

is now using a clutch that is larger in diameter and has a sin-

delivery. This coupler can spin up the tire if you are one of those

gle Belleville cone-style spring design vs the older five individual

riders that are always grabbing a handful. The aggressive coupler

coil spring design. From there Kawi swapped out the handlebar

does not make power, it just builds revs faster and makes the

with an oversized 1 1/8" Renthal Fatbar with a slightly different

engine feel faster.

bend. And finally, for added engine durability, they added a new dry film lubricant to the piston skirt.

CLICK HERE FOR BIKE SPECS - Larger single spring clutch design - 1 1/8" Renthal Fatbar

In a perfect world we would like to combine the two couplers, which we kind of did. We had access to a Kawasaki tuning computer and we were able to adjust the ignition and fuel mapping slightly to give us a little less bottom for a smooth corner exit and either make the stock coupler more aggressive in the mid or take a little away from the aggressive coupler. From our testing, we have also discovered that the KX450 is very receptive to aftermarket exhausts such as the FMF or Pro Circuit. Both liven up the delivery but we suggest you leave in the spark arrestor/end

Having the most power is not always the best. The KX450 delivers, it’s not slow but does not have that arm-wrenching power that makes you feel like a hero for a half a lap then a turd for the

stuffers for the best delivery.

- Really good bottom- to mid-range - Three different map/fuel couplers to pick from

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2021 KAWASAKI KX450 TESTED

Suspension is a make or break for a lot of DBT test riders. The KX450 is really plush up front and has a shock that does its job and does not have any really bad traits. The 49mm Showa spring fork is standard on the KX as well as several other brands, which is a really good fork.

For novice and lighter riders, the stock KX450 settings are workable and the fork is very plush with good bottoming resistance. However, for faster or heavier riders over, say, 185 lbs, the fork can be soft and run through the stroke too easy and cause the chassis to be a little unbalanced and pitch front to back.

Moving the fork down in the clamp, flush with the clamp, helps a little and we added 5cc-10cc of fork oil to stiffen up the latter part of the stroke. These are all quick fixes for tuning.

The fork is plenty rideable but we know it can easily be made better and it really improves the entire feel of the bike. The simple trick Kawasaki turned us onto a few years back was to simply replace one fork leg with a .52 kg spring. Combining the stock .50 with a .52 on the opposite side makes a cheater .51 kg. This little fix really helps balance the chassis for faster and heavier riders and allows the front end to ride higher in the stroke and resists blowing through the stroke in many cases. We had wished this was one of the updates to the 2021 but you still need to do it yourself, if needed.

The combination of the chassis and the suspension is very forgiving and works with a variety of ride speeds and weights up to just over 200 pounds and makes for a really good overall package.

- Very plush fork - Fork can blow through the stroke with faster or heavier riders

Older versions of the KX450 were stable but did not offer a lot of front-wheel steering. When they updated the 2019 chassis, they retained much of the stability and forgiving chassis but were able to give some added feel and tracking with the front end. The KX might not knife cut all corners but it tracks really well in ruts and flat corners for the most part. The key is the roomy chassis that is very adjustable to a wide variety of rider heights. Taking advantage of all of the tools will garner the best results for KX owners. For example, the new handlebar feels a little lower and swept

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2021 KAWASAKI KX450 TESTED

back compared to the 2019-2020, which is great for shorter, smaller riders. We were having a few turning issues and, for some of our test riders, when we moved the bar to the forward position with the clamps pointing back, it changed the way the chassis turned. That forward/higher bar forced our taller rides forward on the seat and it totally made a difference in rutted turns. When we gave the bike back to the shorter riders they could not stand the feel and had to go back to stock. It just goes to show that minor changes can make a big difference. The KX chassis is slim but not too slim—you can grab the bike with your legs and the whole chassis never feels cramped or too small, especially for riders over 5'11". Overall layout is really good for a wide gamut of riders.

- Very forgiving and roomy chassis

This might be the last version of this generation but we hope if Kawasaki makes changes in 2022 to the KX450, they are minor.

Our wish list would be short, which might include new fork settings, adjustable map switch, maybe traction control, and possibly a tuning app for the FI/ignition. This KX is really solid and works well for a vast group of riding abilities. The brakes are solid, clutch action has been improved, and the power is robust for probably 95% of riders. It’s not perfect right from the showroom floor for some, but with minor tuning, it can be easily crafted to their liking. You might have to change a fork spring and possibly add a slip-on muffler or exhaust, but that’s not a deal breaker. At this time, we had been riding our test mule for over 22 hours and it did not miss a beat except for a few rounded spoke nipples, a host of scratches, and a partially worn chain and sprockets. It might not have all of the bells and whistles as some of the other 450s in the field but it’s right there and to some it’s the best regardless.

- Always one of DBT’s top 450s - Really solid overall package

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2021 YAMAHA YZ250F The YZ250F has been a force to be reckoned with ever since the reversed engine design was implemented in 2014. In 2020, it was more apparent than ever in Pro Motocross seeing every Star Yamaha leading the pack into the first turn more often than not. At the consumer level, the bike has seen nothing but praise for the most part. So for 2021, Yamaha implemented the changes made to the 2020 YZ450F chassis wise, along with updating the motor package and some suspension settings.

The changes are abundant in 2021, but there seemed to be one common theme: aggressive. All of the motor changes are designed to increase power, especially at higher RPMs, and chassis and suspension settings are stiffer and more “precise.”

Check out DirtBikeTest.com for all of the details.

Yamaha has been known for its fast motors and they have done it again in 2021. The ’21 has slightly better bottom end, but is more free revving and has stronger pulling power from mid-top. Overall, the power is more exciting over the previous year, though we also say it’s easier to ride if you get lazy. You can rely even more on the Yamaha’s torque and can roll corners

TREVOR HUNTER

PHOTOS BY TREVOR HUNTER

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FIRST IMPRESSION

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2021 YAMAHA YZ250F FIRS T IMPRESSION

and short shift without the bike falling on its face which was not even a problem to begin with! Also, the throttle feels as if it’s connected to the rear wheel. The instant you crack open the throttle, the rear wheel matches it. Whether we wacked it wide open, or used a smooth roll-on method, the bike responded instantaneously.

With the power tuning app on these bikes, it’s hard not to love them. The app allows you to adjust the motor in all different ways. The bike can be more friendly to different levels of riders and different forms of riders. While the stock map is good, both of our younger and faster testers preferred the “Exciting Map” from Yamaha. It boosted power across the range, but was most noticeable down low. The extra power had a harder hit, but allowed us to ride a gear high if needed and smoothen out our riding style.

Yamaha suspension has always been some of the best and the ’21 YZ250F is no different. The KYB components offer a lot of comfort, but still enough performance and hold up to handle hard, aggressive riding. The stock setting was a little soft up front, causing the bike to not want to settle and dive in the braking bumps. After stiffening the compression two clicks and speeding up the rebound two clicks, the bike worked much better for our hard-charging riders. The front end stayed up in the stroke more and resisted diving and bottoming in the bigger and faster bumps. Still, even when the forks would bottom, it was a very controlled and smooth bottoming. Out back, the shock worked very well soaking up small acceleration chop while absorbing big jump landings and braking bumps.

The feeling of the ’21 YZ250F has changed to a more rigid feel than the 2020 model, which isn’t a bad thing at all. The bike acts more precise, nimble, and overall feels lighter with the balance staying the same. This is exactly what we expected (and hoped for) after realizing these changes on the 450F, though not as many of us are fans of the new 450 feeling. With the 250, riders tend to be more aggressive and the added precision and a slightly stiffer feeling is typically a good thing. Coming into corners, you could move around going in and drive out with an increased ease. Mid corner the bike stayed planted in ruts and would respond well to rider input and direction changes.

The 2021 now comes with the bar mounts on the front (or forward) setting of the top triple clamp. Our riders were a little skeptical about it, but our taller riders ended up enjoying it a lot. Yamaha has had the bar mount option for a while, but this is the first year it comes standard in the front setting. Our smaller riders would like to go to the back mount for a comparison, but it was still more than rideable for a 5'7" frame.

Overall, the 2021 Yamaha YZ250F is a very good bike. It’s hard to believe, but the bLU cRU again made improvements for the majority with this bike, even in power so it isn’t going to get any easier for the other 250Fs. The motor is noticeably stronger and has a broader power spread than previous. You can rely on the excellent torque per usual, but you can rev it out even more like a traditional 250F with improved results.

Suspension wise, it’s tough to beat Yamaha and the new settings have better hold up in the big stuff without sacrificing too much comfort on the small bumps. The chassis updates make the bike feel lighter, more nimble, and much more precise than in years past. We’re a fan of the changes made for 2021, it’s unlikely the competition feels the same way.

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TUNED KTM 390 ADV BUILD

K TM 390 ADVENTURE PROJECT BIKE STAGE 1 BY: JIMMY LEWIS | PHOTOS BY: JIMMY LEWIS & JORGE JESTES The 390 Adventure is KTM’s expansion to ease entry-level riders onto the brand with a platform that is capable yet not intimidating. As with any entry-level focused bike, there becomes a few challenges as well. As riders improve in skill level, they may want a bike that they can work into rather than outgrow too quickly. Even experienced and seasoned riders who just plain fit on this size of motorcycle may be looking for some more capability out of the 390. Dirt Bike Test set out to address some of these concerns in a step-by-step process different from most “throw the catalog at it” builds.

Our targets were the things we complained about in our initial test of the machine (FULL TEST HERE) and some other things we have experienced with more and more miles on the bike. With these mods, we are making the 390 more of what it could be without trying to make it something that it isn’t.

Our biggest complaint has still been the toughest to fix, aside from getting some help out of KTM’s race shop. Getting the footpegs leveled out. The aftermarket has not caught on to this and despite reaching out to a few companies, it took cutting down two sets of footpegs and welding them back so they do not have that forward slant, which makes riding in the standing position awkward for most anyone familiar with how a dirt bike feels. We’d like a slightly larger peg, maybe 30mm outbound for better leverage but we’ll take these and keep our eye out for an aftermarket solution soon.

Second on our list was adding luggage. There are lots of options but we really wanted

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TUNED KTM 390 ADV BUILD

to keep it simple and non-intrusive to the bike. So the soft, strap-on option was the call. We chose Touratech’s new Extreme Waterproof Saddlebags. We had been using them on another bike and liked the ruggedness and strapping method. It went seamlessly onto the 390, especially considering there is not a lot of side area to keep the bags from flopping into the rear wheel.

We found some nice pieces from Rottweiler Performance that incorporate passenger footpeg or regular footpeg and brake master cylinder protection. They have great mounting points for straps built-in. We could have just wrapped the bag’s straps around the stock plastic pieces but this was a much more sano solution. These bags now go on and off in a few minutes and hold enough for day trips and mechanical needs. Rottweiler also makes a headlight brace set and from experience with bigger KTM bikes having this area fatigue, we thought it was a good idea to stiffen this area up before any issues get started. Call it preventive maintenance.

The stock cast spoke wheels did not take long to start acquiring dings while off-road and we wanted something stronger. Dubya Wheels built up a solution with high-quality Excel Rims and their black spokes with orange nipples. The difficult part (besides the total price tag) was finding hubs compatible with the 390. It turns out the Husqvarna Svartpilen 401 has them, but the entire hub and cush drive must be used. The Excel rim sizes are 19 x 2.50 front and 17 x 3.50 rear. The wheels turned out awesome and we mounted up Kenda Big Blocks for even more off-road traction. In use, the wheels actually give the chassis a more precise handling feel and have stood up to the hard hits without even a ding nor have we had to adjust or tighten the spokes.

Onto the power department, we could feel there were some hidden ponies inside the motor but we did not want to make the bike louder nor lose any rideability. Coober USA makes a kit with an airbox cover and a piggyback ECU that gives the engine a very noticeable boost in torque as well as lets the engine rev out further thus making more power. We went through a couple of different software updates as they improved the mapping specifically for the Adventure. If you want the 390 to pull a lot better and have improved torque in the RPMs where you most typically ride,

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DIRTBIKE TEST

NEW COLOR

Pursang $179

99

WAT E R P R O O F T E X T I L E J AC K E T

Phantom $129

99

WAT E R P R O O F T E X T I L E PA N T

Alt Colors:

motonation.com 877.789.4940

| 121

TS EUCNT EI ODN KT TI MT L 3E 9 0 A D V B U I L D this is the answer. The throttle response keeps its stock laziness,

like this that the built-in India KTM is showing it is just a bit differ-

which is good for novice riders until half-throttle then it has gusto.

ent than the Austrian-built motorcycles. The chain has stretched

But there is still an issue on start-up where sometimes it takes mov- more than we are used to, some of the hardware is not as robust, ing the throttle around a bit before the bike settles into a normal idle and we’ve replaced the fork seals on one leg a couple of times instead of stalling. The kit has a fair amount of wires that need to be now. And we just experienced a fault that seems tied to the digcarefully routed and requires gas tank removal to install. Instructions ital dash. We know there is a software update available so we’ll are good.

soon have a detailed report on how it is holding up and what you can expect with hard use. In our sights is a new skid plate like

We also added a Rekluse Radius X Clutch available through KTM

the one Black Dog Cycleworks just showed us (see The Future

PowerParts. Again, installation is an intermediate task but doable

section), a taller seat, and larger footpegs. We may even add a

with regular tools and excellent step-by-step instructions. It makes

little non-functional bling and graphics by the next time you see

it so that you do not have to ever touch the clutch lever other than

this bike.

when starting the bike. The Rekluse’s engagement was a little higher RPM than where we would like it so we changed out the

Overall, we are blown away by how much performance this bike

EXP disc’s springs from Red to Silver and were much happier with

brings for the price from the showroom floor. And though some

the feel of the clutch. This change allowed the engine to be lugged

of these mods cost a pretty penny in comparison, this bike, for

more, or ridden a gear high without the clutch slipping before full

the right rider, is a worthy platform to grow with.

engagement. It has minimal drag at idle, but not enough to get it to really want to creep.

Our stock rear-view mirrors were just above useless so we went with awesome Doubletake mirrors that screwed right into the stock lever perch locations. But since the stock mirrors had come loose so many times, the threads on the left side were compromised requiring a thread sert to hold the new mirror. And it is in little parts

PARTS LIST: Dubya Custom Wheel Set

$1899.95

Coober USA Power Kit

$584.99

Rottweiler Performance:

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Headlight Brace Set

$49.95

Passenger Peg Luggage Strap

$39.95

Rear Brake Master Cylinder Guard Kit

$59.95

Touratech USA Extreme Waterproof Saddlebags

$399.95

Rekluse Radius X Centrifugal Clutch Kit

$713.99

Doubletake Mirrors

$130.00

Kenda Big Blocks

$220.00

DIRTBIKE TEST

"The best modification for your bike is a better rider."

-Jimmy Lewis

www.jimmylewisoffroad.com | 123

TESTED NUETECH NITROMOUSSE

N UE T ECH PL AT INU M NI TROM O U SSE BY: JIMMY LE WIS

ROOST - No more flats!

- Feeling is very similar to a tube so the motorcycle’s handling is not altered

- Durability is good

tube inside the tire. Nitro Mousse combines a high concentration of nitrogen into a micro-matrix of proprietary elastomers that is claimed to be very tough. These elastomers are formed into a tube-shaped, foam-like ring that is installed into the tire and mounted on the rim with or without special tools. They make a Platinum version said to feel like 10-12 PSI and a Plushie for a

ENDO - Difficult for most to mount, especially with standard tools - You have to treat any mousse as a wear item - Usually messy to install and remove

6-8 PSI feel. Nuetech claims the durability is up to double the life of other mousse options and is 100% flat-free. Included with the mousse is a lubricating gel.

HOW IT WORKS W H AT I T I S - A foam insert that replaces the tube in your tire

The biggest issue with mousse inserts is the installation and removal for most. Like any tire change, there are techniques and even very specialized tools to make the job much easier.

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Nuetech is in the business of traction and that begins and ends

Yet, we have plenty of experience with changing tires so this

with not having a flat tire. Inventors of the Tubliss system, they

was not a big concern for us. We even shot multiple videos of

felt there was also the need for a better mousse. A mousse, for

us installing and removing the mousse with very standard tools

those unfamiliar, is a foam insert that replaces the air-filled inner

just to illustrate the technique. Though some cringe at the use of

DIRTBIKE TEST

channel locks on a rim. There are some simple tools like the Bead

Tightness in fit also plays into how quickly the mousse breaks in

Buddies that help a lot. If changing a typical motorcycle tire is

and how long it lasts. If there is any gap in the fit you can cut the

tough, this will be tougher in the beginning, but also look at the

lifespan of the mousse in about half. We’d say it is loose if a new

bright side–you can’t pinch the tube or get a flat once installed.

tire and new mousse feels like it has any less than 12 PSI with

We’ve also seen some riders break the bead of the tire by doing

a Platinum, or if it feels like 9 PSI with the Plushie (by pressing

it wrong, so it is technique, not muscles. Like any mousse, you

with your fingers). If the tire feels loose or “floppy” anywhere on

have to decide if this difference in procedure is better or worse

the tread surface or sidewall, that indicates a loose fit. A snug fit

for you as some riders do not mind the added complexity of

feels a lot more like 14 PSI for the standard Platinum and 10 PSI

changing a mousse because of the tradeoff of not incurring a

for the Plushie. An experienced hand should be able to tell the

failure during a race or on the trail. Or simply invest in a changing

difference.

tool that makes the process less complex while also gaining a lot of riding buddies that now want to hang out at your house and

This comparison to PSI is also a good way to explain how the

use your tools.

Nitro Mousse Platinum works. It has a feel that is much more like air than almost all of the other mousse brands out there. While

That said, the Nitro Mousse is no different than any other mousse

most mousse’s have a dead or flat feeling to them, the Nitro has

in installation difficulty or procedure. We did disagree with the

a little more spring to it most of the time. Other mousse that are

suggestion of adding half the lube to the tire and half to the

very “dead feeling” also have a very exaggerated spring-back

mousse before setting it in. Experience has taught us to put the

when they are really crushed on hard landings or when smacking

majority of the lube inside the tire, spread out evenly, prior to

a rock or root. Getting to this point on the Nitro is more progres-

placing the mousse inside then only a very thin even coat on the

sive and the spring-back is not as amplified or sudden. Addition-

mousse itself. This allows for less lube to get scraped off the

ally, there is less roll or wallow when pushing the tires in turns

mousse while sliding it into the tire. However, it is better to use

so the handling and suspension are not affected as much and

too much lube than not enough as it serves as the lifeline for the

settings do not need to be altered in comparison to an air tube

mousse. Also, sealing up the spoke nipples and former valve

setup. But at a similar feeling using an air pressure figure, the Ni-

stem holes with a rim tape or even duct tape is a good idea to

tro Mousse provides a more cushioned or supple ride as if there

keep moisture and dirt out. In most applications we used a rim

were 2-3 less PSI in the tire on the bumps but not in the turns.

lock as well.

What everyone who used the Nitro noticed was the additional bite it gave any tire, especially when under a load. The tires all

Tire selection plays a role in how a mousse works and we tried a

seemed to flatten out more when compared to the usual 12 PSI

variety of tires in both size and types to really get a feel for how

of air pressure, and when hitting things (rocks, roots or bumps),

the Nitro Mousse performed. How the mousse fits, tight or loose,

the wheel did some of the suspension’s work to help the tire stick

is probably the biggest determining factor in overall performance

to the ground better. Not until the end of the mousse’s life cycle

and durability. The tighter the mousse fits, for the most part, the

did the handling get sloppy or was there excessive tire roll or

longer the mousse will last with one big exception–high speeds

chassis wallow.

with lots of impacts. Extreme high speeds can kill a mousse in a matter of minutes if the tire is very tight or extremely loose.

We tested the earlier and current Nitro Mousse mostly with Ken-

By “high speeds” we use 90 mph as a good speed to start at

da tires we are very familiar with. We used them predominantly

and it needs to be sustained for the speed (heat buildup) to be

in the Parker DTs, but also in the Equilibrium, the new Ibex, and

the factor, at least in our testing. Speed creates heat and it gets

Dunlop AT81’s. In all but the Equilibrium (larger carcass), the

exponential as the speeds rise. The more powerful and heavi-

Nitro started out with a feel that was in the 14-15 PSI feel zone.

er the bike, the harder it is on the mousse. We were not even

Additional testing on the new Platinum yielded the same results

concerned with the 70-75 mph suggested limit because we did

here but with a slightly less PSI pressure feel, say 2 PSI less. The

not experience any degradation or excessive heat buildup even

mousse does break in initially, but in reality it fits better into the

in 30-plus-minute runs on pavement. Our first sign of failure was

shape of the rim and the tire. This happens sooner and easier on

on a 500+ mile mousse that was pushed at 90+ mph on a dry

the Platinum. The tire and the stiffness of the tire carcass plays

lake for 20 minutes immediately followed by pounding whoops

a role in this. On the stiffer Parker it took a good couple of rides

and only then did we have slight tearing on the sides of the Nitro

for it to get into that 11-12 PSI feeling that the mousse seems to

Mousse. Not the burning from the inside out like we have experi-

settle into. On the soft carcass Ibex, it only took one quick ride.

enced with other types in a similar test.

After that, the mousse seemed to settle into a very predictable

| 125

TESTED NUETECH NITROMOUSSE

life cycle where performance was very consistent. The softer

the “wedge” that is about 2" longer than the space it needs to

Plushie follows this trend but feels like 11 PSI when first installed,

fit into. We are currently doing some tests on this and will have

quickly dropping to a 9 PSI feeling, then settling at an 8 PSI

another test and explanation when we are finished.

feeling. Nuetech recommends storing the bike on a stand with both wheels elevated. We did not do this and did not notice any

For durability and to be abusive, we ran one set with an open

adverse effects from having the bike’s weight on the mousse for a

valve stem hole and rode sand dunes and through water with no

few days or even when tied down in a truck for a day or two. But

real adverse effects. The mousse survived with no signs of failure

our test bikes rarely sat for more than a week with the mousse

and the lube was surprisingly resilient. For us, a rear mousse

in one position. When tied down, the mousse/tire will have a flat

was good for two tire life’s for racing or higher speed use then

spot initially, but it is nothing permanent.

another tire’s life for only slower speed trail riding. Just trail riding we would not be surprised if an average rider could get five

Weight wise, the Nitro Mousse is about double of an average

tires’ worth of life out of a rear as long as excessive time did not

heavy-duty tube and similar in weight to some of the ul-

come into play. The front life seemed approximately 4-5 tire’s

tra-heavy-duty tubes. The rear is just shy of five pounds and the

life spans–it seems to last just a bit longer than the rear as you

front was nearly three pounds. Picky riders can feel the weight

would expect. Bikes with heavier front ends (large capacity gas

increase in the wheels when spinning, but it is not as noticeable

tanks) cut this life a little. The hardest condition for the mousse

as you might think because of the dead or absorbing feeling the

to handle is getting the tire really hot from spinning a lot and then

mousse gives.

pound sharp, hard whoops. We did that and the Nitro Mousse held up as good as any, if not the best. It’s important to note that

Durability has been the biggest issue with mousse inserts since

Nitro Cooling Gel, or other mousse lubes, work tremendously

they have been in use. One of the biggest concerns is actually

better than the old fashioned “tire soap.” Mousse lube will easily

shelf life. They wear out just sitting in the open air. Lately manu-

last the lifetime of a tire, if not more, while tire soap needs to be

facturers have been working on this and the Nitro Mousse is the

lubricated just about every ride when riding at average speeds

latest iteration. The claim is that nitrogen is a big factor in this. In

or higher. For longevity in the mousse, you’re better off spending

our testing, we found shelf life to be excellent and shrinkage was

a little extra for mousse lube and saving a lot on mousses and

minimal. Our testing backed up the double lifespan claim if not a

installation time.

bit more on the older black Nitro Mousses. The newer Platinum and Plushie ones are showing about ¼ to less life based on our

At $135.00 apiece, the Nitro Mousse is not cheap, not the easiest

figures, which is largely a factor of the PSI feeling where we use

to install, and has zero bling factor (though they do come with rim

them. Internally they showed less damage with splitting, while

stickers!), but it eliminates the issue of having a flat tire (we laugh

cuts and shrinkage were minimal. The actual life will depend on

at the thorns and spike sticks that used to guarantee flats) and

how you use it. On one set, we got 1200 miles of fast and hard

provides better traction compared to an air-filled tube. Traction

dual-sport riding and then put an additional 700 miles of trail rid-

is especially better when nearing the end of the mousse’s life

ing with the same mousse inside a new set of tires. The mousses

cycle or starting with a new or one-tire old Plushie where it is like

were definitely softer when they went in (maybe 11 PSI feel) and

a tube with 6-8 PSI in it, yet with zero chance of a flat. It is like

wore to about 8 PSI feel in the end. The Plushie has the same life

cheating at extreme enduro conditions, makes for less worries

span as long as you don’t use it for higher speeds, we’d suggest

when you smack a rock, and meets all claims given by the man-

staying under 70 mph here. The softer mousse heats up more

ufacturer. For racing it is eliminating one type of preventable me-

with speed and it will quickly cut its lifespan. To combat some of

chanical failure. So if you want flat-free riding, here is an answer

the durability issues, Nitro Mousse now sells “Wedges” ($19.95)

with few drawbacks.

which can be cut to length and stuffed in with a used mousse to increase the life span. You just cut the used mousse and stuff in

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CLICK HERE FOR MORE INFORMATION

DIRTBIKE TEST

So you can see what you just ran over!

| 127

TECH TIP POWERVALVE OIL LEAK REPAIR

K T M / HUSQVARNA T W O - ST RO KE P O WE RVALVE OIL L E AK REPAIR BY: JIMMY LE WIS

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.

CLICK HERE FOR MORE INFORMATION 128

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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.

| 129

TESTED CRUZ ROADTECH TOOLSET

C RU Z TO O LS RO ADTECH T RAVE L K I TS BY: JIMMY LE WIS

ROOST - One-stop shopping - No questions tool replacement guarantee - Some smart and unique choices ENDO - It will never have everything - Some stuff you’ll never use W H AT I T I S Cruz Tools makes what they claim is the right mix of combination wrenches, an adjustable wrench, locking pliers, a 6-in-1 screwdriver, a mini ratchet and sockets, cable ties, mechanics wire, duct tape, thread locker, and a tire gauge all organized in a durable roll-up pouch with special torx keys, hex keys, and axle wrenches to fit each individual brand application. Price is $99.95.

HOW IT WORKS We have been using Cruz Tools in travel kits, fanny packs, and in our trail-going backpacks for years now and to say they have been helpful is, as in any time you really need a tool, an understatement. The kits are an excellent starting point at an affordable price. It takes some of the thinking about the items needed in a tool kit and usually comes out priced the same or better. The tools are decent quality and the kit is about a 90% match for most common needs just short of the tire-changing parts.

We have used specific kits for Japanese bikes (metric), KTM or European bikes (has torx and a 13mm), and have had a generic kit packed into a fanny pack, and they are all still kicking. From being left wet, we have had tools rust a bit and the small ratchet and crescent-style wrench gets sticky, but nothing a little penetrant didn’t fix. In the current kit, for example, we like the tiny flat-head screwdriver tip. And the axle wrench is more robust than the ones that come with most bike’s included tool kit these days, if you get one at all. Tie wire, duct tape, and zip ties all got used though and we haven’t had a trial need for loc-tite just yet. Yes, our locking pliers have been used as a shift lever and a brake pedal. The only failure was the tire pressure gauge biting the dust after a few years and it wasn’t worth the time to call in a warranty. In use, we took one of these kits, added a few specialty items based on the bike we were riding and never worried about

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it. We have trusted them enough to be the only tools we carried on long rides. Good tools, fair price, and the comfort of knowing you have the stuff to fix the usual issues. And it can be a great gift idea!

CLICK HERE FOR MORE INFORMATION

DIRTBIKE TEST

| 131

TESTED TRAIL TECH KICKSTAND

T RAIL T ECH KI C KSTAND BY: JIMMY LE WIS

ROOST - Simple, light, and strong kickstand keeps a bike on two wheels

designed for exact model fit using existing mounting or points like chain roller or guide points and subframe pick-ups and a supplied bracket. The stands come with a 100% Satisfaction

- Easy bolt-on, usually less than 10 minutes - Clean looks and perfect function

Guarantee and are claimed to be stronger than standard. Retail

ENDO - Might not integrate with frame protection

HOW IT WORKS

W H AT I T I S - A strong and simple aftermarket kickstand Trail Tech kickstands are built in the USA for most current Enduro and MX-style motorcycles. Attached to the bike with a high

price is $99.95 for this unit.

- Easy model specific bolt-on for most current bikes - Proper attachment that does not interfere when riding and puts the stand at the proper angle - Tucks out of the way when not in use and does not flop around - Lightweight and unnoticeable till you need it

strength chromoly mounting bracket, the arm is a lightweight,

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high strength forged and machined aluminum piece with an

Kickstands are one of the creature comforts of a trail or enduro

aluminum reinforced high-impact nylon foot at the base of the

bike and one of the things that makes your MX ride look uncool.

stand. The finish is a black ceramic coating. Each one is custom

That is until you have to lay your kickstand-less track bike over

DIRTBIKE TEST

shims with some bikes to make the spacing of the stand perfect and slop-free.

Once mounted, all of the kickstands we tested were the proper length and seemed to take into consideration dirt bikes typically need a little extra length for sinking dirt or slight off camber terrain. We tended to agree with this even on most hard, solid, and flat surfaces where the bike is a little more upright and likes to have the handlebar turned just to keep the bike safely away from the tipping point. If you run lowered or very sacked out suspension, the length might need to be remedied--you could shorten the arm if needed. The foot is replaceable and small enough to stay out of the way when up. It isn't large enough to rectify for mud or sandy stopping spots, but we preferred this smaller on the ground or hunt for a tree while out on the trail. And on

size overall.

some off-road bikes, the standard kickstands were really an afterthought. Take KTMs for example, especially the older ones. Find

In use, the kickstand does everything asked of it and stays out

an early KTM with a still functioning standard stand and I’ll be

of the way. The bracket is not noticeable on any of the bikes we

surprised. Luckily for me (I have a few of those bikes) Trail Tech

tested and does not hang down so far as to drag or catch much

has the solution.

more than the lower frame corner or the bottom of the footpeg.

Strength-wise, it is as strong as could be expected but that does

The TT Kickstand is not really special. It is sturdy and functional.

not mean a 200-lb individual can climb aboard and kick-start the

Designed very much like the ones found on the KTMs, but built

motorcycle with all of their weight on the stand. It will easily hold

with much better components and including a stronger attach-

up the bike and never give you problems. Asking an 8mm bolt

ment that does not bend, twist or fail over time. On most bikes,

to support more than 200-pounds at an angle is asking a lot. We

the TT Kickstand bracket attaches to the frame with supplied

whacked our stands across plenty of rocks in hard riding and

hardware to the lower subframe mount and a chain guide or

cosmetic damage was the only result.Our only bent one came

footpeg attachment point. The mount is very sturdy and not that

from a bike being rolled backwards, off a curb, with the stand

heavy for how burly it is compared to the standard mount it might

down. It bent a little and was easily bent back (off the bike, of

replace or the non-existent mount it creates on most MX bikes.

course, the mounting bolt won’t take the prying.)

Generally, the bolt-on process takes about 10-minutes so the

The location and action of the arm is simple and solid. The spring

kickstand is easy to remove if you desire, just keep track of the

tension in the up position is enough so that it will never come

standard bolts. The only issue we have encountered in installation

down during normal riding. The angle it sticks out when down

over the years resulted from frame mount tabs that had slightly

offers good stability yet not so far out it will easily get bent. They

relocated themselves via dents and crashes, but nothing that a

come with a “for the life of the bike” warranty as well. Plain and

little English or an older Husqvarna tool (read: hammer) couldn't

simple, this is a great kickstand.

remedy. Also, we’ve found some aftermarket frame guards may interfere with Trail Tech’s subframe mounting. There are included

CLICK HERE FOR MORE INFORMATION

| 133

TESTED MAXIMA CHAIN GUARD

MA XI MA SYNT H E TIC CHAI N G UARD BY: JIMMY LE WIS

ROOST - Great application - Migrates and penetrates - Does not fling off ENDO - Each same-size can varied in volume of chain lube

W H AT I T I S - Lube for your chain, it’s that simple Maxima Synthetic Chain Guard is an advanced chain lubricant specifically formulated for motorcycle chains. It uses a synthetic lubricant base with anti-wear and pressure additives that Maxima believes are superior to any other chain treatment. It also contains special additives to prevent and protect against rust and corrosion, as well as keeping the lube adhered to the chain.

Chain Guard is O-ring safe and is also claimed to be an excellent lubricant for all motorcycle control cables. It is available in 6- and 14-ounce can sizes in aerosol spray and retails for $7.50 and $11.50 respectively.

HOW IT WORKS - Lubricates the chain reducing wear and adding water resistance We won’t go as far as to say chain lube has as religious of a following as two-stroke oil, but in the field you can get some pretty dedicated views on the subject. For some reason we don’t feel the chain needs as much respect as the piston and rings but they are both equally important in the grand scheme of things– no chain, no go. The chain’s job is much more easily visualized which lends itself to a dirty life in our world.

At DBT, we pride ourselves on doing common sense approach long-term, semi-scientific testing. We may not have a controlled

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DIRTBIKE TEST

laboratory setting, but we do the best we can to have a real-

keep water out. Once dried, the lube doesn’t fling off and there is

world laboratory nonetheless. With access to a fleet of rental

minimal attraction of dirt. Over application will produce a gummy

bikes and a wide variety of test riders using dirt bikes for all sorts

coating to the chain but that isn’t the product’s fault. Maxima

of uses, we regularly put stuff into testing without knowing we

makes a chain cleaner product for those that tend to over apply.

are “testing” it. Maxima supplied products for some of our long-

We never felt the lube attracted enough dust or dirt to be of a

term bikes and we started keeping track of wear on similar parts

concern and it seems to “wear off” a little slower than others.

using different methods of lubrication. The first and most obvious standout result was with chains and sprockets.

Though we never felt ripped off or too confused, the published size of the can and the contents numbers on the side of the can

Simply put, Maxima’s Chain Guard is a first class product that

never seemed to match up. Blame world-wide distribution and

does everything it claims. From the simple things that might go

maybe the metric system or something. There is the big can and

unnoticed--like the spray power from the can along with the

the little can. And prices will vary depending on where you find it.

quantity delivered to the foaming action of the lube. All the way

Regardless, it is a fair value even at full retail. Plus since it does

to its stick and penetration into the chain. Our impression is that

not take as much lube to get the job done, the can lasts a lot

Chain Guard is one of the best. It has a very controlled flow and it

longer than we would have expected.

spreads onto the chain without needing to be over applied.

The chemical prevents corrosion even in very harsh soils and

Here is where we state the obvious and some other things we

repels moisture as good as anything we have used. It sticks to

have learned. A standard production chain that was not lubed

the chain and does not do too much of the “oil stringers” that

lasted about half the lifespan of one that was lubed regularly. The

end up leaving lube on your swingarm if you don’t let the bike

lube brand did not make a noticeable difference (we were using

sit after lubing.

a few.) In very close inspection, you could not see any standout differences in any of the lubed chains in wear. Some allowed a

Our protocol for lubing chains is to do it right after a ride when

little more corrosion on a chain left out in the weather, but the

the chain is still warm. This leaves a coat of lube on the chain

Maxima lubricated chains showed minimal rust. It should also

before the bike is washed to help keep water out. Here you can

be noted that on a previously rusted chain, the Synthetic Chain

see the water bead up on the chain verifying the lube is working.

Guard cleaned up the chain way better than expected. So what it

It also allows lubing of the O-rings so they don’t degrade. On

came down to was the application and the durability of the lube

non-O-ring chains, the lube works its way under the roller

once on the chain, and Maxima proved one of the best.

surfaces as good as anything and it semi-dries in place which we verified by breaking a chain apart after a lube–this will also help

CLICK HERE FOR MORE INFORMATION

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TUNED 2021 KX450 SETUP TIPS

2019-2021 K AWASAKI SE TUP TIPS, 2021 20-HR REVIE W BY: SCOT T HOFFMAN

The KX450 has been one of the top 450s in its class for several years now and, even with only minor updates for 2021, it’s still on top with many media outlets. The KX is an everyman’s 450, meaning it can easily be adapted and setup for a very wide variety of riders and rider weights. DBT likes this bike but stresses how simple setup and fairly affordable upgrades will garner the best results for KX owners.

with revalves that work better for heavier riders but the stock shock is tunable for a really wide variety of riders. It’s not perfect but it gets the job done.

Spring rate: 54 N/mm (stock) Hi-compression: 1 1/8 to 1 1/4 turns out Rebound: 11-13 clicks out

Riding the Bike Stock: Most can ride the bike stock but DBT found that for faster riders and heavier riders the chassis is (or can be) a little unbalanced. The front fork is a little soft and can blow through the stroke in whoops, braking bumps, and hard hits. The fork is plush and when you start to go too far in on the compression adjuster, it starts to compromise the fork’s plush feel. When the clickers start to get to the 7-8 turns out or less mark, you can feel the fork not working on both fronts. If this is an issue, first try increasing the oil volume by adding 5cc-10cc of fork oil to each leg. This is not a cure but it helps.

Race sag: 104mm-106mm

Handlebar Position: Don’t be afraid to test different bar positions, especially on the 2021. The ’21 bar is now 1 1/8 over the older 7/8 and offers a slightly different bend and height. On the ’21, taller riders found moving the bar to the forward position with the mount in the back position allowed them to corner better and forced them forward on the bike. Conversely, shorter riders under 5'10" did not like the change.

Ignition/Fuel Mapping:

Fork Fix: You can send your suspension to a tuner for the full setup but we suggest you first try this trick before spending nearly a grand on full suspension mods. The best fix that we have tested is to simply change the fork spring rate on just one fork leg from a standard 5.0 N/mm to 5.2 N/mm. In a sense, you are making a 5.1 N/mm rate. This mod alone allows most riders to back out the clickers, maintain a plush ride in the chop, and the fork resists blowing through the stroke better, and there is less pitch overall front to back. You have to either buy a full set of aftermarket springs or you can pick up one side from a dealership (Kawi P/N 44026-0228). If you are over 215 pounds, you can go up the full rate on both sides.

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The rear shock works pretty well. We have ridden a few bikes

Lo-compression: 15-18 clicks out

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Shock:

Stock Fork Settings:

With Stiffer Springs

C: 8-11 clicks out

C: 12-14 clicks out

R: 9-11 clicks out

R: 10-12 clicks out

Fork height: 0mm/Flush

Fork height: 2mm exposed

This is not an easy fix unless you have access to Kawasaki’s tuner or a performance shop that can make changes. The stock coupler is the best overall for most riders but we still felt it is too abrupt right off idle when exiting corners and a little slow building revs in the mid. With adding or subtracting fuel or advancing or retarding the ignition, we can move the power delivery around or control how fast it builds. With the stock coupler we like to smooth it right off idle at 0-1/2 throttle and then advance the ignition and remove a little fuel into the mid-range to liven up the power curve. On the aggressive green coupler, some really like the feel. However, several test riders felt they could make it better by slowing down the speed the revs pick up in the mid. If you like the stock and aggressive couplers, another option is to reprogram just the black or mellow coupler, this way you can easily test it against the other two maps.

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TUNED 2021 KX450 SETUP TIPS

Exhaust: The second option to breathe a little more spunk into your KX450 is simply replace the stock muffler or install a full system. FMF and Pro Circuit come to mind but there are also a host of other options. The replacement muffler is often lighter than stock, smaller, and puts out better power. With the FMF, for example, we almost always retain the spark arrestor/end cap stuffer for best results. Without the stuffer it just builds the power way too quick and spins the rear tire too much. This might make you feel like a hero for a lap or two but overall it just wears you out. But even with aftermarket exhaust, slight mapping did make it better to specific rider needs.

Gearing: For the most part the stock gearing works really well but a few heavier riders found themselves between gears at times with the bike in stock trim. Going up one tooth makes third gear more versatile on tighter tracks. It allows you to use third in more turns and reduces having to shift as much.

Clutch: To be honest we never had any real issues with the 2019-2020 clutch. The action was not the best but we often just removed the judder spring for a better feel and durability. Basically you remove the judder and half plate and replace it with a standard clutch plate. Yet the 2021 clutch and its action are much improved.

Some have said the KX can get warm and leak coolant, we have

2019-2020 guys having issues might have to go with a Hinson,

never had the issue ourselves. If you are having issues or ride in

for example, or buck up and buy a 2021.

a lot of deep sand or tracks that put big loads on the engine, a

quick fix is to swap radiator caps from the stock 1.1 to a 1.8.

Rear Brake and Front Brake Lever: These are two areas that have bugged some of our test riders.

Test Mule:

The rear brake is too touchy and the front lever is too narrow. To

We have 21+ hours on the 2021 and other than normal mainte-

help the rear brake we had to be creative with sprays and even

nance, scratches, and partially worn chain and sprockets, the

go as far as removing surface area on the pads. Lowering the

bike is holding up really well. One of our test riders has 50+ hours

brake pedal helps, but without more mods it can only go down

on his 2020 and his maintenance log has been as follows: Chain

so low. As for the front brake lever, those with big hands often re-

and sprockets, chain roller, rebuilt/revalved suspension, tires, oil

place the levers with an ASV or Arc lever for more contact surface

and filter changes, upgraded levers, tires, Pro Taper 1 1/8 handle-

for their digits.

bar, FMF Exhaust, and new graphics.

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Fuel and Temperature:

The KX450 is a workhorse and liked by many. In stock trim it

There was a weekend we must have picked up some bad fuel,

does like to have a few things updated or tuned for best results.

the KX on that day showed signs of detonation under hard loads

For 2022 we hope Kawasaki keeps their basic current platform

and big throttle positions. Be sure to always run premium fuel

with just upgrades such as adjustable maps on the fly, power

from a trusted station or if you can’t find quality fuel, maybe mix

tuner app, new spring and valving specs, and new exhaust to

race fuel 50/50 with pump fuel. We have always run pump fuel

name a few key points. But for now, just a few items and we are

but only had an issue one time.

off to the races on the 2021.

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TESTED MOTO MINDED AFD

MOTO MIN DED AF D BY: JIMMY LE WIS

ROOST - Simple - Prevents a hole from getting poked into the filter

tower on the air filter cage and provides a much wider pad for the filter to rest on. It takes a second to put it in place since it is loose-fitting, you have to keep the pressure on it when stretching the filter over the cage. You put it in and forget about it. Just

ENDO - Tight fit with some aftermarket filters

remember it when you are changing filters so as not to lose it. We

W H AT I T I S

We never had any issues using the AFD and we did notice a fair

Fitting current KTMs and Husqvarnas, the Moto Minded AFD (Air

amount of wear on filters that we did not use this part with. So

Filter Disc) is a simple part that spreads out the load on the in-

we caught them in time. We could not tell any performance differ-

ternal tower holding the air filter from collapsing. The 3D-printed

ence but the AFD does spread the filter out a little bit more than

part sets atop the air filter cage and is claimed to stop the cage

when it isn’t installed. In fact, some aftermarket filters that were

from poking a hole into the air filter foam, which would ultimately

tight already were difficult to install and could be prone to tearing.

cause damage to your engine. Price is $10.00.

Ditto for dry or old filters with compromised foam.

HOW IT WORKS

If you have a newer KTM or Husqvarna with the pointy air filter

This is a $10 insurance policy that not only prevents the pointed

cage, get this part.

guess you could glue it in place if you wanted.

air filter cage from possibly poking a hole in your air filter, but also extends the life of the filter since they do not wear out in the center spot from the rubbing. The piece drops right onto the central

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CLICK HERE FOR MORE INFORMATION

DIRTBIKE TEST

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TESTED GUGLATECH FUEL FILTER

G UGL ATECH FU E L F ILT E R BY: JIMMY LE WIS

ROOST - Cleans your fuel before it causes problems - Easy install, Easy use - Can be cleaned easily

through. The filter is designed to catch the bad stuff before it gets to the fuel pump’s pre-filter, or worse yet, into the carb or fuel injector. This simple to install filter is meant as a first line of defense for your fuel pump or carb. Retail price ranges from $60-$190 depending on the application.

ENDO - Won’t take water out of ethanol gas - If a lot of water is present, the filter must be drained - Expensive at first glance W H AT I T I S - A pre-filter for your fuel

HOW IT WORKS - Takes the dirt and particles out of bad gas - Easy installation with minimal tools - Won't stop water in ethanol gasoline We’ve been using the Guglatech filters in a few of our bikes for the better part of the last year and a half. Typically, we get clean

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The Guglatech fuel filter has a funny name but it’s designed to

gas here in the United States at most stations we are familiar with

strain out everything but gas when filling your tank or fuel can.

and frequent. So gas coming from a higher-volume retailer isn’t

The filter is a sleeve or tube made with the company’s propri-

much of an issue for the most part. But with anything, we have

etary HDM3D material that is claimed to trap particles down to

had some issues. Some cases are self-caused, like using dirty

10 microns, and prevents contaminants like water from passing

gas cans with debris in them. Some bad gas comes from a bad

DIRTBIKE TEST

We have seen plenty of demonstrations of this filter not letting water pass through it, but this is highly dependent on the gasoline you are using. If you have non-ethanol gasoline, the filter will remove the water in fuel (and most anything else that will separate from the gas if it sits around) without having to let it sit for some time. The more water present, the slower the gas begins to pass. The Guglatech will actually start to overflow if there is that much water, yet that seems very uncommon and only happened when we were messing around for testing purposes. Of note when new, we added only water to the filter and small droplets were slowly able to pass through at the seams and where the ink was on the membrane. However, after repeating this test later after gas had already passed through the filter, it held watertight enough that it would take a long time for any water to pass into our tank or can.

Over time, we cleaned out the Guglatech filter by back flushing it using gasoline and examined the debris across a white paper towel. The filter’s contents revealed a lot more contamination batch or the bottom of the tank at a gas station every so often.

Don’t believe us? Look at the bottom of your gas tank or gas can next time it is near empty. The results may surprise you!

Guglatech filters slide right into the tank with a lip or rim on the filter that mates to the mouth of the gas tank. Best Rest Products (the US Importer) also makes a nifty tool to help push the filter down into the tank and open it up. Install takes all of two minutes on the bikes we utilized. We also used one designed for slipping on the nozzle of the fuel pump at a gas station.

With the filter installed, we gassed up bikes like normal and never experienced any issues to report as far as fuel filtration goes. After a while, we pulled out the filters and examined the membrane and noticed a fair amount of particles trapped. In one instance, we even found some larger gunky material. The filter works at taking out stuff that would largely contribute to shortening the life of the fuel pump’s filter or plug injectors or small jets. Clean gas flows right through the filter in our smaller-sized units at the pace of a normal fuel station pump speed. If the gas is dirty or the filter is dirty from use over time, the pass-through slows down accordingly. Especially when water is present.

than we’d thought. The company says fuel injector cleaner can be used for cleaning also. We used soap and water, additionally back flushing the filter, which worked for getting the filter looking more clean but the company advised that the soap can contribute to plugging the filter also. Our bad.

With ethanol gas, the ethanol absorbs quite a bit of water and will drag it through the filter. So be aware of this if using ethanol gas–as this blend always has a bit of water in suspension. Gas with ethanol added is also sensitive to temperature changes, and especially in areas with high humidity, so passing water will occur. The filter tries to separate free-standing water, but the ethanol wins this battle of chemistry.

In areas with sketchy gas, often when traveling in remote areas, this filter can be a huge advantage and possibly save you lots of time and hassle as a simple and effective smart measure. The filter was also great for recovering gas that had been stored in dirty cans or tanks where ordinary filters would only get the big stuff.

At $60-$110 depending on the application, the Gugklatech fuel filter is cheap insurance (comparatively) from the problems dirty fuel can cause and it will really prolong the life of your internal fuel filters and especially fuel injectors.

For racing and quick-fill applications, the filter may not pass the gas quick enough.

CLICK HERE FOR MORE INFORMATION

| 143

TECH TIPS TRAILSIDE TIRE CHANGE

BROUGHT TO YOU BY

T RAILSIDE TIRE C HANG E BY: JIMMY LE WIS

Changing tires is hard enough for most riders in perfect conditions, but what do you do if forced to do it out on the trail? We’ll give you some insight based on years of experience learning the rights and wrongs of the process.

Have the right tools. How do you make sure? Use them in a garage tire change to verify it. The basics are: wrenches/sockets to remove the axle, wrench/socket for the rim lock, something to keep dirt out of the bearings, valve core remover, compact tire irons, and a compact tire pump. An extra valve core and a valve stem nut can come in handy too.

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How do you hold up the bike? What do you use for a stand? Or do you even need one? Logs are great, rocks can work, and we’ve even laid a bike over on the side or dropped/hung the bike on a ledge to allow easier wheel removal. The answer is to use what is available. Often a little hunting for a proper nature-made stand can really save time and effort.

And remember the “balance” of the bike will drastically change when the wheel comes off, so expect that.

DIRTBIKE TEST

A great place to store the axle is in the muffler. Also, keep the loose parts away from the working area because we all know how hard it is to find parts that have been kicked or buried in the dirt, or even worse, sand.

The techniques for the actual tire change do not change on the trail. So if you do not have these techniques, they will not manifest in this time of need. So yes, practicing this in the garage is a good idea. If your tire requires breaking the bead off the rim, having specialty tire irons can go a long way. Or you can ride the flat tire till it breaks off the bead or becomes hot and easier to remove, yes we have done this in a pinch. If equipped, loosen the rim lock(s) first.

You can use a shop rag to keep dirt out of the wheel bearings, but there are some tough and compact changing mats that give you a much-improved workspace.

Since you should have knee protection on, put those knees to good use in keeping the tire down into the dish of the rim as you work. Do you take the tire off the rim or just replace the tube, out and in? It depends on the type of flat and if you need to be sure that whatever caused the original flat will not cause another one. If there is any doubt, take the tire off the rim to inspect and clean it out.

What do you put back in the tire? A new tube would be ideal, but out on the trail, the truthful answer is, whatever you have available. In order of preference, here is a list: new tube of the correct size, new tube of incorrect size (ie, 21" front tube stuffed in the rear tire, that is why most riders carry only a spare front tube), or patch the flat tube. But wait, there’s more! If desperate, you can rely on the last resort/Hail Mary methods. We’ve pulled the part of the tube with the pinch in it, secured wire around the tube beneath the hole, and isolated the leak by twisting the wire tightly (it worked.)

You can use heavy zip ties to secure a flat tire to the rim if no other solution is found.

And we have even stuffed leaves and pine needles into a flat tire as sort of an “organic mousse.” When you’re screwed...remember you could have been better prepared.

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TESTED FCP ENGINE MOUNTS

F C P EN GIN E M O U NTS F O R 2018-2021 SU ZU KI RM -Z 4 5 0 BY: SCOT T HOFFMAN

ROOST - You can feel a difference very quickly - Easy to install and test - Factory look ENDO - $399.00 price tag - Has advantages and disadvantages for some riders - For some riders we only utilized the upper mounts

W H AT I T I S - Engine mounts designed to alter the chassis flex character - Lower mounts made from titanium - Lower through bolt made from titanium Chassis flex characteristics and how engine mounts can affect the way a bike handles has been a hot topic for several years now and there are now options available. FCP or Factory Chassis Parts offer aftermarket engine mounts ready to bolt up and they are designed specifically for each model. Unless you were a factory rider, optional engine mounts were not really available until just recently. Some riders and tuners utilized tricks like drilling holes in the middle of mounts, for example, and/or kept testing different torque settings in areas like lower engine mounts, upper engine hangers, and swingarm pivot bolts.

The Suzuki RM-Z450 has always turned very well but has also had a very stiff chassis, which often rears its head or is very noticeable on rougher tracks. Simply following the instructions and the installation is very simple. However, you will need a torque wrench to properly tighten the mounts, this is very important according to FCP. The mounts retail for $399 as a set.

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DIRTBIKE TEST

HOW IT WORKS

by removing the FCP lower mounts and installed the stock lower mounts but left the FCP uppers. This combo was not as plush

As soon as we got on the track and hit the first few square-

on straight-line hits but the RM-Z’s cornering and front-tire feel

edge bumps and holes, test riders commented that the bike felt

returned. It’s really up to the rider if they run both FCP mounts

plusher through their hands and feet. We were totally amazed that

upper and lower or test with just the uppers. It’s almost as if we

mounts alone could do that much to a chassis. We kept riding

wanted a lower mount that split the difference with flex and feel

and test riders really took to the initial new feel. However, despite

between stock mounts and the FCP.

the better feel when smacking straight-line chop and landings,

The FCP mounts performed as delivered and we did feel the

faster and heavier riders discovered there was a tradeoff to this

chassis did absorb chop, square-edge bumps, and slap-down

new sensation. While entering corners the chassis felt as if there

landings better than stock. For some, the combo was a give and

was too much flex or twist and it took away from some of the

take, luckily we were able to mix and match and find a setup

RM-Z’s turning and the front tire felt a little more vague when

using only the FCP upper mounts for riders of different speed and

transitioning from hard braking to settling into a corner. Again,

weight. The mounts look trick, are built very well, and do make a

this was mostly with really fast test riders or riders over 200

difference but they are not cheap at $399.00.

lbs. FCP advised us to increase the torque settings by 5 footpounds which helped slightly. From there we did more testing

CLICK HERE FOR MORE INFORMATION

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TESTED KLIM POWERXROSS PULLOVER

K LIM PO WERXRO SS P U L LO VE R BY: JIMMY LE WIS

ROOST - Lightweight outerwear weather protection that works

strapped closed. The sleeve cuffs are velcro adjustable with

- Minimalist meets maximum versatility

pockets that have a strapped key clip on one side and a goggle

- Works like a jacket but can pack-down like a shell

chamois in the other. There are four colorways and sizes from XS

a thumb-hole gaiter. There are side vents and hand-warmer

to 3XL. The retail price is $299, with the 3XL pricing at $329.

ENDO - Gore-Tex isn’t magic if you sweat like a pig (Do pigs sweat?)

- High-end price tag, but good things cost!

W H AT I T I S - Klim’s snow product that transfers over for moto use - Gore-Tex waterproof and designed to fit right

HOW IT WORKS - Lightweight, durable, functional, and well thought out - Fit is generous but not too floppy or baggy I was complaining, as usual, about some piece of Klim gear that went away or changed–the PowerXross Pullover was suggested as an alternative. “It may not be the same, after all it is a snow piece, but give it a try,” I was told. And am I glad I did. This

Made from a Gore-Tex Performance shell with 3M Scotchlite

is the secret weapon of multi-temperature, changing weather

Carbon Black Reflective insets and YKK zippers, the Klim

conditions riding gear. For me, where I like to have the ability to

PowerXross Pullover is a snow or winter sports item that crosses

be aggressive with my riding but not be uncomfortable in my

over well into moto use. It is guaranteed to keep you dry with a

gear, the PowerXross is a winner.

lightweight shell that boasts, using a moisture-wicking liner and

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giving maximum mobility. Being a pullover, it has a generous

First, it is lightweight but not flimsy or fragile. The shell material

upper front and a side zipper to allow easy entry and maximum

is robust and can take dragging across branches and the usual

adjustability. The hoodie is adjustable and can be rolled and

abrasion with minimal damage, an important consideration in a

DIRTBIKE TEST

from the high 30s to the high 60s with some vent openings when it warmed, allowing aggressive riding and not freezing or burning up. The ease of opening the front zipper and side vents allowed plenty of air flow quickly if needed and additional layers could be used if the temps were not going up that high. The Gore-Tex does breath and it seems to have gotten better than 10 years ago, but I can still sweat myself wet if I’m really working and have the jacket all closed up. The cut is generous enough to allow even a heavy sweatshirt level underneath if needed. On the adventure bike with sustained wind blast, layers were more important but the protection from elements was as good as anything.

When you don’t need the pullover, it’s lightweight (1lb. 12 oz.) and can be balled up inside the hoodie and stuffed into most backpacks. It compresses into the size of about two grapefruits.

When you don’t want the hood flapping around, it has a strap that ties to a hanger strap on the neck so it stays rolled up and out of the way.

The hand warmer pockets are in the right spot, fleece lined and generous for carrying things as needed. It was nice to have the goggle cloth as a nice touch. I even added a goggle cloth to jacket at this price level. The fit is just loose and roomy enough

another of my favorite jackets (such a good idea), but without the

to allow free movement but not too floppy or baggy. With the

attachment strap, it vanished. Also, with the side zipper opening

cinch straps at the waist, in the hood, and on the sleeve cuffs,

from the bottom and having the center zipper all the way open,

you can “lock-down the fit to your body but not be restricted

you can get the PowerXross on and off over a helmet.

in movement. The cut of the sleeves is awesome in that the movement of shoulders and arms is unrestricted and unbinding

It went in the washer machine and came out like new every time.

while the gauntlets really keep the elements from getting

It took stints in the dryer with no trouble either. After a more than

inside the jacket. Some riders hate these, especially when the

full season of use, my pullover looks basically brand new, even

temperatures go up, but these were loose enough that when not

the brush bashed sleeves. The zippers are robust and can take a

extended out using the thumb holes, they were not so noticeable.

large amount of mud and sand without a glitch.

It is like the pullover floats on top of you, keeping you warm and dry but without you noticing it.

As a dirt bike and adventure bike riding only jacket, the PowerXross excelled. What gave it even more value was I was

Waterproof is a tough claim and this piece pulled it off repeated

wearing it as a casual and functional piece more than a riding

times in everything from drizzle to driving rain to snow. In pouring

jacket. It was the one I threw on when going out first thing in the

rain, I actually put the hoodie on, cinched tight under my helmet,

morning. It was in the truck in case of a rain shower. It was there

and tightened down the waist strap. In the end, I have never been

for when it got cold in the evening. Its style is no more out of

dryer when arriving home aside from a full-on one-piece rain suit.

place than any normal hoodie in reality. Klim calls it “Maximum Minimalism,” but I prefer to think of it as “Maximum Usage.” It

Also, you can double layer at the wrists with the gauntlets.

goes way beyond just a snow piece, though I may have also

For warmth, the shell keeps the wind out and holds a fair amount

found my new snowboard/ski shell too.

of heat in, though there is no insulation to speak of. Properly combining layers, like Klim’s 1.0 Aggressor Shirt, could take me

CLICK HERE FOR MORE INFORMATION

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TUNED TUNING A REKLUSE CLUTCH

T U NI N G A REK LU SE C LU TC H BY: JIMMY LE WIS

The Rekluse Auto Clutch technology and parts have made strides

by switching out to different weight wedges inside the EXP disc.

in auto-clutch and anti-stall clutch activation over the past de-

And never underestimate how your idle RPM can factor into all

cade. It has gone from a crutch to help riders who did not have

of this. All of these tips assume the clutch is in specification with

clutch control to a highly tunable performance advantage for all

un-warped plates that have the correct clutch pack thickness.

levels of riders. I have been a fan of the clutch since the Z-Start

Also make sure the basket, bearings, and clutch dampers are all

days and continue to use them in many of my personal bikes.

working properly or are fresh. Any slack or friction causing issues

Especially my trail riding machines, but I’ve also used them in

will compromise the performance of the clutch.

motocross bikes as well.

Free play gain is very important. It is the “pulling in” of the clutch There are some very basic tips that can really help and simplify

(gap) that the EXP disc expands out into to make the bike go. Too

making the clutch work the best for you. Lately, we have been

much free play and the clutch will always slip. Too little and the

testing the EXP 3.0 and Core EXP 3.0, Radius X and CX, and

clutch will drag. Setting it is critical and very well explained in the

thought we would offer these tips to help Rekluse owners get

Rekluse manual. On hydraulic clutches, the free play gain is very

the most out of their tool. One of the best features of the Rekluse

simply adjusted through the clutch slave unit. On cable clutch-

EXP 3.0 Disc is that it is highly tunable so why not take advan-

es, there is an adjuster built into the clutch pressure plate or it is

tage of that. You can make your clutch work how you would like

done at the lever depending on the setup you have.

it to.

The most important thing is to have the free play gain set so that

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With tuning, you can add hit or snap to the power delivery or

when you rev the bike in neutral there becomes free play in the

even smooth it out. You can adjust the feel of compression

lever (or you feel it move). The manual is very specific in how to

braking on four-strokes as well as make the bike nearly impos-

tell if it is set correctly and how to fix it if it isn’t. If there is too little

sible to stall. These are done through simple spring changes or

or too much free play, anything you do is a moot point. Ultimately,

DIRTBIKE TEST

you will wear out the clutch plates or the clutch will not work if

off-road riding. Lighter springs also allow the clutch to stay

free play isn’t set correctly. Take the time to set and understand

engaged longer, and if set properly, will not allow the bike to

the free play gain. I like to set mine so the lever moves at least

barely freewheel at all. In fact, I have mine set to drag slightly at

1/8th inch as recommended, but also know that there is some

idle, enough that I usually need to hold the brake lightly to keep

very high-level fine tuning available here for those that need it.

from creeping forward. If you want a sharper hit or bigger power

Rekluse does not recommend this, BTW.

when the clutch engages, then stiffer springs are the way to go. It requires a slightly higher RPM for the clutch to engage and more

There are two easy ways to alter the feel and the way the clutch

RPM equals higher power. That will also let the bike freewheel

bites on the EXP. With spring changes and with different weight

easier if the rear wheel is locked and the RPM is not brought

wedges (it was through a different number of balls and differ-

back up to re-engage the clutch. For fine tuning, raising or lower-

ent weight balls in the Z start). The simple way is to isolate the

ing the idle can really help the setting.

change each individual part makes–springs change mostly the RPM where the clutch engages and the weights control mostly

The wedge opens and closes the EXP plate. The more mass the

the “bite” the clutch has when it engages. There is some overlap,

weight has, the harder it is to get it to move. And when it does, it

but for the most part, think of them individually. You can also

has more force. Here, RPM equals rotation equals force.

simply play with the idle speed to change some characteristics of the clutch action.

The weights change mostly how quick the clutch bites and how long it stays engaged on deceleration, then how quickly it lets go.

The springs keep the EXP plate compressed. Lighter springs al-

The heavier the wedges, the harder the clutch bites (less pro-

low it to open sooner, heavier springs keep it closed (disengaged)

gressive engagement) and the longer it stays connected. Lighter

longer.

wedges slip a little longer and have a softer grab. I generally prefer the heaviest wedges (and sometimes would like heavier ones

Going to lighter springs allows the clutch to engage at a lower

than are offered for some bikes) for off-road riding on most bikes

RPM. Heavier springs hold the EXP clutch together longer and

that have decent power. Sometimes a small-bore bike (125s,

have it engaging at a higher RPM. Mixing the springs (different

200s, 250Fs) can get bogged down if the wedges bite too hard.

colors=different rates) can yield half-steps. The recommended

We have found that for most riders, the standard wedges are the

Rekluse setting is, for me, too high of a clutch RPM for most

ideal setup.

The Rekluse is a very simple design for how complex its results are. It comes apart for tuning in seconds with just a screwdriver. Spring rates change with different color springs.

To add an aggressive, more motocross-style hit to the clutch, adding a heavier spring setting and using heavy wedges will give the impression of a very quick and aggressive release of the clutch. This can be a little more prone to stalling when getting on the gas but less stalling when getting on the brakes. If stalling is an issue, try raising the idle up in small increments till it goes away. For a softer off-road setting, the lighter springs and lighter wedges will smoothly engage the clutch and let it slip longer in time as the RPMs increase. Spring rates from Soft to Hard: Steel (dull), Silver, Red, Blue, Gold.

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TUNED TUNING A REKLUSE CLUTCH

Absolutely make sure you have some free play gain at all times. It is easy to check and you should do it before every ride and for sure any time the clutch has been abused. When you get the right feel from the clutch, then small tuning of the free play gain can slightly alter the feel, mostly the drag. This can be done in conjunction with idle RPM changes to get the perfect feel. But you must always have free play gain.

This is a very worn ramp on the EXP disc. Inspect the EXP plate for wear in the channels the wedges slide in. We have seen wear develop in 100 hours with some abusive riders (or contaminated oil) and have a few bikes with over 500 hours that show very little. We have not seen too much difference in wear based on the specific oils we have used. Yet we have always used high-quality motorcycle oil, and if not, the go-to is 15W40 diesel truck oil. Rekluse now sells its own synthetic oil and they of course recommend that. The area to look closely at for wear is where the Teflon (ball bearing rollers on very old EXP units) slides onto the ramps.

You can see here the Teflon pad on the wedge has worn so there is metal to metal contact and this causes the aluminum disc to wear down. This EXP was functioning fairly well considering this level of wear, but it and the Teflon pad on the wedge needs to be replaced.

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Rekluse has an excellent and in-depth manual on EXP disc assembly, inspection, and wear that you can view.

CLICK HERE FOR MORE INFORMATION

PRESSURE WASHER BUNDLE INCLUDES: • Pressure Washer • Pressure Washer Bag • 3 Bike Specific Lances • Snow Foam Lance • 1L Motorcycle Nano Tech Cleaner • 1L Nano Tech Concentrate • Motorcycle Protectant • Microfiber Polishing Cloth

AVAILABLE AT www.us.muc-off.com

TESTED FLY RUNWAY FOLDING RAMP

FLY RAC IN G RU NWAY FOLD ING LO ADI NG RAY

BY: RAY CONWAY

ROOST - Space-saving folding loading ramp - Folds out easily. Just be careful with the fingers - Light and easy to use - Good traction

a rubberized angle cut base that is said to provide maximum slip

ENDO - The plastic feet can go missing - It is possible to pinch your fingers if you are not paying

HOW IT WORKS

resistance. For those of you in the raised pick-up truck crowd, the Fly folding ramp is also available in a 92-inch length version.

Retail price is $112.95 for the shorter ramp and $129.95 for the longer version.

I am a big believer in folding ramps and have used many different

attention

manufactures. For at least the last 12 years, I have been using the Fly Folding Ramp in a number of vehicles. I have always believed that you should be ready to carry at least one motorcycle (two

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W H AT I T I S

is better) at a moment’s notice. So as Fly states, you can keep

Fly Racing says their Runway Foldable Ramps are designed to fit

a ramp in your pick up at all times–that is a great feature. If you

in the bed of any pick up, or for security, behind the seat of your

happen to have a Honda Ridgeline (Trar, Truck-Car) pick up like I

pick-up. Each ramp is quality-constructed using extruded 6061

did for a while, I really like that the 79-inch ramp can be carried in

T6 aluminum with a polished finish and is load rated to 750 lbs.

the trunk in the pick-up box. In most other trucks it will fit under

The rungs have extruded surface grooves for added traction and

the rear seat completely out of the way. If you have a van, folding

DIRTBIKE TEST

ramps are terrific because you can usually mount/ store them on

The durability of the ramp is excellent save for the plastic

a rack or hook on the walls or the rear doors.

pieces that insert into the ends of the tubes. They will fall out in time. Additionally, the adhesive on the rubber pad under the

In use the ramp folds out effortlessly and has a solid and positive

tongue will give up after about six months to a year. You can

stop when it opens up for use. Just watch the fingers and be

use some adhesive on the plugs and they will stay put and wear

careful as all of the advantages of a folding ramp come crushing

out after a couple of years of dragging on the ground. Catch the

down, literally, if you get your fingers in the wrong places. Plenty

rubber pad getting loose early and the same can apply. We’ve

of warning stickers on the ramp remind you of this. The weight

seen the welds crack on the pivot pin (on the aforementioned

is low enough that it isn’t an issue, moving the ramp around is

adventure bike guy’s ramp, surprise) but the function was

easy even for long reaches to retrieve it from the bed of the truck.

not affected.

Most lighter-weight folding ramps will bend and die an early death in comparison. It measures out roughly 10-inches wide at the

I have mostly used the shorter ramp but we got our hands on the

bottom end and 7-inches wide at the upper end without side rails.

longer ramp and it is good for trucks higher than a standard lift

Simply put, the ramp has plenty of width. The lack of side rails

for sure, reducing the angle. But it also puts the bike on a “tight-

can be seen as an advantage, especially on dirt bikes where the

rope” for a longer length of time and distance so the longer one

knobbies grab on the rail and can more easily knock you out of

was not preferred for lower trucks.

balance or make it difficult to push up. The rounded middle planks are textured with grooves and both features add to the traction.

You may think $116-$133 for a ramp is a pretty penny. But after 15 years of hard work, and still going, this tool will be one of the

We easily believe the ramp’s 750-pound load rating as it doesn’t

most used and under-appreciated pieces of motorcycle gear you

even flex when normal dirt bikes are loaded or unloaded. It barely

may own. Functional, durable, and highly recommended is what

flexes when we’ve seen riders ride dirt bikes up the ramp. And

we say.

we’re even seen one knucklehead ride a twin-cylinder adventure bike up the ramp on multiple occasions. Here it flexes a little for sure.

CLICK HERE FOR MORE INFORMATION

| 155

SAD E CINDEX TION TITLE

BAJA DESIGNS

57

WWW.BAJADESIGNS.COM

BETA

34/35

WWW.BETAUSA.COM

BLACK DOG CYCLE WORKS

141

WWW.BLACKDOGCW.COM

CRUZ TOOLS

89

WWW.CRUZTOOLS.COM

DOUBLETAKE MIRROR

127

WWW.DOUBLETAKEMIRROR.COM

FASST COMPANY

71

WWW.FASSTCO.COM

FLY RACING

33

WWW.FLYRACING.COM

HONDA

15

WWW.POWERSPORTS.HONDA.COM

JIMMY LEWIS OFF-ROAD

123

WWW.JIMMYLEWISOFFROAD.COM

KENDA

157

WWW.KENDATIRE.COM

KLIM

29

WWW.KLIM.COM

KREFT MOTO

97

WWW.KREFTMOTO.COM

KTM

2/3/158

WWW.KTM.COM

L.A. SLEEVE

131

WWW.LASLEEVE.COM

MOTO NATION

121

WWW.MOTONATION.COM

MUC-OFF

153

WWW.MUC-OFF.COM

NUETECH

13

WWW.NUETECH.COM

REKLUSE MOTORSPORTS

45

WWW.REKLUSE.COM

ROTWEILLER PERFORMANCE

93

WWW.ROTTWEILERPERFORMANCE.COM

SCOTT SPORTS

109

WWW.SCOTT-SPORTS.COM

SCOTTS PERFORMANCE

31

WWW.SCOTTSONLINE.COM

TRAIL TECH

79

WWW.TRAILTECH.NET

WE WENT FAST

67

WWW.WEWENTFAST.COM

YAMAHA

6/7/65

WWW.YAMAHA-MOTOR.COM

DBT SWAG AVAILABLE HERE

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SOFT

INTERMEDIATE

DIRTBIKE TEST HARD

And Everything In Between.

TRACTION FOR ALL | 157

KTM 500 EXC-F

SECTION TITLE

KTM 500 EXC-F

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

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

KTM 500 EXC-F

RELENTLESS DUAL PURPOSE POWERHOUSE The KTM 500 EXC-F is a new generation 4-stroke, Photo: R. Schedl

dual purpose powerhouse. Ready to crush the miles ahead, its versatility for both on-and offroad stands bar none. Packed with 510 cc from the SOHC single cylinder, the KTM 500 EXC-F holds its own as the most powerful model in its class.

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ktmusa

KTM Group Partner