Enduro illustrated #21 March 2017

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SAM SUN

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MOTOREX POWERSPORTS FB

MORE POWER. MORE SPEED. MORE CHAMPIONS.

NS O I T A L U T Dakar CONG RA ishing Rally oskitt for fin class and a big P n o d n y L to e Moto nd place in Mall 2 start to our t in c fe r e p is r th thank you fo ear! #MOTOR EX100 y anniversary

CONTENTS

EDITORIAL #21 g _________________________________________ Musing the imminent two-stroke evolution and how enduro is leading the motorcycle world

LYNDON POSKITT BLOG g _________________________________________

INTERVIEW - SAM SUTHERLAND _________________________________________

Exclusive first blog instalment from adventure journeyman and Dakar podium man, Lyndon Poskitt

The 2017 Dakar winner talks exclusively about stress and getting massive trophies through customs

LONG TERM TEST BIKES g _________________________________________

INDSUTRY INSIDER g _________________________________________

The Husqvarna TX125 goes out in a flash of light, meanwhile a KTM EXC250F arrives all bright orange

Yamaha Rally Team chief, Alexandre Kowalski, on Yamaha’s impressive climb back to the top

THE BIG 3 g _________________________________________

GALLERY #21 _________________________________________

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Graham, Mario and Billy. Three VERY contrasting Extreme Enduro riders

Getting the bigger picture and reviewing the annual Italian dance with the devil that is Hell’s Gate

2017 HONDA CRF450 RX g _________________________________________

INTERVIEW – GAS GAS g _________________________________________

First test: The Big Red 450 has been on a slim, fast diet for 2017

Getting the inside line on the re-emergence of the Spanish manufacturer on the world stage

ENDURO GP – THE FUTURE g _________________________________________

WHAT WE WORE _________________________________________

Riders, team managers and promotors discuss pros and cons of the 2017 EnduroGP season rule changes

A new product focus feature highlighting the kit we’re using and abusing on bike tests

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Editorial #21 It could so easily have been the end for two-strokes.

If manufacturers had followed the path they threatened a decade ago and thrown a blanket over two-strokes today’s dirt bike landscape could be so, so different. Four-strokes were the future it was said. Some manufacturers canned oil burners altogether. But the fact is the sport and its fundamental truths won out.

The market, as manufacturers call us, dictated that smaller, lighter and easier to ride bikes are better than heavier, more expensive ones.

Scroll forward a decade and we are on the verge of a new breed of two-stroke arriving, fuel-injected, environmentally cleaner, more efficient and all but ready for the production lines. In the whole world of dirt bike sport we can thank enduro (and trials) for this.

Though the next nearest step will be the emergence of EFI two strokes, enduro is also best placed to be at the forefront of electric bike development. The race formats and the ability to switch power packs as quickly as you can refuel is going to make us the forerunners of electric bike sport.

Enduro gets scant look-in sometimes, so often the poor relation behind other more cash-rich bike sports. The reality is we’re leading the damn way, forging on where others dare not tread. Let’s hear it for us! e

Mak Husqv fo squ

#3.1 BILLY BOLT

The Big

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king an impact. In his first full season as a Rockstar Energy varna Factory Racing team rider Billy Bolt has a lot to look orward to. With Graham Jarvis’ alongside him in the Husky uad he also has a lot to live up to. Jarvis’ energy efficient and silky smooth skills couldn’t be more contrasting to Billy’s all-action style. Despite being nearly 20 years apart this apprentice will learn a lot from the master.

The Big

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#3.2 JONNY WALKER

12 months ago Jonny Walker was looking hot for the 2016 SuperEnduro World title. Then he broke his leg. Despite racing on to the end of the indoor season his subsequent recovery was slow. Over-shadowed by teammate Taddy Blazusiak’s win at round one, and dominance by Colton Haaker at round two, Walker’s hoping his SuperEnduro series will end as his 2016 campaign started.

The Big

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#3.3 MARIO ROMAN Podiums both indoor and outdoors this winter for Mario Roman and Wade Young are proving Sherco Racing’s new two-pronged attack for Extreme and SuperEnduro championships in 2017 is working out just fine. Having switched to the French manufacturer, new boy Roman proved getting to grips with the SE300 Factory is an easy task with second at Ales Trem, fourth at Hell’s Gate and fourth overall in SuperEnduro so far.

GALLERY #21 Photos: Future7Media

The Hell’s Gate Enduro has a history of brutality. Winter in northern Italy can dish out killer weather in recent years) as much as organisers dish out impossible hills. For the 14th running of the event t Gods were kinder though organisers mixed things up with extra technical sections. Despite saying obstacles “aren’t really my thing” Rockstar Energy Husqvarna Factory racing’s Graham Jarvis took h

r (and has the weather man-made his fifth victory.

PRESENTED BY

GALLERY #21

Factory Sherco

Wade Young

Traffic Jam

Party people

Diego Nicoletti

GALLERY #21

Billy Bolt

GALLERY #21

What can you say about Graham Jarvis? Between 2011 and 2014 he took four consecutive Hell’s Gate Jonny Walker stopped his run in 2015. The old fox might have stepped over the 40 age barrier but it the veteran won the Saturday qualifying race putting himself on pole position for the main event. H give up lightly to Beta’s Diego Nicoletti around the first few corners. Victory number five and count

e victories before t hasn’t slowed him, He wasn’t going to ting for Jarvis.

Maurizio Gerini

GALLERY #21

Faceplant

GALLERY #21

A spot of respite, as brief as it is, on a road section for Sherco Racing’s new boy Mario Roman. The Tuscany venue, not a million miles from Pisa, is a dramatic mix of steep wooded hillside and rocky climbs.

Extra man-made sections for 2017 added to the grueling mix.

GALLERY #21

Travis Teasdale Sherco refuelling

Graham Jarvis

GALLERY #21

The ‘hugely experienced’ Brit surrounded by young South Africans Travis Teasdale and Wade Young made sure the 2017 podium had at least something of a new look about it. Young might well have topped the main event if it weren’t for some ‘mousse issues’ and two pit stops. Teasdale’s ride was hugely impressive.

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12/21/2016 9:28:06 AM

THE LYNDON POSKITT BLOG

JOURNEYMAN Writing the first instalment of his exclusive new blog for Enduro illustrated, extreme adventurer and Dakar Rally Malle Moto class runner-up Lyndon Poskitt rolls his sleeves up to explain what banning helmet mounted onboard cameras is really doing to our sport‌

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eing able to share our sport from the rider’s perspective has become a huge part of what we (riders) do nowadays. Especially those of us committed to a life of travel, adventure and competition. It’s hard to truly share our experiences with our fans and followers, and in turn promote the sports we love, without good on-board footage.

Helmet mounted cameras are the best of the best thanks to the head’s natural ability to stabilize.

Firstly, a few words on something I know plenty about – sponsorship. They’re certainly not easy to come by but generating the support needed to enter and compete in an event like the Dakar Rally is essential. A crazy amount of money is needed, so being able to ‘give back’ is hugely important.

Deliverables is the term used nowadays, but in layman’s terms it’s about ensuring those that have put their hands in their pocket to support the cause benefit from solid exposure.

Recently, while racing in Japan in late 2016 and again in the Dakar Rally in 2017, I was asked to remove my helmet mounted recording device due to regulations from the FIM, banning their use. Prior to the Dakar Rally I’d signed an agreement to film my rally and produce a free-to-view movie about it.

I’d selected my equipment carefully on safety grounds. After challenging the officials about the regulation at technical control at Dakar, I was given the following two reasons why the ban was in place…

1) Incidents have been recorded where upon impact the device (or their mounts) have penetrated the shell of the motorcycle helmet and injured the scull of a competitor (never seen evidence of this yet with motorcycle helmets).

2) Camera devices have been known to get caught on trees causing neck injuries (understandable).

Now, I fully understand these two concerns. And while removing the mounts and devices from motorcycle helmets is likely to increase safety (even if by miniscule amounts, by my reckoning) now the FIM have broadcast their new regulations all over the world, well, it’s seriously frustrating.

Nonetheless, at the time (Dakar), my particular helmet camera (a Sena 10C) was chin piece mounted, which is clearly away from the scull and also hidden in the space between head and shoulder – much less likely to get caught on objects

causing neck injuries. In addition, I had two optional (low resistance) breakaway mounting solutions (one sliding, one Velcro) that in any incident would almost certainly become detached before any form of injury occurred. Having gone to considerable effort, to be told ‘No’ was a bitter pill to swallow.

After lengthy discussions (all calm, professional and respectful, obviously) I reluctantly removed the device and mounts from my helmet and was informed by the officials I could use a chest mounted camera instead. Seriously! Known to injure sternums and banned in some sports on safety grounds it was difficult to get my head around what I was being told. It didn’t make sense but it was the only option I had.

The reality of the situation was that it made my job of filming and sharing my Dakar Rally a real challenge. At times it was much more dangerous that it needed to be as I tried to replicate helmet camera footage “by alternative means”.

So, the output suffered and as far as I see it my safety wasn’t necessarily improved. I might have been ‘within regulation’ but from the point of view of me being able to tell my story, it was a royal pain in the ass.

To add fuel to the fire (probably because I challenged their regulations) the officials also made me remove the tiny Bluetooth microphone (used for live voiceover) from inside my helmet. Oh, and the earpieces that helps me control my cameras remotely via Bluetooth.

I stated there was nothing in the regulations about the use of internal microphones or ear pieces so overnight they added an additional regulation that resulted in me having to remove them. Not on safety grounds, just as a show of power!

Clearly the FIM want to increase safety. I get that. I think. Yes, they want to be seen as caring and compassionate, putting rider safety first. Or is it because they have been forced to introduce their banning order by their insurers? I don’t know the main reasons and while I can see and appreciate safety concerns, I can also see the negative impact banning helmet cameras will and is having on both rally and enduro sport.

So, what about freedom of choice? I’m a grown man of sound mind (you sure about that Lyndon – Ed) so shouldn’t it be up to me? So, could the FIM state clearly that they “recommend” non-use of helmet cams on the grounds of safety, waiving any responsibility should an accident occur if a rider decided to go ahead and use their camera? If they respect the riders enough to allow them to make their own choices, yet make recommendations on “safer” solutions to help the riders, wouldn’t that be a better way forward?

I don’t know what the solution is here but as someone who needs helmet mounted camera footage to better tell my story it’s so frustrating that in some events that’s now impossible.

While a blanket ban on all helmet mounted camera solutions may immediately remove potential risks, it also removes a huge part of today’s online media – web and social. And it takes away the individual’s ability to self-promote. I just hope that a blanket ban isn’t the final solution.

It’s my view that as a collective we all make the sport what it is today and if we fail to work together – regulators, competitors, professionals and fans – the future won’t be as bright as it could be. As social media becomes ever more prominent, it’ll be a sad state of affairs if the best days of helmet mounted video footage are now behind us.

Lyndon Poskitt Keep up to speed with all of Lyndon’s adventures here…

THE BIG INTERVIEW

DAKAR WINNER. FIRST EVER BRITISH DAKAR WINNER. YET REMARKABLY SAM SUNDERLAND’S 2017 DAKAR RALLY WIN WAS ALSO HIS FIRST EVER DAKAR FINISH… Words: Future7Media, Photos: KTMimsges.com / Marcin Kin, Red Bull Content Pool / Marc Bow

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inning the Dakar the first time you finish the event doesn’t tell half the story for Sam Sunderland. Since his first attempt in 2012, the KTM Factory Rally Team rider has had his fair share of mechanical breakdowns, crashes and broken bones, all of which have either stopped him reaching the end of week one or kept him out of the rally altogether.

Both team and rider kept faith, and boy did it pay off this year. In what turned out to be the toughest Dakar since its move to South America, Sunderland rode the navigational and biblical weather storms to seize the lead by day five and never let it go.

As his main rivals either made mistakes or crashed out, including 2016 winner Toby Price who badly broke his leg, Sunderland held his nerve to become the first British rider to win the world’s toughest off road event…

SAM, NOW YOU’VE HAD SOME TIME TO GET USED TO THE IDEA WHAT’S IT LIKE KNOWING YOU’RE A DAKAR WINNER? “It’s pretty cool to get that monkey off my back. After so many years of ups and downs and having people believe in you, having crashed and broken bones and being injured. To get it done repays the confidence others have in you and shows all the hard work and sacrifices have paid off. It’s a satisfying feeling.

It’s something I feel really good about.”

BE HONEST, DID YOU REALLY THINK YOU COULD WIN AND BEAT THAT FAST-ASS AUSSIE? “Obviously, it sucks he [Toby Price] crashed out. But I know exactly how that is. I’ve raced him a lot and finished second in the world championship for the last two years so I knew it wasn’t like I couldn’t beat him. But I guess most people saw Toby as the rider to beat. Any one of 10 guys could have won but by the rest day it was down to three or four guys, you know, due to crashes or mistakes. The final result is the one that sticks in everyone’s mind. It’s really cool to be the guy who finished on top, instead of being the guy that everyone said, ‘oh, he crashed’ or ‘his bike broke’ or whatever.”

“WHEN “WHEN YOU’RE IN A PLACE PLACE WHERE YOU HAVEN’T HAVEN’T PLANNED TO TO BE IT’S TOUGH MENTALLY MENTALLY AND PHYSICALLY. YOU’VE PHYSICALLY. YOU’VE JUST JUST GOT TO SIMPLY SUCK SUCK IT UP AND GET ON ON WITH IT…”

THERE WERE SOME DECISIVE DAYS IN DAKAR 2017, WHICH WAS THE MOST IMPORTANT IN TERMS OF THE WIN? “Day five. We started a bit behind, because I’d made a bit of a mistake the day before.

All the guys in front made mistakes while I managed to get it right.”

THE PRESSURE OF LEADING MUST BE HUGE FOR SUCH A LONG EVENT, IT’S NOT LIKE A 30 MINUTE MOTO… “I’ve felt pressure before, I’ve led races before and been fighting for the world championship.

But this one, the big one, the Dakar, is something else. It’s what we get paid to do, the real deal. It was a lot more than I ever imagined because if you make a small mistake it quickly escalates. When you’re losing, all you think about is trying to win and when you’re winning all you think about is how not to lose. It’s not so bad in the bivouac as you’ve got the guys around you but when you’re on your own for 15 hours you have a bit of a battle in your head.”

“DAKAR DAKAR IS A LONG, LONG LONG RACE. REALLY RACE. II THINK THINK IT REALLY IS WHERE IS THE THE RACE WHERE THE MAKES THE GUY WHO GUY WHO MAKES THE MISTAKES THE LEAST LEAST MISTAKES COMES TOP…” COMES OUT ON TOP…”

“IF SOMEONE TELLS SOMEONE TELLS YOU ‘YOU’RE WINNING WINNING NOW, THE NOW, DON’T CRASH’ THE FIRST IS FIRST THING YOU DO IS THINK ABOUT THINK ABOUT CRASHING. CRASHING. ””

YOU EXTENDED YOUR CONTRACT WITH KTM JUST BEFORE THE DAKAR, WERE THERE ANY CONVERSATIONS WITH THEM ABOUT SIMPLY FINISHING, OR WAS IT ALWAYS PUSH HARD FOR THE WIN? “If you’d asked me before the event what my goal was I’d have said to finish. But to be honest, if I went there and finished 15th I’d be disappointed. I’m not there just to finish, that’s for sure. I think that’s why I feel such relief now. My whole life has become this race, every day I wake up and I’m thinking about what I can do to get better. Everyone tells you you’re living the dream, and I am, but I am also working so hard to be the best I can. It sounds crazy even now saying it that I’ve won the Dakar.”

WHAT WAS THE KEY TO IT ALL THIS YEAR, WHAT MADE THE DIFFERENCE FOR YOU PERSONALLY? “The hardest thing is to control yourself. You prepare all year and when you get there and feel so good you just want to go. But it’s so easy to make a small mistake – coming up on someone slower blasting up a dust cloud and you’re desperate to get by them and risk so much to gain what over the whole event is so little. It must have looked like amateur hour as I went through some of the river crossings with my feet out paddling, but it would be so easy to catch a rock, wash the front wheel out, lay it down and drag a load of water through the air box. That’s 30 minutes gone right there.

Those were the kind of things I tried to think about, you’re a racer, you just want to go as fast as you can but in this sport you have to hold something back sometimes.”

DOES YOUR STATUS WITHIN THE TEAM CHANGE ONCE YOU TAKE THE LEAD IN DAKAR? “No, it’s always equal. I guess maybe in the last day or so we started to look at strategy, but that was together as a team. It’s not about the individual it’s about the team. KTM is really good like that – we’re all there risking our lives and the team is there to make sure everyone is in the best shape. This time it went in my favour but another time it could be another rider. I wouldn’t want to stop someone else from winning. It’s definitely a team thing.”

“IT “IT GOT PRETTY ROUGH ROUGH THROUGH THOSE SEVEN THROUGH THOSE SEVEN DAYS IT’S DAYS OF LEADING, IT’S A LONG A A LONG TIME LEADING A RACE LIKE DAKAR…” DAKAR…”

DID YOU EVER FEEL LIKE THE PRESSURE WAS GETTING TO YOU? “On day 10 I was really stressing. Everyone got a bit lost that day. I got lost, and up to the refuelling point I didn’t know what was going on. The navigation that day was so difficult, we dropped into a river bed that forked off in so many different ways you weren’t sure if you were in the right track at all. I ended up on the wrong track for about five kilometres. At that time I tried hard to stay calm. When I got to the refuelling and saw there were only two guys there I realised I hadn’t lost any time. It definitely showed keeping on top of things in the bigger picture mattered. If someone tells you ‘you’re winning now, don’t crash’ the first thing you do is think about crashing. It got pretty rough through those seven days of leading, it’s a long time leading a race like Dakar.”

AT WHAT POINT IN THE RALLY DID YOU THINK, I’VE GOT THIS? “As soon as you get into the lead you start having all these ideas, they start springing in to your mind.

It’s hard just focusing on the job. So much goes into Dakar it’s hard to not think about how cool it would be to win. But I didn’t let myself believe it properly until the last few kilometres. When I finished I realised how emotionally stressed I was and though you try not to let it show, it proved how much it meant, emotion took over.”

IT WAS INTERESTING TO NOTE THAT HONDA CALLED THEMSELVES THE ‘MORAL WINNERS’ AFTER THE MISTAKE THEY MADE. TO PUT IT TO BED, YOU SURELY WOULD HAVE BEEN RACING FASTER IF YOU HADN’T HELD THE LEAD, WOULDN’T YOU? “Exactly. I was trying to control the race from day five, which was for more than half the race.

I wasn’t racing for stage wins or trying to push because I was lucky that I was in the lead with an advantage. It was really cool to be in that position but it brings a lot of pressure to ride like that. Trying to manage each stage, it almost made me feel more tired than if I’d been riding flat-out. Obviously, I was still pushing, if I went out there for a cruise around I would easily have lost 30 minutes, but it’s a strange thing psychologically.

It’s not for me to say what they [Honda] think but in the end the result is the result. I think Cyril won Dakar once without even winning a stage. But that’s the thing, the Dakar is a long, long race. I think it really is the race where the guy who makes the least mistakes comes out on top.”

“…YOU’RE “…YOU’RE A RACER, YOU YOU JUST WANT TO TO GO AS FAST AS YOU YOU CAN BUT IN THIS SPORT THIS SPORT YOU HAVE HAVE TO HOLD SOMETHING SOMETHING BACK SOMETIMES.” SOMETIMES.”

“IT’S “IT’S THE DAKAR TROPHY TROPHY MAN, I WON, I’M I’M KEEPING THAT WITH WITH ME…”

WHAT THREE THINGS ARE MOST IMPORTANT WHEN IT COMES TO WINNING DAKAR? “There’s no way you could do it without every single guy around you helping to make it happen. Although we’re alone on our bikes it’s such a tough race, you need those people there just trying to get it done, that’s the key. Preparation is important, obviously. It’s the same for everything, if you try and organise and prepare as many things as you can it saves time and reduces stress. There’s no doubt you’ve got to be tough as well. No matter how well you prepare it is what it is – Dakar is tough. There’s a time when, no matter how much you’ve prepared and trained, things get really tough. Like when it’s two degrees, you’ve just been riding for four hours in a liaison and you can’t even feel your bones. Then you have to race for five hours. When you’re in a place where you haven’t planned to be it’s tough mentally and physically. You’ve just got to simply suck it up and get on with it.”

FINALLY, HOW DID YOU GET THAT MASSIVE TROPHY THROUGH CUSTOMS? “That puppy is 10 kilos. I put it in a carry-on bag, which was a pretty stupid idea. It set the buzzer off at security and I was told I couldn’t take it on the plane. I was like, “It’s the Dakar trophy man, I won, I’m keeping that with me…” e

ENDURO JUST GOT MORE RADICAL

THE 2017 EXC RANGE

New from the ground up, this is the most advanced range of offroad motorcycles ever built. All models feature a lightweight new chassis, sleek bodywork and brand-new enduro-specific suspension. The new WP Xplor open-cartridge fork and rear PDS shock add elevated levels of enduro performance. The 2017 KTM EXCs are a massive leap forward, with new engines for every bike in the range. Increased horsepower, improved ride-ability, reduced vibration and broader power delivery – enduro is about to step-up to a whole new level.

KTM Group Partner

Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations! The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

Photo: R. Schedl

RED reSUrReCt HONDA CRF450RX

Acceleration, traction, performance, chassis ag and Honda Europe have put in a lot of effort to Honda back on top of the results sheets. That s

Words: Future7media > Photos: Honda

gility and that all-important buzz-phrase ‘mass-centralisation.’ HRC bring us the 2017 CRF450RX – a ground-up redesign aimed at putting sounds great for Ken Roczen but how will it transfer to enduro?

tiOn

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he 2017 CRF450RX follows a well-worn path from Japanese manufacturers – an MX bike re-suited with lights, 18-inch rear wheel, a side stand, bigger tank, different gearing, a sump guard and softer suspension.

We’re glad to see, at last, an electric start button is standard on the 2017 CRF450RX but is another detuned motocross machine enough for enduro? Will significant changes on the 2017 R model translate to useful changes in the woods?

QUICK OUT THE BLOCKS Technical talk the night before our test ride in Sardinia included the interesting stat that “80% of race winners completed the first lap in first or second place”. And how Honda has designed the new CRF to start better than any other bike while upping the ante in those early laps. You might wonder what that’s got to do with enduro but it doesn’t take too much brain power to work out it’s something that has benefits between the trees.

The focus for HRC and Honda Europe has been on making power and torque more accessible for grip by refining the chassis to increase load on the rear wheel. And by lowering centre of gravity to reduce bike lift under acceleration.

Honda’s aim with an impressive list of changes was to improve those MX start line stats but the benefit is equally relevant for anyone accelerating from rutted corners, wanting agility between the trees and more control in special tests.

WEAR THE BADGE WITH PRIDE On paper it all looks dandy and having a HRC badge on the handlebars isn’t just for show, it’s legit. The fruits of their labour are the sixth-generation aluminium twin spar frame weighing 200gr less (than the previous model) with a 2.7mm lower centre of gravity, narrower twin spars in a frame designed to flex more yet put more load on the rear wheel. The subframe is 200gr lighter too. So, less weight higher up and behind the rider. The 2017 CRF’s geometry has changed with a shorter 1’475mm wheel base, plus the rear wheel is 24mm closer to the centre of the bike to increase agility and feel, Honda says.

A lower centre of gravity, shorter wheelbase and more agility is always good but it is in context of the previous CRF. Alongside the rest of the 450 four-stroke enduro line-up you could argue the RX is simply getting with the programme.

“THE “THEFOCUS FOCUS FOR FOR HRC AND HONDA EUROPE EUROPE HAS HAS BEEN BEEN ON ONMAKING MAKING POWER POWER AND TORQUE MORE MORE USEABLE USEABLEBY BY REFINING REFINING THE CHASSIS THE CHASSIS TO INCREASE LOAD LOAD ON ONTHE THE REAR REARWHEEL. WHEEL. AND AND BY LOWERING CENTRE CENTRE OF OF GRAVITY GRAVITY TO REDUCE TO REDUCE BIKE LIFT UNDER ACCELERATION.” ACCELERATION.”

MAKING MINCEMEAT OF THE WOODS That’s the trick, isn’t it? To make the job of getting from A to B easier and faster, avoiding the trees? On that account all boxes are firmly ticked with the CRF450RX. More power, better access to the power (because the chassis lets you without throwing a wobbly) and above all a bike that wants to race rather than hold you back.

The test course was based around an MX track. We had sand, rocks, water, roots ruts and just about enough on hand to deliver a good test.

The only downer was it was quite a tight enduro course, the first three gears were all you needed, which was a great test of the new chassis and ‘power to the ground’ theories but not so good for discovering what the high-speed handling or top-end power are like.

All the gear changing on the tight and at times technical track showed the new clutch feels lighter. The 13/50 gearing was a little tall for the tight track but the suspension felt plush enough to cope with a couple of hard hits on a rocky, fast(er) section and a couple of jumps.

On this tight and at times technical track the XC spirit of the RX was an impressively aggressive one. The chassis is more agile than the older CRF, by a good chalk, but it remains stiff and less forgiving compared to enduro bikes. The power and how easily the RX puts it to the ground means you need to be fitter, stronger and on top of your game if you want to push on this bike.

There are three stage map options, which make quite a difference and showed the full power map was too much in the woods. We spoke to RedMoto Honda’s Enduro Junior World Champion Giacomo Redondi at the launch and he admitted, unashamedly, to using the soft map most of the time for “better traction and less fatigue.”

The old model’s Showa air forks (no favourites of ours) have been replaced by 49mm sprung forks with the aim being to bring back feel and progression. Adjustment is easier track side too. The new forks also have more preload, less oil and lighter rebound than the R model. The shock has a softer spring also and sits lower at the top mount, again, to reduce the centre of gravity.

“A LOWER LOWER CENTRE CENTRE OF GRAVITY, OF GRAVITY, SHORTER SHORTER WHEELBASE WHEELBASE AND AND MORE MORE AGILITY IS ALWAYS GOOD GOOD BUT BUTIT IT IS IS IN CONTEXT OF THE PREVIOUS PREVIOUS CRF. CRF. ALONGSIDE ALONGSIDE THE REST OF THE 450 FOUR-STROKE FOUR-STROKE ENDURO ENDURO LINE-UP YOU COULD ARGUE ARGUE THE THERX RX IS IS SIMPLY SIMPLY GETTING GETTING WITH THE PROGRAMME…” PROGRAMME…”

“MORE “MOREPOWER, POWER, BETTER ACCESS BETTER ACCESS TO THE POWER POWER (BECAUSE (BECAUSETHE THE CHASSIS CHASSIS LETS YOU WITHOUT THROWING THROWING AAWOBBLY) WOBBLY)AND ABOVE AND ABOVE ALL A BIKE THAT WANTS THAT WANTS TO TO RACE RACERATHER RATHER THAN THAN HOLD HOLD YOU BACK.”

POWER IN THE DETAILS • The CRF450 overall engine project aim was to increase efficiency, reduce size and

weight yet increase power. A 2mm larger (38mm) intake funnel with 19 per cent more intake efficiency contributes to the power increase.

• The new intake design means the rear shock is centered, allowing a straighter exhaust pipe routing. The exhaust is a major change also in the centralizing mass.

The whole middle section of the frame is narrower as a result.

• A single engine oil system means no separate engine and gearbox oils, making life easier mechanically. The clutch has a constant spray of oil, helping keep temperature consistent in use. There’s also one less plate and friction plate making it lighter.

• New decals are molded into the plastics so should scuff up less but when scruffy will need replacing (or stick decals over the top). The whole front of the bike is redesigned to increase air intake and aerodynamics too.

ON THE ROCKS Heading down to the depths of a rocky stream for an all too brief part of the test, the going got technical and the CRF got a different set of skills tested. In truth it wasn’t quite so happy in the slow stuff, that MX gearbox suddenly felt a bit awkward, despite 13/50 gearing.

The throttle response wasn’t quite as sweet as it could be either. It wasn’t coughing or hesitating like some bikes can, just a slight hesitation occasionally when we wanted that first, tiny amount of throttle to lighten the front wheel over rocks. The rocky riverbed, which would have been awesome on a 250cc two-stroke, was trickier than it should have been on the CRF. It’s obviously not where the RX is at its best, more enduro-specific models from other mostly European manufacturers are happier in these situations.

The trail ride back from the rocks was a different story though. Suddenly the RX became an agile and fun tool with an ample and flexible engine ready to cover ground with a spring in its step.

Having an electric starter is without doubt long overdue (it worked fine every time on the launch, hot or cold) and a welcome step forward. With an 8.5 litre tank, unless you are heavy handed, it’s going to make a sweet trail bike.

“ON “ONTHIS THISTIGHT TIGHT AND AND AT TIMES TECHNICAL TRACK TRACK THE THEXC XC SPIRIT SPIRITOF OFTHE THERX RX IS IS AN AN IMPRESSIVELY AGGRESSIVE ONE. AGGRESSIVE ONE.THE THE CHASSIS CHASSISIS ISMORE MORE AGILE THAN AGILE THAN THE OLDER CRF, BUT BUT IT IT REMAINS REMAINS STIFF STIFFAND LESS AND LESS FORGIVING FORGIVING COMPARED TO ENDURO ENDURO BIKES.” BIKES.”

RATES OF PROGRESS

Bike development is headed down a peachy patch just now delivering faster, lighter and easier to ride bikes.

KTM set the trend, as they often do, and now Honda has pulled the same trick with a vastly improved CRF450RX. Giacomo Redondi has had his 2017 CRF450RX since mid-November and says: “the whole bike changing is the big difference, this is the big point to make, it is a completely new feel to the bike. For all enduro stuff it is way better as a package.”

Narrower in feel and distinctly more agile the changes to mass and centre of gravity make it about as agile as any 450 out there. Coiled front fork springs are a meaningful change over the air forks, the single engine oil system makes ownership simpler, too. The new chassis also delivers better feedback which is easily the biggest criticism you could traditionally throw at the stiff, MX-derived Japanese bikes. Some riders like stiffer and less forgiving but we’re pretty sure most prefer an easier life. In that regard the RX is easier but still a meaty bike all too ready to sap muscle strength if you get giddy. An 8.5 litre tank, electric starter plus lights from your dealer (as an option) all put the RX in the XC camp – not just an MX machine with a different rear wheel size. A rival for the ripping European manufacturers specialist enduro 450 models? Not quite, but the 2017 CRF450RX is certainly worth a look. e

“NARROWER “NARROWER IN IN FEEL FEEL AND DISTINCTLY MORE MORE AGILE AGILETHE THE CHANGES CHANGES TO TO MASS MASS AND CENTRE OF GRAVITY GRAVITY MAKE MAKEIT IT ABOUT AS ABOUT ASAGILE AGILE AS AS ANY ANY 450 OUT THERE. COILED FRONT FRONT FORK FORK SPRINGS SPRINGSARE AREAAMEANINGFUL CHANGE MEANINGFUL CHANGE OVER THE AIR AIR FORKS…” FORKS…”

DAKAR

2017 WINNER

SAM SUNDERLAND

HARDWARE. THAT WORKS HARDER

STEALTH SPROCKET. STEEL TEETH, ALUMINIUM CORE. EXTREME DURABILITY WITHOUT COMPRIMISING WEIGHT. LASTS 300 PERCENT LONGER THAN ALUMINIUM.

1-ON-1

MIKI ARPA

Words and photos: Future7Media

2017 is set to be an exciting and hugely important year for Gas Gas as the Spanish bike manufacturer launches their new enduro models. For Gasser’s R&D chief Miki Arpa the past year has been a rollercoaster period starting from scratch, building development data and justifying testing costs well ahead of bike sales bringing in the cash. Ahead of the 2018 model launches Miki sat down with us to talk honestly about the Gas Gas comeback, what we can expect from new models and what the future has in store.

“AT FIRST THEY WANTED TO DO EVERYTHING – THE FRAME, THE ENGINE AND EVERYTHING. BUT THE MORE INTELLIGENT THING IS TO DO THE FRAME FIRST, TAKE SOME KILOS OUT AND MAKE IT A NEW LOOKING BIKE…” Firstly Miki, you’re no stranger to the international enduro scene or bike development. Remind us of your history with Gas Gas, with racing, with the old brand let’s say?

“I’ve been involved since the start because my father used to part own the company.

Then Gas Gas was. There were four people involved coming from the UK and the shop was called ‘Accelerate, Accelerate’ so they translated this shop name in to Spanish and they got Gas Gas. So my father started the

brand with three more people.

“Ever since the start I’ve been in and out of the company. Now, I’m very well connected with the financial management company that came to buy the company when they went bankrupt. I was asked if I wanted to join ‘new Gas Gas’ and initially I wasn’t so interested. Every time I’ve been involved in the past it’s been a fucking big chaos.

“They showed me the business plan, explaining that they only wanted to make 3’000 bikes in the first year. To me

that looked an intelligent decision. I’ve experienced a lot of the chaos inside Gas Gas in the past, but now things are very different. Very well organised.

“When I was racing (Arpa was a former World level rider for Gas Gas and VOR) I was very interested in looking and learning things.

I’m not an engineer but I am very interested in the details of making a bike work and now we have a good team and things are working well.

Of course KTM is a here and we never aim to beat KTM but Gas Gas is a brand, a recognised name and we cannot fail again. If we do for sure it is the end.

Can you explain the philosophy behind the project? What makes things different this time around for Gas Gas? “Normally, a project is two years but we only got nine months for this one. The thing is Gas Gas was coming from a terrible situation.

In December (2016) the parts factory was empty, not even a hammer to build a bike.

The factory needs to give confidence to

people again, to its suppliers, by paying them when they need paying. By building things up again slowly. What made me want to be part of this project is the people that are now involved. It’s a good friendship and a small company and we have been working many weekends with a smile on our faces.

“You know, trials is important for Gas Gas but they cannot make money with trials even if you know you have the best bike. In enduro they were not earning money with the old bike.

“At first they wanted to do everything – the frame, the engine and everything. But

as well, pushing for a bigger catalogue of bikes for the brand, not just 250s and 300s.

I’m pushing very much for the brand but on the other side I’m holding back because we don’t need to be starting lots of projects and not finishing any of them.”

During those initial meetings, what were the primary points you discussed? Did you draw up a hit list of most important points that needed addressing?

“For sure the first thing we need to do is get people’s confidence back. There are people who follow the brand with their heart

“OF COURSE WE ARE PUSHING FOR A FOURSTROKE AS WELL, PUSHING FOR A BIGGER CATALOGUE OF BIKES FOR THE BRAND...” the more intelligent thing is to do the frame first, take some kilos out and make it a new looking bike. We will make the engine in the next step.

“We know it will be difficult because Euro5 is coming, making it hard for the twostrokes. But for the moment, for the sales Gas Gas wants to have for next year I think it is the right thing that we make this bike.

Of course we are pushing for a four-stroke

and they will always do so, but you need to make new people believe. This is a matter of quality. So, I went to Japan and pushed for components like Kayaba, which we hope will give people confidence in our product again.

“Also, the US market is, at this point, nothing for us. But it is something in our strategy we want to develop and the US market only says Kayaba, Kayaba, Kayaba.

For me it is a yes or no issue. Putting

Marzocchi and Reiga suspension again it is not the philosophy of the new company. This is why we push for good components like Kayaba and Keihin. We are investing in good components is a priority for the product.

“Since showing the bikes at EICMA (International bike show in Italy) there has been a lot of interest, people are asking how is it possible to have Kayaba. This is giving confidence to the people. Now that the project is finished as a prototype the hard part is to produce the bike and buy the components at a good price. I’m not on the buying department but I follow very closely because if we put fucking rubbish on the bike it is not going to pay off.”

that’s really easy to ride, good for the race but really easy for people that go Sunday riding – electric start, easy handling, easy mechanically. Things like being able to remove the rear shock without having to completely take apart the back of the bike, or being able to remove the cylinder without removing the radiator, we believe that’s important to people who work on their own bikes.”

Is the chassis we see today the end result of a stressful nine months of hard work?

“In some ways, yes. We had two frames. The first was too narrow, from there we built a frame that we didn’t modify so much. We really had a strong idea about the linkage we wanted and the

Can you walk us through the process a little for the new bike, what were the steps from drawing to design to bike?

“I have been racing all my life with all the companies, many different bikes, and I really think I have a clear idea of what a good bike should be. I think for enduro we need to have a steel frame, not aluminium, we needed to build a light bike. But we know we haven’t got the lightest engine, so we have to make a compromise. We want to make a bike

steering angle. So we did very much work, also checking what other manufacturers are doing.

Creating this new frame and then pushing it in testing until it breaks, that never happened before in Gas Gas. “We now have a much more scientific approach to our testing and development, which is new to Gas Gas. Why this piston, why this compression, why this frame… now we have information that for sure will help in the future.

At first it was difficult to make the new owners

“…THE US MARKET ONLY SAYS KAYABA, KAYABA, KAYABA. PUTTING MARZOCCHI AND REIGA SUSPENSION AGAIN IT IS NOT THE PHILOSOPHY OF THE NEW COMPANY. THIS IS WHY WE PUSH FOR GOOD COMPONENTS LIKE KAYABA AND KEIHIN.” understand that it’s important to invest money in the development that nobody is seeing.”

What is the plan for production?

“The plan is that in February/March we will start production and that will be the 2018 model, available straight away. We call it model year 2018 so it will mean Gas Gas is the first to launch a 2018 model. Total sales we want to make is 3’000. I am pushing very much for the 250 because from testing everybody is saying it is a good engine but

they are wanting the 300. But I think now with the new model the 250 is a little step up to what people think they expect.

“The reduction in weight is 15 kilos. It was six kilos alone from the old perimeter frame.

We didn’t follow the philosophy of the company with the old perimeter frame. My idea was that the frame needed to be symmetrical, the old one was not, and for me I understand the bike has to be symmetrical. So the new one is lighter and more cost effective.”

“THE PLAN IS THAT IN FEBRUARY/MARCH WE WILL START PRODUCTION AND THAT WILL BE THE 2018 MODEL, AVAILABLE STRAIGHT AWAY. WE CALL IT MODEL YEAR 2018 SO IT WILL MEAN GAS GAS IS THE FIRST TO LAUNCH A 2018 MODEL…” Initial comments on social media and websites seemed to suggest that the bike looks a lot like a KTM. Was that intentional, do you agree it looks a little like a KTM? “There is no doubt the reference is the KTM. For me making a copy is hard enough, if you make something different is risky – look at what Ossa has done a couple of years ago (a radical redesign with a backwards engine) . Ok, Japanese manufacturers can

take a cylinder and twist it to see what is happening, but we are not Japanese. The target is maybe KTM in the future but we’re also looking at Beta and Sherco. If you look at Sherco’s frame it is not so different. All bikes have two wheels, one handlebar and one tank. What people say about the bike doesn’t really bother me.”

In the past Gas Gas experimented (disastrously) with paper air filters. What is the situation now with the new bike?

“It is simple – you take off the side panel, you take out the air filter. It is quick release. It’s a standard process, nothing crazy.”

When you look at nearest rivals Beta and Sherco they have very popular models like the X-Trainer, are there any plans to build bikes like this?

“My advice to the company is to study these new possibilities before starting anything.

America says we need 200s, my big boss came and said we need 200s. We know how much is invested in developing a cylinder and if it makes 500 sales it is not worth investing. So, we have to look at it like that.

For the moment no plan for a project like the 200 or X-Trainer but we’re open to everything.

stroke development. Maybe three times the cost of two-stroke development. And Gas Gas has made some mistakes in the past.

The plan is to find good partnerships to go beside.”

So not necessarily ‘in-house’ Gas Gas built engines in your bikes?

“There is an engine that we are already looking at. We will likely move forward with a company that already knows how to do fourstroke engines, but it will be our own engine.

Maybe not done at our factory but done our own way, the way we want. I think it is the more realistic and the smarter way.

“Honestly, I’m not worried about selling 3000 bikes this year. I think to make a new

For now we are pushing for a new four-stroke bike and looking at the new Euro4/Euro5 twostroke engine.”

Two-stroke engines are one thing, four-stroke motors are altogether much more complicated beasts. Gas Gas has previously failed to successfully introduce four strokes into their model line-up, what’s going to be different this time around?

“It’s true it is expensive to invest in four-

bike like this with good components it will not be too difficult, but I’m concerned about the second, third and fourth years because the company really wants to grow. They want to achieve 20’000 bikes in two years so you need to do a good job! We definitely need the four-stroke. America is already demanding it and my bosses are already asking how many four-strokes the opposition have in Beta, Sherco etc. When they are hearing how many bikes they have… it makes sense we have

“IT’S TRUE IT IS EXPENSIVE TO INVEST IN FOUR-STROKE DEVELOPMENT. MAYBE THREE TIMES THE COST OF TWO-STROKE DEVELOPMENT. AND GAS GAS HAS MADE SOME MISTAKES IN THE PAST. THE PLAN IS TO FIND GOOD PARTNERSHIPS TO GO BESIDE…”

only two bikes now but in five years we have to offer more new models. It makes no sense that we go crazy and make a 125, 200, 360, but we definitely need a four-stroke.”

Now is an interesting time for 125 bikes with KTM saying it isn’t worth it (effectively) and Sherco doing the opposite with a new bike. Do Gas Gas have any plans to make a 125?

“There are many plans on the table, of course. The Sherco looks like a good bike and now is a good time for Sherco to make that bike. But we are only 10 people at the R&D department so we have to look at the market. If they say we can sell 1’500 125s then I say ok, let’s go. But if they say it is only going to do 300 then the investment is not worth it.

“Also, the company is not Gas Gas any more it is Torrot Europe and the big boss he likes batteries very much, he knows for the next five years he’s going to give money to the development of the red bikes and not the white and blue bikes (Torrot bikes) but in maybe ten years it will be side-by-side. They want to invest money but they want to invest much more money in battery powered bikes. This is interesting because maybe one day, if we have a good suspension, a good chassis then a good electric engine, it could be a good situation for us. I don’t know if it is 2025 or 2030 but I know it is coming. For me I want batteries out and engine in for now, but batteries are coming.”

So the first project was the reduction in weight, the next project is the new two-stroke engine and then when this is finished you start the four-stroke engine…

“No, the new two-stroke and four-stroke engine projects will go on side-by-side. Twostroke is our own and for the four-stroke we are looking for good partnership.”

So the new two-stroke will be the 2019 models and the four-stroke the same?

“Our plan is to show something new every eight months. Something logical every eight months, not to build a bike with three handlebars but to try to show something new that is the obvious next step for us.”

Finally, what about racing activities.

Are you investing in serious racing activities?

“I really believe the sales go after the race results, so the new bike will be raced in the Enduro World Championship and in the US from the summer time onwards. We already have Jonathan Barragan and Antoine Bassett (who is now injured). It is not really necessary to be world champions to make 3’000 sales but it’s really necessary to be in the races.” e

“ALSO, THE COMPANY NOT GAS GAS ANY MO IT IS TORROT EUROPE THE BIG BOSS HE LIKE BATTERIES VERY MUC HE KNOWS FOR THE NE FIVE YEARS HE’S GOIN TO GIVE MONEY TO THE DEVELOPMENT OF THE RED BIKES...”

IS ORE AND ES CH, EXT NG E E

GOODBYE HUSQVARNA TX125, HELLO KTM250 EXC-F

OUR LONG-TERM HUSQVARNA TX125 TEST BIKE BUSTED OUT ITS LAST HOURS WITH US IN PERFECT STYLE – A TWO-HOUR ENDURO FOLLOWED BY A SLIGHTLY BONKERS HOURLONG NIGHT RACE. IT’S BEEN A BLAST – A BUZZING BLAST OF BLUE SMOKINESS, AND WE’RE SAD TO SEE IT GO. MEANWHILE OUR NEXT TEST MULE, A KTM 250 EXC-F IS LINED U READY AND WAITING. 125 TWO-STROKE TO 25 FOUR-STROKE? IT’S THE NEXT LOGICAL STEP Husqvarna photos: Matthew Rudd and CH Images KTM photos: Future7Media

UP, 50 P…

S

aying goodbye to our Husqvarna TX125 was a tough one to swallow. The relationship was a beautiful one, while it lasted. It was unexpected and we admit we were sceptical about loaning a 40-ish year-old tester (and the rest! – Ed) a young man’s bike.

That scepticism was stamped into the mud the first time out though. Going back down the capacity ladder seems like a backwards step until you try it, and after the last four months we’d urge you to try it.

The TX felt like a toy at times and usually much more likely to be a confidence booster than lack-lustre machine.

Sure, the engine lacks torquey bottom-end power but the pull of power higher up the revs is alert and leaves you buzzing. If you’re playing with your riding technique and trying to improve speed around MX tracks or special tests this is surely a bike to learn on.

When you’re used to bigger capacity machines a lighter chassis means more feel for the tyres. With a pretty fine ‘out the crate’ suspension set-up for the weight of the bike it combines for an agile package. The result is an easier to ride bike, especially over a few hours of racing.

It sounds a bit daft but it’s been a pleasure to have a light bike around. Moving it about in a garage, getting it in and out the van, lifting it on and off the bike stand are all far easier with a 92kg bike. It’s no big issue to put a bike in a van, we all do it all the time, but the chores of dirt bike life have sure been easier with the TX around.

What would we change? Having no starter button to press is increasingly unusual these days and although we can’t say it was a major issue it would have been good to have brought you the ins and outs of fitting these available parts. Only they weren’t available. At the time we handed the bike back to Husqvarna they still didn’t have the parts in stock to fit one, despite it being an option.

“IF YOU’RE PLAYING WITH YOUR RIDING TECHNIQUE AND TRYING TO IMPROVE SPEED AROUND MX TRACKS OR SPECIAL TESTS THIS IS SURELY A BIKE TO LEARN ON.”

“PLUS IT HAS HELPED GET THE OLD GREYMATTER AROUND IMPROVING RIDING TECHNIQUE AGAIN. TRULY THE TX WENT OUT ON A HIGH.”

DlY HEADLlGHTS

The TX ended its days with us racing in the dark, which if you’ve never done it is a dose of excitement verging on madness. There have been a few times when the 125cc motor has been outclassed while we’ve had it on test, races or practice days packed full of bigger capacity bikes giving it a hard time with their straight line speed and roadblock cornering techniques.

But blasting around muddy woods in the dark brought out the best in the TX and showed a lot of bigger bikes up in the process. Suddenly it was nimble, sure-footed and accurate and felt perfect for dodging trees in the dark.

The tunnel of madness you operate within when you race in the dark is only as big as your lights and our ‘make do’ approach proved just about enough to live by. Only just. Watching a paddock slowly come to life, as darkness fell and the race start approached was surreal.

Our easy (and cheap) option was cobbled from stuff in the garage – a strong HD bulb in the headlight (it ran hotter but wasn’t too hot to burn or dis-colour the headlight lens) and

a decent cycle light cable-tied and duck taped under the helmet peak. Ok, it wasn’t ideal but it worked and it cost nothing for a one-off race.

It’s worth the entry fee alone to be out in the dark with no other rider visible in front, just trees that appear like ghosts.

Stabby branches reach out to you and weirdly exaggerated bumps masking holes and roots. Getting past people is the ultimate game of dare and the mass race start was a buzz too. The ride-by-feel approach on fast up hills, when jumps and roots are throwing the bike, and lights, up in the air, were the best bits and where the agility and user-friendly TX was at its best.

Two strokes mean power valves and it was good to play around with springs over the time we’ve had the bike. We dropped to the ‘kit’ soft spring and tried the softer map for some of the night race too. It goes against the grain and felt like we needed a slap round the face to go full-soft on a 125 two-stroke but it honestly was a good idea to flatten out the power in the mud and the dark. It meant the TX was happier in second and third gears and low in the revs with a constant speed through the trees, instead of the point and squirt technique you might use if you could see further. There’s no shame in softening a bike off if it makes you ride better.

Fourth overall in the night race wasn’t a bad result either. It was some justification for the hours spent riding this cracking little bike. It really has been a pleasure and an eye-opener.

Plus it has helped get the old grey-matter around improving riding technique again. Truly the TX went out on a high.

HELLO KTM Goodbye 125 two-stroke, hello KTM 250 EXC-F. Way back in the middle of 2016 we tested the 2017 KTM models and came away impressed by many things but maybe most of all the 250F. Confidence on a bike means a lot and the 250F delivered fresh confidence in the dusty and rocky Spanish hills of the world launch. Jumping off the Husky TX you’d think it might take some adjustment but it took no time to acclimatise to a 10kg heavier bike and four-stroke power.

The nature of the four-stroke motor is a softer power delivery, which is way handier for finding grip of course and easier to live with over longer riding periods. Because you spend so little riding time fighting power and drive like you can with bigger capacity bikes, a 250 four-stroke makes you feel like a boss.

“CONFIDENCE ON A BIKE MEANS A LOT AND THE 250F DELIVERED FRESH CONFIDENCE IN THE DUSTY AND ROCKY SPANISH HILLS OF THE WORLD LAUNCH.”

Are we going to be left wanting more power? Even though we’ve spent just a dozen or so hours on the 250F so far, an exhaust system is on our shopping list to boost the power and ditch some weight over the stock silencer. The stock system and power delivery is great for traction in mud and roots or rocks but there’s no great punch to the power at any point of the rev-range. Softer power is part of the appeal of the 250 four-stroke but it’d be nice to have a bit more punch sometimes to get up a steep bank or over a pile of logs.

Although our 250F’s still a bit of a “freshy” and though we haven’t done much with it yet, the standard suspension is already proving a little too soft at times.

That’s not to knock the standard Xplor equipment, most of the time it’s a happy

“SOFTER POWER IS PART OF THE APPEAL OF THE 250 FOUR-STROKE BUT IT’D BE NICE TO HAVE A BIT MORE PUNCH SOMETIMES TO GET UP A STEEP BANK OR OVER A PILE OF LOGS.” bunny, but the faster you attack whooped-out sections of track or the harder you hit jumps or logs, the harder work it becomes. It needs a bit more control basically to help the bike do what you ask.

Second ride out the shock took a bit of a hit actually and no big issue except we couldn’t ride while it was being fixed.

FACTORY FEEL The trouble with testing factory bikes (like it’s a chore!) is you get to feel how nice a few crucial changes to a bike can be. Nathan Watson’s 2016 250 EXC-F race bike and Laia Sanz’s 350F title-winning bike for that matter, felt peachy to ride because they had a couple of tweaks to standard set-up.

Ignoring the unobtanium Pankl engine internals in Watson’s 250F, both benefitted from the Akrapovic exhaust system helping power and handling through weight loss. The factory Brembo front brake callipers made a huge difference to feel and power of the front brake too – well worth an upgrade if you can afford it.

“WE’RE GEARING FOR THE FINAL OF THE SUPER E CHAMPIONSHIP IN ALBI, FRANCE WE’VE ENTERED SUPPORTING EU RACE TO PUT TH THROUGH ITS P IF NOT OUR TES

G UP ROUND ENDURO P E… D THE UROPEAN HE EXC-F PACES – ST RIDER.” The stock bike doesn’t come with a sump guard as standard but it surely needs one to protect the underside of the engine. KTM have some options available through the ‘Power Parts’ catalogue but we’re looking at the huge range of aftermarket options out there.

We’re gearing up for the final round of the Super Enduro championship in Albi, France.

It’s the final round of the 2017 series and we’ve entered the supporting European race to put the EXC-F through its paces – if not our test rider. Stay tuned for how we get on and don’t forget to follow @enduro21_official on Instagram for more updates on the 250 EXC-F. e

INDUSTRYÂ INSIDER

YAMAHA’S ALEXANDRE KOWALSKI

BACK IN BLUE

With a fourth place result in the 2017 Dakar Rally, Yamaha proved they are again a force to be reckoned with. Fresh riders, expanded team and customer kit bike under development the future looks bright for the boys in blue. Enduro illustrated caught up with Alexandre Kowalski, Yamaha Europe’s Rally & Enduro Racing Manager, to find out what’s going on behind the scenes to bring the boys in blue back to the top of world rally

Words: Future7Media, Photos: Yamaha Motor Europe

“RESULTS WILL DETERMINE WHAT HAPPENS NEXT. WHAT YOU DO, IF YOU WIN, IF YOU LOSE – THIS IS RACING. WE NEED TO BE AS CLOSE AS POSSIBLE TO THE TOP, GET SOME RESULT TO SHOW YMC THAT WE ARE READY TO STEP IT UP AGAIN WITH MORE SUPPORT...”

ot without their own Dakar dramas, the Yamaha Rally team exceeded expectations back in January by coming out as dramatic podium contenders in the 2017 rally.

While Adrien Van Beveren and Xavier de Soultrait posted stage wins and spectacular individual riding days, collectively the team stepped up to the plate to become next best manufacturer behind the ever dominant KTM. They made their point, Yamaha is back.

It wasn’t all plane sailing – the experienced Helder Rodrigues looked lacklustre in ninth, while Rodney Faggotter and Alessandro Botturi’s exits on stage four were not part of the plan.

But Van Beveren’s challenge (and narrow miss) for the podium along with de Soultrait’s stage one win were proof things have changed in the Yamaha Europe team. But for a disaster on stage 11 putting him well down the order, de Soultrait’s result while riding and developing the official Yamaha kit bike also bodes well for the future.

N

FOURTH AT DAKAR, VERY NEARLY THIRD, THINGS LOOK BRIGHT WITHIN YAMAHA RALLY’S PROGRAMME… “Yes. Our first goal was to be a key player this year. We knew if we were part of the game we would be not so far from the top. Our target was to manage a top 10, top five, even a podium but of course when you are racing you want to win.

During the race we had some positives and negatives.

I cannot say it is not disappointing to miss the podium by 48 seconds. It is frustrating to make such an effort and finish with the podium so close.”

THERE WILL ALWAYS BE POSITIVES AND NEGATIVES BUT YOU CAN LOOK BACK ON DAKAR AND SEE IT WAS A SUCCESS? “To miss the podium by 48 seconds was a little bit frustrating but looking back, last year we finished fifth and sixth and this year we finished fourth. We think it is a step forward. The positives are that the bike is really competitive, the team is really performing well. The guys did a great job.”

WHAT DID YAMAHA FOCUS ON MORE THAN ANYTHIG ELSE AHEAD OF THIS YEAR’S DAKAR? “For this Dakar we developed the bike, mainly the fuel tank. We went from carbon to plastic and it was a lot of work perfecting the mold. On a rally bike the tank is linked to handling, the position of the rider and how the bike behaves. We were also looking for some more top speed, working on engine development and the exhaust. It was kind of fine tuning with Akrapovic, and we developed a new electronic system too with GET. Now the bike is really fast and I think we are within touching distance of the top guys. We can now say that Yamaha is a key player.”

HOW DOES THE YAMAHA TEAM SET UP WORK, IN TERMS OF FACTORY SUPPORT? IS THE RALLY PROJECT 100 PER CENT FACTORY SUPPORTED OR IS IT A YAMAHA FRANCE PROJECT? “It’s a Yamaha Europe programme. We are sharing information with YMC (Japan) but their engineers are working on many projects – MotoGP, WSBK and MXGP. Rally is part of that but also apart from that. A rally bike is a prototype that must work at sea level, at 4000 meters, at zero or 45 degrees with 80 per cent humidity so we know we need to make an average bike (a bike which is a good average across these conditions, not an average bike in the conventional sense! – Ed).

IS IT FAIR TO SAY THE SKILL LEVEL OF TODAY’S RALLY RIDERS IS GREATER THAN, SAY, 10 YEARS AGO? “A rally rider has to be intelligent. To become a rally rider is quite a long process, he must be fast of course but good at navigation and to see 100 things at the same time with your bike, your mind, your body, to prepare the roadbook. Dakar was very different this year, with a stronger emphasis on navigation. I would not say today’s riders are better, but they have to manage a race that is very different to how it used to be.”

“WHEN YOU HAVE STEPHANE PETERHANSEL IN THE TEAM YOU HAVE KIND OF THE PERFECT GUY... A MATURE, INTELLIGENT AND FAST RIDER WITH INCREDIBLE RIDING SKILL, TOGETHER WITH A GREAT TEAM A WELL-DEVELOPED BIKE. THAT IS A COMBINATION THAT CAN WIN.”

“THE BASE BIKE IS A WR450F AND WE SHARE SOME PARTS WITH THE OTHER MACHINES. THERE ARE MANY PARTS THAT ARE DIFFERENT TO STANDARD – THE SWINGARM, THE AIRBOX, THE FUEL TANK, EXHAUSTS...”

YAMAHA HAS A VERY STRONG HISTORY IN THE DAKAR, ESPECIALLY IN THE 90S WITH STEPHANE PETERHANSEL AND THE BIGGER CAPACITY MACHINES. WHAT HAPPENED AFTER THAT ‘GOLDEN ERA’?

“To me it was combination of things. The team was dedicated 100 per cent to the Dakar. The race was not the same as now, it was much more free in terms of navigation and also longer – in those days a stage of 800 or 900 kilometres was normal.

It is a combination of bike, of team and of course riders. When you have Stephane Peterhansel in the team you have kind of the perfect guy because he was really strong wherever he was going. At that time to have a mature, intelligent and fast rider with incredible riding skill, together with a great team a well-developed bike. That is a combination that can win.”

WERE THERE ALSO SOME INTERNAL CHANGES WITH YAMAHA AFTER THE PETERHANSEL TIME? “After that time we [Yamaha] stopped investing officially.

It is a big decision to stop, but when you stop you stop.

It is easy to stop but it is super-hard to come back.

When you come back you have to re-develop, redesign and rebuild the team, which is a challenging process. The other teams are already there when you are coming back, too.”

CAN YOU TELL US A LITTLE ABOUT THE 2017 BIKE? IS IT BASED ON THE WR450F ENDURO MACHINE OR THE YZ450F MOTOCROSS MACHINE? “That’s not easy to answer because it is a prototype.

The base bike is a WR450F and we share some parts with the other machines. There are many parts that are different to standard – the swingarm, the airbox, the fuel tank, exhausts – but the engine is not so far from the standard WR. We also have some developments with the bike to make it into a rally bike, to cope with the conditions. If you look at the bike of Xavier, a stage winning bike, it is not really so far removed from the standard bike. It has some special parts but it is not as different as you might think.”

WHAT DOES YAMAHA FOCUS ON WHEN DEVELOPING THEIR BIKES? ENGINE PERFORMANCE, STABILITY, RELIABILITY? “The Dakar is about managing everything, a bike must perform well and be fast because you are riding many, many kilometres at full throttle. If you are not fast when you are riding full throttle for one-hour and you are 10kph slower then you’re losing 10 minutes.

So, we need torque, power and engines that are reliable – this is the reality. That’s why we are playing with the electronics, with the injection to develop it to cope with everything from zero degrees to 40 degrees, all the altitude and the speed. You have to make a very intelligent and strategic combination. This is the key.”

IS THERE ANY PLAN WITHIN YAMAHA TO MAKE A 100 PER CENT FROM THE GROUND UP RALLY BIKE, LIKE KTM DO? “The goal was to come back set-by-step. Results will determine what happens next. What you do, if you win, if you lose – this is racing. We need to be as close as possible to the top, get some results, to show YMC that we are ready to step it up again with more support.”

BIKES ARE ONE THING, RIDERS ARE SOMETHING VERY DIFFERENT. HOW IMPORTANT IS IT TO HAVE A ‘POSITIVE VIBE’ WITHIN THE TEAM? “To me this is the priority. I think this kind of aspect is crucial.

A good atmosphere makes the cohesion of the team into a family.

Yamaha is a family spirit and in the team this year we have a very strong connection. The spirit is important because you are living for three weeks at Dakar, 24 hours a day and it is a long time together. Many times you are tired, sometimes you are ill because of the altitude, and it is crucial to have a strong philosophy of working together.”

FINALLY, WHAT WERE THE TEAM’S BIGGEST CHALLENGES DURING DAKAR 2017?

“The hardest things were the changing conditions day-after-day.

Two riders going out of the race early was of course not good but the hardest aspect was always having to adapt to the changes in the race. We had to adjust and adapt our schedule every day.” e

“YAMAHA IS A FAMILY SPIRIT AND IN THE TEAM THIS YEAR WE HAVE A VERY STRONG CONNECTION...

MANY TIMES YOU ARE TIRED, SOMETIMES YOU ARE ILL BECAUSE OF THE ALTITUDE, AND IT IS CRUCIAL TO HAVE A STRONG PHILOSOPHY OF WORKING TOGETHER.”

L L A G N A H C

ES. O SERIOR CLASSR 201 W T T S JU D N A O HIP ER CHAMPIONSHIP IS GETTING A MAKE OVER FAND OP H G U O T , R E G N S T A LO RLD CHAMPION ITY, EXCITEMEN THE ENDURO WOR CLASSES CREATE MORE CLAR BUT WILL FE: FWutEure7Media kick ip is getting a Words & photos ld Championsh so a the Enduro Wor wo main classes there’s al me n ea m s ge an so t to to g ule ch rn in tu nk re ri r 2017. Sh ship and a in the pants fo , a lengthened champion e-up calendar shak nal stomping grounds. sure. It’s a io it ad others not so ro. Are the , tr ’ ur es vo ri fa se in e e th of du me ar terested in en h new rules so As always wit having as much as anyone in ort or not? A step forward e sp been debate we’ve 2017 going to be good for th r fo s rule change stretches the ck? g, we think. It itions and type in th od or two steps ba go a to the cond lendar out is Sorting the ca to October adding breadth in. Some say a rider that ch te ar pe season from M and teams will have to com July as well as Germany in in rs al de ug ri rt ts Po , en of ev d in March an nl Fi in ts s lt gh ng ri . can get resu the single lap ed their braggi rn ea ve s, particularly for outside ha ce ill ra r fo s at October w ain argue new form possible to tr But others also te likely in the snow) is im vantage to the Finns and d (qui on ad event in Finlan d hands a huge early-seas t so many dry and dusty an ns ai ia av ag in se nd e ca of Sca easily argue th n ca ho (w es ).

Swed south of course races further

R

GE

17, PPORTUNITY?

ALAINNCHARD BLA P PROMOTER

ABC COMMUNIC

G OR AND ENDURO ATIONS DIRECT

of the use it is the will to make an ca be y tl rs fi s g these change Honda asked us “We are makin M, Husqvarna, Yamaha and the sport is very popular m KT . manufacturers ort. We understand from the we look at the changes sp s e nd th rest a o, evolution of t of media inte lo a , rs de ri of with a lot ial changes we can make. e than superfic two or m e ak m to ve ude ce it that you ha why we have decided to incl ter “We have to fa is win at in t Th . ar w st ne e w hy hing to make somet h some new format. That’s w rally Championship does. ld wit or three races new format of races like Wor y this is an extreme race a n h it – we ca sa conditions w race in March e days, etc. h ug to ry ve a This will be length of th conditions, the have a race because of the ow, it is nice to ies for kn u yo e, us ca be untr back in the UK e are minor co “We will also be but for a manufacturer thes to have enduro where ce s in Turkey or Gree ro bikes. The goal was alway go back to the UK. And du to d en te of t an w ke e ar e UK we hy w the m are so this is w ional venue of Zschopau. In th rmat. ts ke ar m n ai m the tradit event fo pecially to the new and exciting with the es y, an rm Ge to to do something have the chance

ALAINNCHARD BLA

to October. ar, from March r ye xt ne le du -race sche visibility fo “We have a nine race per month is better for d I believe e an , on More or less sport. We will see of course ck. ba e e th m of co will the image esn’t work we do it if t Bu k. or it will w – day and night, manding sport ud, dry and dust, de ry ve a is ro “For us endu mmer and autumn, rain, m ll su e races have a winter, spring, hts on – why not to make th e h lig night-time wit r in all these conditions is th de ri st be e Th ne. this? out as number o one who comes thing, we it is the same seven 17 20 r fo s se as two cl we have “As for having r 20 years ago me to have be em m re I If e. have to improv I know it is maybe good for so rs competing ]. hs ug five ride [la s se clas ses, but to have ars ago we have big as cl y an m in many riders or fifteen ye n’t exist t possible. Ten these bikes do for a class is no e bikes and 80cc bikes but a request of the trok also capacity four-s s been a reduction and it is not because of ha s, e se er as Th cl e. of or r nly anym the numbe ce du re 2016 we have o – to in rs 3 at Enduro rs manufacture ok te lo ar u st yo n if te e, nine or xampl costs but for e rs and sometimes we have for that many riders ip ture three manufac title and a world championsh a ve gi to e ar if we good. . the value isn’t this is the goal class for sure, s because the bike g’ in ‘K e th e b is to clas “The EnduroGP anted to keep the small bike is not motocross but we o w ur rs nd re E tu s. ac ke ody can Manuf r small bi fo t an rt po This way everyb s. A title im P. ry XG ve M is to t e ke os cl mar asse at which is very t four or five cl now have a form want but for two classes no e saw in 2016 that the ey W use the bike th you need to fight for a title. d TM who are winning e, an lu ta va Be ve ve ha ha has to it, we ave new guys acturers can do for the sport. It’s great to h uf an m r le al sm and this is good Holcombe.” the world titles ning world titles, like Steve win coming in and

G’ TO BE THE ‘KIN …

IS P G O R U D N E L OA “THE , THIS IS THE GUT WE E R U S R O F S S A B CL T MOTOCROSS ENDURO IS NO RMAT WHICH IS VERY NOW HAVE A FOTHIS WAY EVERYBODY P. CLOSE TO MXGHE BIKE THEY WANT BUT T R CAN USE ES NOT FOUR O.” S S A L C O W T R FO FIVE CLASSES

ANDZYL HOL

ER G TEAM MANarAGd. It is a ste IN C A R Y R O T C FA step forw lly, it GY HUSQVARNA need to take a ROCKSTAR ENERrt a new kind of enduro because wweand that way you can learn. Hopeqvfuarna)

to sta We (Hus hing ne “It’s a good way ion because it is trying somet spectacular and interesting. on. A true wo e pi ct or am m re s ch di t ce ld e ra wor in the righ e races, make th EnduroGP, so that we have one good way forward. You th to rs to ta ec a more sp k that is asses for eone who rides he change in cl or sports. I thin really hard for t e champion, like in other mot ry different type of track. Som ve on champion. Only ampion that is really good on e is year.” th ch ve ld ha or we will HA to have a w ly, this is what ul ef op H PUSHED REALLYURO s. ) on A ti N R A V all condi Q S U E (H END

“W LASSES FOR HAMP C IN E G N A H C C THE VE ONE WORLD SO THAT WE HA MOTOR SPORTS…” LIKE IN OTHER

ep forward t will bring ) pushed orld need fast in

ARD FOR OGP, PION,

N (WATSON) A H T A N E IK L S STEP NG RIDER “FOR SURE YOULCOMBE) ARE MAKING A BIGARY AND STEVE (HOTHE SPORT BUT FOR THE SALBODY FORWARD FORRS IT IS NOT GOOD. IF SOME MONEY OF MOST RIDE A FACTORY THEY GET MORE S TODAY IS WORKING INOFESSIONAL ENDURO RIDER THAN MANY PRT NORMAL. IT’S NOT RIGHT.” AND THAT’S NO

E N I O T N A MEO RLD CHAMPION

5 X ENDURO WO

, both in the going forwards in one , up g in go be fear ways it should be. I to progress, al “The sport has and the salaries. This is how n. For sure young riders ai rs level of the ride back 20 years and starting ag aking a big step forward m g e in ar go ) is be ebody olcom year this n) and Steve (H t riders it is not good. If som so at (W an th of mos like Na sional t for the salary an many profes for the sport bu ctory they get more money th t right. no fa is working in a y and that’s not normal. It’s da to rs de enduro ri r.” re will be bette I hope the futu

Y N N H O J T R E B U A RLD CHAMPION

2 X ENDURO WO

e classes we k if we have mor hopefully in th I t bu n, io , my opin class and “It’s just my idea ho can finish top five in their l team you w rs sm a de ri are in al have more ding well. If you u have two classes it is ri r fo ey on m e earn som ing class. If yo top riders. Chang e victory in one can fight for th e the factory teams have the riders. I think it is e us impossible beca od for the show but not for th , but after that? go ng is ni s in to two classe rn money for w finishing in 20th r p three, who ea good for the to teams, who maybe have a ride is good because l is al th sm if he ow r t n’t kn rs.

Also fo it for them? I do od visibility for their sponso in in t’s ha w , on ti go h t is posi ge fin t t no bu l an , ride wel am they c for a smaller te travel, give money to compete thing comes back st y. No Nothing. They ju t nothing in terms of visibilit to give visibility to ge ce ey an Th ch e. e or ve m For 15th plac e classes you ha r riders to show themselves. e or m h it W . at th ge th for un in yo r ce fo ra s t ecialis chance sponsors, more a good idea to have such a sp the season I ly of me, it’s not real e amateur riders. For the rest good direction a th is r fo is th ot if . N ow ow sn I don’t kn st ju , ok the start of e at it le qu nsive hurd think it is pe ex ry ve , ig b ry or not. It is a ve .” es ri se e th

WHAT’S IN IT …

S M A E T L L A SM D “ALSO FOR THE LLER TEAM CANNOT GET GOOL, MA AVE FOR THEM? A SIR SPONSORS. THEY JUST TR H IN FINIS R THE VISIBILITY FO O COMPETE, RIDE WELL BUT AVE MORE GIVE MONEY T WITH MORE CLASSES YOU H NSORS…” 15TH PLACE. TO GIVE VISIBILITY TO SPO CHANCE

O M O C A GI ONDI RED LD CHAMPION

WOR ENDURO JUNIOR

st two classes. thing to have ju World od go a is it k e the Enduro e “I don’t thin e reason to mak lik I understand th e like other championships, is a It or . m is ip th s sh ed on ro ne Champi don’t think endu ays been professional I t bu , ss ro oc mot s alw her. Enduro ha ivate sport like no ot competing together with pr the rs d de ri ba is for teams and ateur racers. It ly they have no am ed nt le ta d dden teams an ams because su a chance to get te y or ct fa nno ve rs ha many d see their ride ey and the place to race an factory teams have the mon aller e Th fo t s. fficul r sm good result aking it more di .” m is it t bu rs best ride pionship part of the cham teams to be a

OFESSIONAL R P N E E B S Y A ALW “ENDURO HAS ERS COMPETING TOGETHER TEAMS AND RIDIVATE TEAMS AND TALENTED ERS.” WITH PR AMATEUR RAC

ALAN RANT

DURO US NATIONASLHEIPN PROMOTER has CHAMPION I don’t think it g personally but in

uch racing go duroGP series “I follow the En g in the States. There is so m have seen or in ey w a very big follo t want to follow riders that th ass structure os m at th new two cl e er h on t sure how the too many new no I’m h. it w are familiar on’t draw d most won’t be seems like it w will work out, it ch class will be larger now an only seems ea roGP riders because lts, getting to the top. Endu US National su he getting good re riders, so compared to us (t ler. They don’t l al to want top-leve eir rider entries are much sm e classes they or th m ) d es ri ha they Enduro Se s, but maybe if duros are designed to se as cl y an m need as . Our en run -mile loop and e riders involved would get mor e riders so we have a long 65 2017 last week or of handle many m 857 riders at our first event catch the later d ha ou e w W riders ld two laps. r loop the first involved so we have 28 te or sh a d ha so if we le family n compete in to have the who riders. We like ughter, dad and granddad ca ther. If we only da ge classes so son, but ride the same course to ders would s, y se an as ders m ri different cl r all of those ri heir class.” fo s se as cl w have a fe 150th in t they were say lose interest if

OF 2017 LAST T N E V E T S IR F Y INVOLVED IDERS AT OUR “WE HAD 857 R E TO HAVE THE WHOLE FAMILER, DAD AND WEEK. WE LIK CLASSES SO SON, DAUGHT ASSES, BUT SO WE HAVE 28 COMPETE IN DIFFERENT CL OGETHER.” T N GRANDDAD CA RIDE THE SAME COURSE

MARSCIER TEIS

OWNER SHERCO

e good, some EnduroGP. Som ses for in s ge an ch y man clas “We are seeing a difficult period. With two riders have in s ’ od It go . od he T go d. so ange not n’t massively ch six riders, 2017 costs have nsive maybe. Before we had to be sure pe ey become more ex we still spend the same mon od for the t go bu be o, ill tw w y yet if it now onl rs. I don’t know duro 2, Enduro of the best ride ld champions in Enduro 1, En GP. We have ro wor sport. We had w it’s only Enduro2 and Endu in. There no , th GP ce ro s to ra em 3 and Endu only two classe has come into the d an s ke bi ro e money six endu exities too. Sinc to run the are other compl siness. We have a promoter ey. But now we bu on a sport it’s now d of course he has to make m t to put up a an if you wan championship e paddock, pay a sandwich. Making th in rk pa to y to sell have to pa pay if you want . We’re not F1 or MotoGP, n, io ot m ro r p tent fo ssible ace to make it deo is also impo a third-party vi small, there isn’t enough sp .” ks l is enduro and tria that’s not how this sport wor , al on si too profes

WHAT WE WORE

In our quest to test bikes as much as put a great magazine together we try to bring you a range of riding gear to showcase what’s out there and what’s good. This issue’s kit is a mixed bag coming at you from the Honda CRF450RX launch in Sardinia.

ACERBIS X-FLEX OFF ROAD PANTS AND JERSEY Info: acerbis.it The fully elasticized X-Flex clothing from the Italian manufacturer is designed to work with rider body movements. With soft foam insert at the knee, stretch panels at the hip and knee, plus Kevlar inside the knee and Cordura around the rear end the mix is all about comfort but durability at the contact points with the bike

TCX COMP EVO MICHELIN BOOTS

Info: tcxboots.com The Comp Evo boots are an evolution of the species with Michelin providing grippy soles giving them a unique feel on the footpeg, levers and ground like no other boot. TCX protection of ankles, shin and feet is hard to fault too and they come in a range of colours to suit your gear or bike preference.

100%

Info: ride100percent.com 100% have been nailing down performance, look and quality, with a comprehensive goggle range for a good few years now. Huge range of colours.

Nose guard ensures stability and protection, triple layer foam keeps the sweat away while lens is the same shape across the product line.

45mm wide, Silicon coated strap to eliminates slippage.

LEATT GPX 5.5 COMPOSITE HELMET

Info: Leatt.com Composite off-road, light weight and super ventilated helmet is equipped with 360 Turbine concussion and brain rotation safety technology that takes protection to a whole new level. In fact the list of features is all about the protection and way too long to list here. Leatt, they’re in the protection game.. e

NEXT MONTH IN AT THE DEEP END Taking a closer look at the arm-pump fuelled world of SuperEnduro by getting our shit together and taking part

BIKE TEST: FANTIC 250 ENDURO We test the first of Fantic’s new enduro models aimed at club level and trail riders

PILLS AND POTIONS Medicines, bandages and strapping – the essential guide to taping yourself up and numbing the pain!

IT’S ALL ABOUT THE GREASE Grease is just grease, right? Wrong. Motorex help explain what we should be using where on our bikes and why it matters.

KNEE PROTECTION Knee pads or knee braces? What are the benefits, what are the drawbacks – pitching knee braces against knee pads in a fight to the death

ISSUE #21 Enduro illustrated is produced by Future7Media Ltd. Managing Editor: Jonty Edmunds Jonty@future7media.com Editor: Jon Pearson offroadnewsuk@gmail.com Designed by: Ian Roxburgh / Design 147 Ian@Design147.co.uk Contributors: Lyndon Poskitt, Andrea Belluschi, Robert Lynn, Andreas Glavas, KTM images/Marcin Kin, Red Bull Content Pool/Marc Bow, Yamaha Motor Europe

ON THE COVER: Yamaha Europe’s number one rider, Loic Larrieu giving it the beans at the Yamaha team launch ahead of this year’s world championship that kicks off in the snow of Finland March 25-26. Excited? We are.

PHOTO: Jonty Edmunds

© Copyright Future7Media Ltd, 2017. All rights reserved.

Reproduction of any part of Enduro illustrated is prohibited without the express permission of Future7Media Ltd.

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