Enduro illustrated #26

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YEAMRO’SF THBEECRSOTP DURO’S CREA BE CELEBRATING EN HOLOCN OTEM STEVCHE AM ALL S LL PI LD R O W ’S O R ENDU BEACH RDATOCIKNNOGW

OUNDS OF KLIM

TESTING GR EXPLORING THE

250F KTMPOFCKRETEE-SRIZEDIDENEDURO GETS KTM’S FOR 2018 UPDATED

10 THINGS YOU

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o MOTOREX wishes y e Y w e N y p p a H a and

MOTOREX POWERSPORTS FB

MORE POWER. MORE SPEED. MORE CHAMPIONS.

s a m t s i r h C y r r ou Me ear 2018!

CONTENTS

EDITORIAL #26 _________________________________________

2017 AWARDS _________________________________________

WHERE WILDCATS ROAM _________________________________________

Celebrating the cream of the crop from this year’s enduro

Taking on the Idaho wilderness with KLIM

10 THINGS ABOUT BEACH RACING _________________________________________

LONG TERMER: KTM 250 EXC TPI _________________________________________

Join the beach racing warriors for a battle on the beach

From Weston to SuperEnduro, our long termer gets thrashed

The need to ride never dies

IN CONVERSATION: STEVE HOLCOMBE _________________________________________

TESTED: KTM FREERIDE 250F _________________________________________

As EnduroGP champion, Steve Holcombe is the rider to beat in enduro right now

KTM’s popular pocket-sized enduro bike gets updated for 2018

1-ON-1: BRAD FREEMAN _________________________________________

TESTED: 2018 HONDA CRF250R _________________________________________

Racing to his debut world crown, Brad Freeman recalls his 2017 season

With no enduro model in sight, we try Honda’s new 250F offering for size

BLURRED LINES OF ENDURO _________________________________________

GALLERY: SUPERENDURO _________________________________________

Not all enduro riders ride dirt bikes, we look at the other world of enduro MTB

The great indoors of superenduro delivered an action packed season opener in Poland

EDITORIAL #26

Enjoy the ride I

have a confession to make, I don’t really ride as much as I used to. Well, to be honest, I don’t actually ride anymore. I used to ride a lot, a hell of a lot. I’ve ridden dirt bikes since the age of three every week. Sometimes three times a week.

But then times sort of changed. I jumped behind the lens and the hobby became the job — it was a natural sort of progression but one where gradually the opportunities to ride faded away. I guess if I told my teenage-self how things would go, I wouldn’t believe me.

For the story you’ll read further on in this fine issue of Enduro illustrated, I finally got a chance to ride again with the guys from KLIM in Idaho. And let me tell you, that feeling you can only get from dirt bikes never goes away. It’s not so much about the bike — but yeah, two strokes rule — instead it’s all about the ride.

Nothing beats getting away from it all for a couple of hours — it’s therapy.

Just you and your bike, deep in the wilderness. Flowing singletrack trail goodness, tackling techy switchback, crossing rivers and then finally arriving to the top of the mountain. With nothing and nobody around you for the miles, the feel good factor always outweighs any of the effort required to get there. It clears the mind.

Sat on that peak I made a pledge to my teenage-self to ride a bit more. Maybe not three times a week, but certainly more than once a year because at the end of the day, the mountain is always waiting, you just have to make an effort to go out and get it.

Robert robert@future7media.com

BUILT TO CONQUER KTM 300 EXC TPI The new KTM 300 EXC TPI sets the benchmark all over again, as the world’s first 2-stroke enduro bike with TPI (Transfer Port Injection). Eliminating the need to change jets and thanks to the oil pump, no more premixing oil either! Improved fuel-combustion means crisper throttle response at all times and better fuel consumption, for longer days of hardcore enduro domination.

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

#3.1 SNOWTASTIC As winter once again grips the Northern Hemisphere, it feels a lifetime ago since the 2017 enduro season opened under snow and ice. In sub-zero temperatures, Finland played host to round one of the EnduroGP series in March, offering up a winter wonderland and some pictureperfect moments. Josh Gotta gets his snow-roost on.

Photo: Jonty Edmunds

#3.2 CELEBRATIONS There were many occasions for celebration throughout 2017. Whether championships won were at club level or international status, that sense of victory and triumph over adversity remained the same. Smiles beamed and eyes twinkled with pride in equal measure. Once again France claimed the most coveted trophy in enduro as International Six Days Enduro winners.

Photo: Andrea Belluschi

#3.3 MISTAKES HAPPEN Mistakes and crashes are inevitable in enduro. Playing in Mother Nature’s back garden means that sooner, rather than later, you will take a dirt sample. It happens to even the best of us — nobody escapes. Jonny Walker showed that we’re all human with this catastrophic gaff at the Hixpania Hard Enduro in Spain. His bike may have been worse for wear but everyone else — yes, even the unfortunate marshal — escaped unscathed.

Photo: Robert Lynn

IN CONVERSATION CONVERSATION

STEVE HOLCOMBE Adding the 2017 EnduroGP title to his 2016 Enduro 3 World Championship crown, Beta’s Steve Holcombe is now the rider to beat in enduro…

Words: Robert Lynn / Photos: Future7Media

F

or the second year running Steve Holcombe ended his racing season holding the #1 plate, this time as winner of the 2017 EnduroGP World Championship. Putting in a scorcher of a ride all year long, Holcombe grew stronger and stronger as his rivals around him faltered.

Preparing well, and preparing to win, he came out swinging for the series opener in Finland and by mid-season he had the point’s lead in his hand — something he’d not relinquish. Pulling out a 40-point lead at his home race in Britain — the penultimate round of the season — he then headed to Germany with a virtual grasp on the title.

Dominating proceedings in what was quite possibly the best ride of his career to date, Holcombe walked away into the off-season as a two-time world champion and the rider everyone will be measured against come 2018…

How the belief of becoming world champion took time to build…

“Coming into the season after a lot of good overall rides in 2016 I felt I had it in me to be world champion. But pre season testing hadn’t gone too good. Every guy I rode with was actually faster than me so in a way, despite being a world champion, morale wasn’t as high as it should have been.

“Looking back on it this year has been the most mentally challenging season I’ve ever done. When I got the gold plate it was through Matt Phillip’s mechanical misfortune. I felt as if I hadn’t earned it but more got it by default. Those doubts escalated when we changed to the new bike mid season and I wasn’t completely happy with the setup. We went to Hungary and I was worried. I had a good ride there and that was a relief. But in some ways getting through each round has been a relief. It’s been a case of trying not to make a mistake more so than being the best.

“EVERY “EVERY GUY I RODE WITH [PRESEASON] [PRESEASON] WAS THAN ME ME SO SO WAS ACTUALLY ACTUALLY FASTER THAN IN WORLD IN A A WAY, WAY, DESPITE BEING A WORLD CHAMPION, WASN’T AS AS HIGH HIGH CHAMPION, MORALE WASN’T AS AS IT IT SHOULD’VE SHOULD’VE BEEN.” “It wasn’t actually until Hawkstone Park when I felt like I could be a world champion. My preparation for Hawkstone Park was second to none. I was confident of what I could do there. And it went to plan, bar the mechanical issue, which was out of my control.

It gave me a 40 point lead heading into the final round in Germany. Granted it wasn’t a done deal but it was a virtual grasp and bar a catastrophic failure the title was going to be mine.”

It was important to get the year off to a strong start in Finland…

“Looking at it from a calendar point of view I just wanted to get through the GP of Finland unscathed. I wanted to get some decent points in the bag and get home uninjured.

But it was tough. To balance preparing for such a unique race and at the same time testing for the rest of the year wasn’t easy.

Like I said my preseason in Spain didn’t go quite well. I’m not sure if I wasn’t quite ready or just not in the right mind set, but I couldn’t match the times of the guys I was riding with.

“…ENDURO “…ENDURO NEEDS TO BE WHAT WHAT THE THE GP THAT WAS WAS GP OF OF GERMANY GERMANY WAS — THAT WORLD TERRAIN. WORLD CLASS ENDURO TERRAIN. THAT’S TERRAIN THAT’S THE THE TYPE OF TERRAIN THAT ENDURO.” THAT BROUGHT BROUGHT ME TO ENDURO.” “I knew I needed to go to Finland and train in the snow and ice to be ready. Doing that helped a lot, I could see that I was becoming more prepared than those I would be racing against for the title. In the end things went good, great even. So as I started getting closer to round one and was training well in Finland it became more of a case where I was prepared to do as good as I could and take points off everyone. I knew winning would be a tall order, the Finnish would always be extremely strong but mentally I’d changed the goal posts and wanted a good result. In the end things went good, great even. Saturday was good and Sunday was a lot better despite conditions being so alien to us.”

Why variety should be the spice of the championship…

“We need a wider variety of terrain in the championship. The vary has only been in three rounds — Finland, Spain and Germany. Otherwise the terrain at the majority of races has been the same. In my opinion enduro needs to be what the GP of Germany was — that was world class enduro terrain. That’s the type of terrain that brought me to enduro. I’m not interested in going flat out around a dusty field — there’s no enduro skill in that — hence why you see so many top level motocross riders doing well.

“THE “THE TESTS SHOULD SUIT SUIT THE THE TERRAIN AVAILABLE. JUST JUST TERRAIN THAT’S AVAILABLE. BECAUSE SAYS YOU YOU BECAUSE THE RULE BOOK SAYS MUST ENDURO MUST HAVE HAVE A CROSS TEST, ENDURO TEST DOESN’T TEST AND AND EXTREME TEST, DOESN’T MEAN GOOD IDEA.” IDEA.” MEAN THAT’S A GOOD “The tests should suit the terrain that’s available. Why not have two long enduro tests and no extreme test, or even three enduro tests at some events. Just because the rule book says you must have a cross test, enduro test and extreme test, doesn’t mean that’s a good idea.

“If you look at who went well in Germany you’ll see they were enduro riders. But it’s not until you go to places like Germany when you realise who is a really good enduro rider. It was a complete test of skills especially with a nineminute enduro test in the woods. I shouldn’t be winning a test by 29 seconds, that shouldn’t really happen.”

Change is good but enduro should be traditional time card enduro…

“It was good to change it up, but for me the championship shouldn’t be in a position where it’s necessary to do that. For me, enduro is timecard enduro. If they want to add GNCC, extreme or whatever then make a new championship. Obviously I grew up with the British Sprint Enduro Championship and cross country racing so that did help us British riders as foreign riders don’t really do either disciplines. I knew what to prepare for the British GP. “In my mind the series needs to be in countries like Germany, Czech Republic and Wales. That’s traditional enduro terrain. I don’t really see how for example The Wall extreme enduro has a place in the EnduroGP championship.

I don’t like the place. The ground is bad and it’s easy to hurt yourself. It’s not an enduro venue. It’s also so alien to the series in that it could be dangerous. It’s not something you can properly prepare for and I think a lot of riders won’t have the skills to ride it, I don’t want to see someone getting hurt because of it. I’ll race what they put in front of me, but I don’t that it’s fair or a good idea.”

“I “I HATE HATE THE SUPER TEST… TEST… IT’S IT’S A A LOT LOT OF FUSS FOR ONE SPECIAL SPECIAL TEST.” TEST.” I’m not a Super Test kind of guy…

“I hate it. I understand the principle of it and I like the crowd and atmosphere, but I could live much happier without the Super Test. I basically just try to get through it. It’s just a lot of fuss for one special test. It’s hard to get in a frame of mind for it. You hang around for hours waiting for it, then sit cold on your bike for 30 minutes beforehand and then before you know it, it’s all over. Suddenly you’re seventh or eighth and 15 seconds down before you start properly on Saturday and have to go out into the first special test and risk so much to get that time back.”

The EnduroGP overall category shouldn’t be a world championship…

“In my eyes the EnduroGP overall category shouldn’t be a world championship. I feel it’s disrespectful to guys like Antoine Meo or Johnny Aubert or Christophe Nambotin who have unofficially been fastest but haven’t got a world championship to show for it. Instead of being a seven or eight time world champion, they are a three or four time world champion. This year I should be a three-time world champion, but I’m not. I’m an EnduroGP world champion but it wasn’t classified as an overall title. In 2016 it was and in 2018 it will be but for me it wasn’t, which is hard to explain to somebody who doesn’t live in the sport.

“I think it needs to be E1, E2, E3 as the world title classes, like it’s going to be in 2018 and then have an overall manufacturers title. You can still have an outright winner but not claimed as a world title. There’s a lot of riders who feel similar. I’d like to see more classes too. I’d add in a Senior Enduro 125 class too, more classes would mean more opportunities for more riders.”

I’D I’D ADD ADD IN A SENIOR ENDURO ENDURO 125 125 CLASS CLASSES WOULD WOULD CLASS TOO, MORE CLASSES MEAN FOR MEAN MORE OPPORTUNITIES OPPORTUNITIES FOR RIDERS.” MORE RIDERS.”

I’d love to be an ISDE Champion…

“In the future I’d love to be an ISDE champion, it would be a huge achievement in my career. And to win it as a team with Britain would be the icing on the cake. The quality of riders in Britain are first class, we’ve more than enough now to do it. I know we can go there and win it. I want to go there and win it.

“But until we’ve the right support package we can’t do it in a manner that would allow us to compete against nations like USA, Australia or France. It’s the reason why myself and a number of other riders didn’t compete this year.

“Racing is my job, I’m leading the world championship and so it’s risky to ride. If the ISDE came after the season and the ACU came with a support package to match the talent of the entire team then things could be so different. At the moment it’s like asking a builder to work abroad and not pay him. He must also take two employees with him, who also don’t get paid, so who would do that! I’m not after it for money, but if they said take someone and we’ll pay your expenses, it won’t cost you, then I’ll do it, I’d be the first on the plane to go.”

“IN “IN THE THE FUTURE FUTURE I’D LOVE TO BE AN AN ISDE ISDE CHAMPION TEAM WITH WITH CHAMPION …AND …AND TO WIN IT AS A TEAM BRITAIN THE CAKE.” CAKE.” BRITAIN WOULD WOULD BE BE THE ICING ON THE Taking a hat trick of titles in 2018 would be incredible…

“The goal for 2018 is to try and back it up, go for the three-peat. I’m one year into my three-year contract with Beta so everything is good in that regard. I’ll prepare well over the winter and then see what happens.” e

FREERIDE KTM’s fun Freeride model ups its game with an enduro look, improved suspension and new 250 four stroke engine Words: Jon Pearson / Photos: Chippy Wood

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s a younger kid in the KTM off road range, the Freeride is the definitively welcoming and fun bike for every rider.

With a unique look of its own, plus a sprinkling of EXC parts, it was always part of the KTM Enduro range but, somehow not part of it.

The Freeride range has been around for six years and was always about encouraging novice riders. But it also promised more experienced riders a fun bike, something to take to the trail or practice ground and mess about on. The trouble was, while it answered the call of the novices, it left everyone else wanting more from a confused chassis and too soft suspension.

KTM’s plan with the 2018 Freeride in a simplified range of just two models now – the 250 F and E-XC – was to answer more of the calling of riders wanting that fun bike. A bike which could handle the rough stuff, stretch its legs better and essentially live up to its billing.

Tweaks to the frame geometry and a host of parts handed down from big brothers in the EXC range have upped the Freeride’s game for 2018: a de-tuned EXC250F engine is friendly but broadly useful and physically shorter in the frame. A detuned but much improved WP Xplor forks and shock set-up from the EXC models greatly improve the performance of the Freeride over a wider mixture of terrain. The whole look of the bike has improved thanks to an EXC-mimicking headlight cowl, handguards and front fender. It completes the look and gives the Freeride a fresh and more purposeful place in the KTM line-up.

“THE NEW STIFFER FRAME MAKES IT STEER AND HANDLE BETTER AT SPEED… THE XPLOR SUSPENSION HELP IT TRACK A BETTER LINE AND BEHAVE MORE LIKE AN ENDURO BIKE.”

RUN TO THE HILLS We had a day testing the new Freeride in a huge range of riding conditions from a hillside MX track with decent jumps to mountain trails and some very trials-like technical riding – a strong test under former championship class and national champion turned offroad school owner, Ady Smith.

The previous Freeride models (250 two-stroke and 350 four) disappointed many because it was too soft and got flustered when you tried too hard. Sure, you aren’t meant to try too hard on the Freeride, that’s the point and that’s why it is so good for novice riders. But it always promised by nature to be a fun bike for anyone to ride rather than limiting itself to novices.

From the very start, riding in such varied conditions showed the new Freeride with its new suspension and slight chassis tweak are making a big difference. Quickly it became that fun bike it promises to be and while it is obviously still coming up short when you’re trying too hard (you can still push the suspension too far) the fact is it copes well with idiots trying too hard to ride up stuff they shouldn’t be doing!

Fundamentally the Freeride is still the novice friendly bike it needs to be. A 15mm taller seat height thanks to the new Xplor suspension ups the game but not by much at all – 915mm is not a big change in height for the reward in handling. Precise and light controls still mean it is a nicely controllable bike to ride whatever your level – a mixed bag of riders on the launch had trials, enduro and motocross riders all having the same fun.

It’s a simple answer to the previous model’s problems.

The new stiffer frame make it steer and handle better at speed. A beefed-up headstock area on the main frame actually makes no changes to the geometry of the Freeride’s chassis but it has given the bike poise and control where the old model was flustered and flappy.

“…IT’S THE KIND OF BIKE WHICH ENCOURAGES YOU TO TAKE THE HARDER ROUTE FOR THE HELL OF IT.”

BEEFED SUSPENSION Chiefly though it is the Xplor suspension helping it track a better line and behave more like an enduro bike. Rightly, the Freeride is a smaller bike than a ‘real’ enduro bike but the new suspension helps it sit taller on its wheels, sag less when you sit or stand on the bike and hold itself up better to take on the terrain more confidently and capably. It is better at freeriding, I guess you would say, funnily enough.

On this launch we did plenty of freeriding and going where we wanted. Jumping off piste to take in some rocks steps, log jumps or hopping over giant earthmover tyres — it’s the kind of bike which encourages you to take the harder route for the hell of it.

The design cleverness on the Freeride is strong. That flip-up seat revealing the five-litre tank and snug-as-a-bug air filter remain from previous models. A new lithium Ion battery (lifted straight out the EXC range) sits snugly behind the engine and has easy access.

The exhaust header pipe sweetly drops straight down and under the engine and away from burning yourself or getting knocked in a spill. The exhaust pipe splits into two very quiet and trail riding-friendly, spark-resisting tail pipes making this new model an incredibly respectful bike to ride on tracks and trails you might share with walkers, horse riders and so on.

“…THE FREERIDE’S HAND-MEDOWN 250 EXC-F ENGINE IS A GOOD CHOICE – DE-TUNED AND WITH VERY LINEAR POWER DELIVERY IT IS FREEREVVING ENOUGH TO BE CAPABLE ACROSS A RANGE OF RIDING BUT SOFT AS BUTTER MOST THE TIME.”

HORSES TAMED The DOHC, 4-stroke engine is a restricted version of the 250 F you’ll find on an EXC too and sets out a stall accessible to learner riders, Euro4 compliant, reliable as old horses and just as docile. 20.5hp isn’t a lot (an optional mapping switch increases it to 26hp) but it’s free-revving enough to be capable across wider range than you’d imagine and it coped well with some tough asks on our test. It’s A2 licence compliant too, which for my money, makes it a great learner road bike – though get yourself a good security lock if you like the idea.

In fact the Freeride’s hand-me-down 250 EXC-F engine is a good choice – de-tuned and with very linear power delivery it is free-revving enough to be capable across a range of riding but soft as butter most the time.

Simple things come easily to you on the Freeride too: the clutch is light, the brakes work with feel and control (and can be span adjusted easily at the lever depending on your hand size), and the bike in general is easy to control. Older models had an issue with the front brake master cylinder and a spongy brake feel. The part has been upgraded and on this test I had nothing but good brake control and feel all day long.

A SURPRISE PACKAGE Don’t be thinking it is a trials, enduro and motocross bike – of course it isn’t – but it can do a decent job of aping any one of those bikes if you don’t expect too much. Versatile is the word, but it’s important to remember not to over-estimate this bike. If you do you’ll be disappointed. But, and this is a big but, if you don’t underestimate it, the Freeride might just surprise you.

Why ditch the two-stroke and 350F models? The decision, KTM says, is basically born of riding and thinking about what works best and why you’d need more models. The four stroke engine makes sense because it is less complicated with fuel but really, why do you need more models if this one works? The electric E-XC model covers different ground and if you need something different then you likely don’t need a Freeride.

Another question to ask is why do we need it at all?

KTM’s EXC 250F is a perfectly docile bike for beginner level riders isn’t it? You’re excused for thinking that but you need to think harder. If you can’t see the point then you either need to try a Freeride or be off with you and stop worrying about it.

Not everyone needs a tall and purposeful enduro bike. By design the 250 EXC-F is still a sharper bike to ride, the throttle response isn’t strong like a 300EXC two-stroke or 450 EXC-F but it is a step ahead of the Freeride and some people simply don’t need that.

VERSATILE IS THE WORD, BUT IT’S IMPORTANT TO REMEMBER NOT TO OVERESTIMATE THIS BIKE… THE FREERIDE MIGHT JUST SURPRISE YOU.

“THE FREERIDE RANGE HAS EVOLVED, ESSENTIALLY BECOMING THE BIKE IT NEEDED TO BE.” Simple things are easier with the Freeride also, things you might not think about if you’re a more experienced rider, like loading into the back of the van or a trailer. It’s a doddle because it is lighter and smaller. That makes it good not only for novices but how about the old dudes riding at a weekend who don’t need a proper competition sized bike anymore and just want a reliable and easy ride? The Freeride has more scope that you expect.

While we’re talking about size, the older Freeride never felt like it fitted me to be honest. I’m fairly tall and the Freeride always felt too small and encouraged an uncomfortable riding position.

Despite a pretty low 915mm seat height and short 1418mm wheelbase, at 185cm tall I fit it better, without losing that small and manageable feel. With 250mm/260mm front suspension travel front and rear it stands more firmly, rather than taller, and that means you can be more confident than any previous Freeride would let you.

The Freeride range has evolved, essentially becoming the bike it needed to be. Customer feedback and development has brought about changes we needed to see — not least a better handling bike, more rounded and capable across a range of terrain but no less easy to live with. Both E-XC and 250F models have the same changes to chassis and suspension by the way, so the electric bike promises much when we test it. Stay tuned.

SPECIFICATIONS KTM Freeride 250F Price £6599 Engine 249cc, single cylinder, four-stroke Power 20.5bhp (claimed, 26bhp with optional switch, torque N/A) Suspension WP Xplor forks/PDS shock 250mm(F)/260mm (R) Wheelbase 1418mm Seat height 915mm Fuel capacity 5litres Weight 98.5kg Tranmission 6-speed, chain Colours Orange/white Availability now, ktm.com

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Words: Robert

BEST OF HE YEAR

enty Seventeen Lynn / Photos: Future7Media

HARD ENDURO RID

Graham

For yet another year running Graham Jarvis was once again t his rivals have finally got the measure of the 42-year-old, he r swinging, Jarvis won five races on the bounce. Most notably, Hell’s Gate classic in Italy. He then went to Brazil and won a s the one that got away from him — the one he wanted most.

Romaniacs, an incredible come-from-behind win at Red Bull Spain. In fact he only missed the podium once this seas

the most dominant force in hard enduro. Just when you think ramps things up another notch. Coming into the 2017 season , two of those wins came at the Ales Treme in France and the shortened Red Bull Minas Riders. Unfortunately Erzberg was But he more than made up for that with victory at Red Bull l Sea to Sky and then victory against all odds at Hixpania in son with a fourth place finish at Megawatt. Incredible.

Twenty Seventeen

m Jarvis

BEST OF THE YEAR

DER OF THE YEAR:

ENDURO WORLD CHAMPION

Steve Ho

As a now two-time Enduro World Champion Steve Holcombe i paddock. Meticulous in his preparation for the 2017 season series progressed. Knowing where and when he could pre point’s lead after the GP of Hungary. Building momentum, he for title honours and he left it with a 40-point virtual grasp o season finale in Germany, Holcombe arguably delivered the g catch up, he charged his way to a commanding doubl

is the rider all others are measured against in the EnduroGP n, the Beta rider grew both in confidence and speed as the eform at his best, he did exactly that taking control of the e entered the penultimate round in Britain odds on favourite on the #1 plate. Despite not needing a winning result at the greatest ride of his career to date. Leaving everyone playing le win and the EnduroGP World Championship crown.

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olcombe

BEST OF THE YEAR

NSHIP RIDER OF THE YEAR:

EVENT OF T

Enduro GP o

The EnduroGP of Germany marked the perfect ending legendary Zschopau region in the east of the country Snotty, rooty, demanding and technical forestry tracks fans turned out in their droves to watch some of the Super Test into the early hours of Monday for the after

g to the 2017 Enduro World Championship. Held at the y, it offered up the best of traditional enduro terrain. s challenged each and every rider in the paddock, while e world’s best riders in action. From the Friday night r party, Germany showed us all how enduro should be.

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of Germany

BEST OF THE YEAR

THE YEAR:

MOST IMPRO

Mario R

When you are regarded as one of the best riders in Mario Roman became more and more the real deal in time until he claims that breakthrough victory. Runne Red Bull Romaniacs, Red Bull 111 Megawatt and Red B and nail for, never giving up the whole way through. I determination into the new season, expect the

the world it is hard to get that little bit better. But hard enduro during 2017 and now it’s just a matter of er-up results came for the Sherco rider at Ales Treme, Bull Sea to Sky. And they were results he fought tooth If he carries that new found sense of confidence and e Spaniard a step higher on the podium in 2018.

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Roman

BEST OF THE YEAR

OVED RIDER:

STAND OUT PE

Alfredo Gomez / Red Bull Har

Winning Erzberg is every hard enduro rider’s Everest. Taming t on the door of doing for a number of years. It’s not just the co focused on Erzberg and that alone adds untold pressure ont 2016, Gomez made no mistake this time around. Methodically in Carls Dinner and never looked back. G

the Iron Giant is something Alfredo Gomez has been knocking ourse that’s extreme but also the occasion itself. All eyes are to an athlete’s shoulders. Having cracked to the pressure in y working his way through the field of riders, he took the lead Gomez had finally beaten the Iron Giant.

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ErzbergRodeo’s re Scramble

BEST OF THE YEAR

ERFORMANCE:

BEST PREFORMI

Christophe

Christophe Charlier’s transition into enduro has be riding when no ride came his way in MXGP, the Co baptism of fire but he kept grafting to podium at Championship. But it was as a member of Team Fran French ISDE World Trophy team victory in Brive, Charl of Nations and helped France to a winning performan

Twenty Seventeen

e Charlier

een both short and impressive. Directed into woods orsican got down to work. The GP of Finland was a the GP of Great Britain and win the Italian Enduro nce where his greatest highlights came. Claiming a lier then got a last minute call to race the Motocross nce there too — albeit without a headlight on his bike.

BEST OF THE YEAR

ING NEWCOMER:

BIKE OF T

Beta R

Beta have become a force to be reckoned with in e titles thanks to the efforts of Steve Holcombe an Holcombe scorched his way to a second world cro Freeman, against the odds, won in Juniors — his firs terms the RR 300 also went down a storm at Beta’s ultimate do-it

enduro. In 2017 they claimed not one but two world nd Brad Freeman, both on the RR 300 two-stroke. own in as many years, claiming the EnduroGP title. st professional world championship. In production s 2018 launch back in July, ticking our boxes as the t-all machine.

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RR 300

BEST OF THE YEAR

THE YEAR:

ONE TO RE

Eero R Enduro GP

Winding the clock back to March, Eero Reme’s doub World Championship was impressive. Granted, many be fast, but not to also unofficially win the event out had never previously competed in the Lake Paijanne the manner in which Remes handled the 25-plus spe

ble victory at the opening round of the FIM Enduro y expected the two-time Enduro 1 World Champion to tright too. But truth is Remes, despite being Finnish, e race and isn’t a lover of riding in snow and ice. But ecial tests was impressive and one to be applauded.

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Remes, of Finland

BEST OF THE YEAR

EMEMBER:

MOST PROMISIN

Billy

In his first full season of hard enduro, Billy Bolt h been to before and being a professional rider for th off — third in the Ales Treme prologue — he regular At home he squared up against teammate Graham Ja Championship and won. With top ten results at Erzbe from a near severed toe), big improvements came w Hixpania’s Sunday main event. With skills t

had a lot to learn and adapt too — races he’d never he first time. Showing flashes of brilliance from the rly challenged the world’s best hard enduro riders. arvis and David Knight in the British Extreme Enduro erg and Red Bull Romaniacs (despite still recovering with fifth at Red Bull Sea to Sky and then second in to pay the bills, the only way is up for Bolt.

Twenty Seventeen

y Bolt

BEST OF THE YEAR

NG YOUNGSTER:

PERSONALITY

Laia

Sport needs personalities and non more so than endu sport’s shadows is tough. Professional, hard workin known the world over — heck, she even got her face of riding bikes is something to be admired. She’s a the media and is also humble in both victory and de winning the Women’s Enduro World Championship,

Twenty Seventeen

BEST OF THE YEAR

Y OF THE YEAR:

Sanz

uro where the ability to break away from mainstream ng, adored by her fans, role model to the youth and e on Spanish taxis — Laia Sanz’ work ethic and love a rider who gives it her all on track, makes time for efeat. One of the first to congratulate Maria Franke , Sanz offers something we can all learn a lot from.

PRIVATEER O

David C

Against riders like Graham Jarvis, Jonny Walker or Wade Young, it’s ea Cyprian is one guy not to be overlooked. Boasting great talent, Cypr rides at Red Bull Romaniacs and Roof of Africa, plus 11th at Red B

asy to get overshadowed in hard enduro. But young Czech rider David rian is always a top contender no matter where he lines up. Top ten Bull Sea to Sky mark just some of Cyprian’s season best results. e

Twenty Seventeen

Cyprian

BEST OF THE YEAR

OF THE YEAR:

WHERE WILDCATS ROAM ENDURO WEAR FOR THE ENDURO RIDER, KLIM TAKE US DEEP INTO A SNOW-CAPPED IDAHO MOUNTAIN WILDERNESS TO PUT THEIR ALL-NEW F5 HELMET AND DAKAR CLOTHING TO THE TEST…

Words: Robert Lynn / Photos: Robert Lynn & Stephen Clarke

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hy is it snowing? It’s only October, why is there snow on the ground, it shouldn’t be snowing, nobody mentioned snow!” Waking up from a semiconscious trans-Atlantic slumber in Jackson Hole, Wyoming, USA, this was my initial reaction to seeing a runway of white stuff. Snow — I wasn’t expecting that and now suddenly I was regretting packing shorts for this trip. This would be a different sort of dirt biking in the USA. KLIM had invited us to their headquarters on the Wyoming/Idhao state line for a factory visit to check out their new F5 helmet and Dakar range of off road riding gear, but also to see firsthand where all the products they manufacture get tried and tested. As a moto and snowmobile clothing manufacturer, KLIM are a little different to other gear manufacturers out there on the market. First of all their passion is off road, they don’t really do motocross, never mind supercross.

Framed riding shirts on the walls of their headquarters include Graham Jarvis, Cody Webb and Ty Tremaine, not people like Chad Reed, Ken Roczen or Jeremy McGrath.

“…A “…A HUNGER HUNGER TO PRODUCE PRODUCT TO TO AA PREMIUM PREMIUMAND AND NOT CARVE THEIR THEIR OWN OWN NOT AA PRICE PRICE POINT HAS SEEN KLIM CARVE DISTINCTIVE INDUSTRY.” DISTINCTIVE PATH WITHIN THE INDUSTRY.” Instead, they’re all about the great outdoors, pukka woods riding kit for dirt bikes and class-leading gear for those where adventure is life. Then when it snows — and it snows a lot in Idaho — dirt bikes get put away for the winter months and the snowmobiles and snow bikes come out to play. And so, when you’re backcountry, knee-deep in the white stuff, you need gear that can quite literally save your life in sub-zero temperatures. It’s meeting those requirements, along with a hunger to produce product to a premium and not a price point that has seen KLIM essentially carve their own distinctive path within the industry.

“IDAHO “IDAHO IS IS OLD-STYLE OLD-STYLE AMERICA, PROPER BACKCOUNTRY BACKCOUNTRYSTUFF STUFFWITH WITH MILES HIGH-ALTITUDE MOUNTAIN MOUNTAIN MILES AND AND MILES MILES OF FORESTRY AND HIGH-ALTITUDE PASSES, ABOVE SEA SEA LEVELS.” LEVELS.” PASSES, STARTING STARTING AT 2000 METRES ABOVE

SUIT UP BEFORE BREAKFAST “We’ve got an early start in the morning, so suit up before breakfast — we’re gonna take the fun route to work,” KLIM’s marketing man John Summers tells us. “We’ve got at least a two-hour ride ahead of us to KLIM’s headquarters, but it might take a little longer depending on how much snow is lying higher up. There’s no snow here but wear what we gave you because it will get cold.”

Already liking the style of how these guys roll, I was certainly keen for this alternative commute to work. Idaho is old-style America, proper backcountry stuff with miles and miles of forestry and highaltitude mountain passes, starting at 2000 metres above sea levels.

If you’ve ever watched backcountry single-track enduro riding videos between tall forestry pines in the USA, then there’s a good chance they were filmed around here.

Suiting up, KLIM had provided their Aggressor 1.0 pant and shirt base layer. Derived from their snow-wear range, the Aggressor has three levels of layering — 1.0, 2.0 and 3.0. For normal Autumn/Winter riding, the 1.0 will keep you warm and toasty but not cooking like the 3.0 would when it’s not sub-zero temperatures outside.

“…THE “…THE DAKAR DAKAR RANGE IS AN EVOLUTION EVOLUTION OF OF WHAT KLIM FEELS OFF ROAD ROAD RIDERS RIDERS NEED IN A RIDING KIT.” The Dakar riding kit is KLIM’s most wellrounded dirt bike gear for enduro and off-road riders. They hit the market with it back in 2004, and Fall 2017 marks its latest edition. As Summers explained, the Dakar range is an evolution of what KLIM feels off road riders need in a riding kit.

With four materials used in the construction of the jersey, it moves and fits with your riding and provides ventilation where needed. Built to last, its shirt sleeves are not going to tear at the sight of a stray branch, or rip from carrying a hydrapack or backpack when riding. The pants too follow the same line of thought in construction.

And the additional touches of a handy zipper pocket for stashing keys, plus the option of an “over the boot” pant, remind you again of KLIM’s enduro DNA.

THE CARBON FACTOR The pièce de résistance is KLIM’s new, full carbon, F5 helmet.

Three years in development, the F5 sits at the top of their helmet range and one the guys at KLIM are proud of. Hitting three targets of improved fit with complete comfort, ventilation and weight, the carbon-weaved structure weighs in at a healthy 1210g (pads included).

“THREE “THREE YEARS YEARS IN DEVELOPMENT, THE F5 SITS SITS AT ATTHE THETOP TOPOF OFKLIM’S KLIM’S HELMET OF IMPROVED IMPROVEDFIT FITWITH WITH HELMET RANGE. RANGE. HITTING THREE TARGETS OF COMPLETE WEIGHT,THE THECARBON-WEAVED CARBON-WEAVED COMPLETE COMFORT, VENTILATION AND WEIGHT, STRUCTURE 1210G (PADS (PADSINCLUDED).”

INCLUDED).”

STRUCTURE WEIGHS IN AT A HEALTHY 1210G Development saw multiple moulds created throughout the process to get the perfect fit with no pain points. Ensuring things stay cool when the trail gets hot, ventilation was answered with a whopping 18 intake and eight exhaust vents.

This was done to improve air intake at speed but also exhaust heat at low speeds and on extreme terrain. Adding in a fully washable liner, a new Fid-Lock closure with magnetic guide (EC2205 certified), large eye port for wide field of vision and a neck brace compatible design, sits the F5 right up there with the highest standard of helmets on the off road market.

The additional extra peak, windstopper liner and helmet bag included also make for nice touches.

ALTERNATIVE WORK COMMUTE Firing up the Honda CRF250 Rally into life, we headed off the beaten track towards KLIM’s HQ. Juicy UTV trails saw us wind our way along the valley floor. A crisp Autumn morning, the sun’s rays pierced through the forestry, lighting up the trail as we went. For this time of year the dirt was perfect. Moist loam offering just the right level of grip for the trail-spec tyres on the little 250 Rally.

Within minutes, the hustle and bustle of town life was a distant memory and we were deep in the wilderness.

To reach KLIM we had to head for higher ground to cross the mountain pass and then traverse down the valley on the other side. Having started at 2000 metres altitude, sure enough patches of snow began to build and build with each passing turn. Patches then turned into short stretches and soon afterwards filled the trail, turning into a white-winter wonderland.

“TRUE “TRUE TO THEIR WORD, THE F5 HELMET’S HELMET’S 26 26 VENTS CIRCULATING VENTS WERE HELPING TO KEEP AIR CIRCULATING WHERE I WAS NEEDING IT THE THE MOST.” MOST.” The 250 Rally was holding her own against the elements, but wrestling that fine line of traction and grip made for a work out. Add in the altitude factor and I’m not ashamed to admit my ginger head was working up a sweat. True to their word, the F5’s 26 vents were helping to keep air circulating where I was needing it the most.

With my Viper Pro goggles staying planted to my face, things were looking good. With the highest point reached, it was time for a well-earned breather and a chance to soak in the views.

Trail bars munched, it was time to swing a leg back over the little girl and point her south. Charging our way back down the valley floor, the snow soon turned back into dirt and later to a final short stretch of tarmac as we rolled into the KLIM’s impressive looking HQ just in time for a late lunch and welcome rest. A great morning in the mountains, we’d taken the change in temperatures and terrain in our stride, adding testament to wearing the right kit for the conditions.

STICKLER FOR DETAIL “We want to enhance people’s experiences, whether they’re riding their dirt bike, adventure bike or snowmobiling,” KLIM’s top brass Paul Webber tells us over lunch during the factory visit. “When you’re worried about what you’re wearing then you’re not enjoying what you’re doing, that’s how we see things here.”

“IT’S “IT’S NOT NOT UNTIL UNTIL HE PULLS OUT VARIOUS FABRICS FABRICS AND AND ASKS ASKS YOU DIFFERENCESININ YOU TO TO TRY TRY AND RIP THEM APART DO THE DIFFERENCES STITCHING STITCHING AND AND THREAD COUNTS ADD UP.” It turns out Webber is quite a stickler for detail and it’s that extensive fussing over the number of threads in a seam or butt stitch that spills out into KLIM’s products. He’s happy to admit he’s the type of guy who could easily talk for hours about zippers and stitch iterations — frankly the boring type of stuff you never consider when stepping into a new pair or trousers or riding jersey. On paper it’s the type of stuff that would go over your head. But it’s not until he pulls out various fabrics and asks you to try and rip them apart do the differences in stitching and thread counts add up.

Handing me a pair of rival trousers he cuts a nick in the leg and asks me to tear it. It splits in half like a knife through butter and I feel like the Incredible Hulk. I try the same with a pair of KLIM Dakar pants and no such look, my superpower-like strength has been short lived. The ice bucket challenge with Gore-Tex gloves deliver similar results, lasting only 20 seconds with a rival glove. For enduro riders those details aren’t just convenient nit-bits, instead they can become a matter of life or death if Mother Nature turns against you in the wilderness.

WILDCATS With Webber’s words offering food for thought overnight, we suit up for another ride in the mountains on day two, this time on a Gas Gas EC300. Local Pro Jubal Brown knows these fullylegal dirt bike trails like the back of his hand and has a cracking 40-mile loop set out. It was nice to get out on the two-smoker and Jubal was promising us some proper enduro single-track trails.

“This area is cool for enduro,” tells Jubal. “There’s thousands of acres here to ride and all of it is legal trail. Today is going to be mostly single-track — with maybe some pushing. There’s some sweet high-mountain peaks touching over 3000 metres in altitude too. It’ll be fun — just keep an eye out for the wild cats.”

“IT’S “IT’S PRODUCT THAT’S BEEN RIDDEN RIDDEN UP UP THESE THESEMOUNTAINS, MOUNTAINS, CRASHED

BY BRANCHES BRANCHESAND AND CRASHED INTO ROCKS, ATTACKED BY WASHED BEING ROLLED ROLLED OUT OUTFOR FORREAL.” REAL.” WASHED IN RIVERS BEFORE BEING With a steady pace going, Brown leads the way. It might have been a while since I last did some pukka enduro riding, but Idaho definitely made it worth the wait. Fast flowing tracks, handlebar width switchbacks and even some sand whoops are thrown at us. The highlight of all is climbing up high into the snowy-capped peaks. The altitude hits you like an anvil to the chest but the views are totally worth it with nothing around for miles around — a pure enduro haven.

Not just a day to savour, it’s also a better understanding in just close KLIM’s roots are to off road. After all this is where they test the product that ends up on the clothes racks in our local dirt bike shop. It’s product that’s been ridden up these mountains, crashed into rocks, attacked by branches and washed in rivers before being rolled out for real. It’s been off road. E

1-ON-1

BRAD N A M E E FR of the 2017 Enduro Taking the outcome onship right down to Junior World Champiyear, Brad Freeman the final test of the ar’s champion‌ rode away as this ye 7Media Words: Robert Lynn

/ Images: Future

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inning the Enduro Junior World Championship, Brad Freeman did so against all the odds. Crashing during pre season testing, Freeman ended up taking an unscheduled trip to hospital having punctured his lung. Forced to stay at home and recover, the 2017 EnduroGP season got underway in Finland without him.

Returning to action for round two, all he could do was try and win some races. It was a plan that instantly paid dividends, with race wins coming at each round. Gradually those victories gained momentum in the points table and entering the final day of the season, the championship lead was his. Keeping it altogether for one more day, Freeman won the season ending race in Germany to become this year’s Enduro Junior World Champion…

Brad, every racer likes to believe they have what it takes to win. But did you truly believe you could make that happen and become world champion in 2017?

Brad Freeman: “Honestly no. I believed through the winter I could, but then when I got injured I thought any chance of becoming world champion was lost before the season started. I crashed during testing. I had to go by helicopter to hospital with my team manager and I was lying there on the hospital bed crying. I felt like I had ruined the year before it had even started.

I thought any chance of winning the world championship was gone. It was only when I started to get some wins and came back in the points that things got good.”

“…I WAS LYING THERE ON THE HOSPITAL BED CRYING. I FELT LIKE I HAD RUINED THE YEAR BEFORE IT HAD EVEN STARTED. I THOUGHT ANY CHANCE OF WINNING THE WORLD CHAMPIONSHIP WAS GONE.”

“I THINK I WANTED TO WIN SO BAD THAT I WAS ACTUALLY STOPPING MYSELF FROM WINNING… I’D HAVE A WORD WITH MYSELF OVERNIGHT AND THEN PERFORM BETTER ON THE SECOND DAY.”

When did you start to believe the title was going to be yours?

Freeman: “Leading into the penultimate round at Hawkstone Park things had improved to the point where I felt that if I could win every day then I could become world champion. It wasn’t until Hawkstone Park that I felt we could win the title. Up until then I was trying to prove I was the fastest rider.

When I won both days at Hawkstone, then I thought it game on.”

Did missing the GP of Finland make the season easier or harder for you?

Freeman: “My only outlook was winning races, whereas for Davide [Soreca] he was trying to maintain a championship lead, so it was probably easier for me with nothing to lose and everything to gain. If we started off with a championship winning attitude, and not chasing wins then it would have been harder.

I only got the championship lead on the last day, and even then it came down to the last test of the final day, so I was still racing with nothing to lose.”

If you could change anything about your 2017 season what would it be?

Freeman: “My day one performances. I’ve always felt stronger on day two. I wasn’t focused enough on day one. I think I wanted to win so bad that I was actually stopping myself from winning. I think because I had won the last time out I expected myself to go out and do it again. I’d have a word with myself overnight and then perform better on the second day. But towards the end of the year it got better, I won both days in Britain and then Germany.”

What was the highlight of your season?

Freeman: “Definitely Germany was greatest moment of my life, but also at home at Hawkstone Park. That was the first time all my family had come to watch me race and see what I do. For them to see me race and win at home on the world stage was probably the best moment of the season.�

“…THE SUPER TEST ALWAYS GETS A LARGE CROWD IN, THE ACTION IS EXCITING, SO IT HAS TO BE A POSITIVE PROMOTION OF THE SERIES.”

The Super Test continues to split opinion. What’s your take on the Friday night “show”?

Freeman: “For the spectators it’s very good, especially when done properly like at the GP of Germany. It helped give me a more unpredictable race — you do see a lot of riders crashing.

But the Super Test always gets a large crowd in, the action is exciting, so it has to be a positive promotion of the series.”

Hawkstone Park brought new challenges in sprint enduro and GNCC style racing. Do you welcome these additional formats to EnduroGP? Freeman: “I do. A world champion should be an all round rider, one who can ride traditional enduro, ride the sprint format and can do a three-hour race.

It adds something different to the championship, like Finland did. The added mix helps favour different riders and see different riders excel and that’s a good thing. Hawkstone had a lot of spectators, it was more accessible to the public and offered a different atmosphere.”

This season has seen a wide and varied mix of terrain and formats. Speaking from a rider’s point of view, has it been a complete test of ability?

Freeman: “Snow in Finland, dust in Spain, sand in Hawkstone Park and mud in Germany. The world championship races in the past have been almost all dry and dusty. This year was a return to the old format, like 15 years ago.

To win this year you had to be a good rider in all conditions and I hope it continues like that. The championship needs to be as varied as the riders who race in it.”

“A WORLD CHAMPION SHOULD BE AN ALL ROUND RIDER, ONE WHO CAN RIDE TRADITIONAL ENDURO, RIDE THE SPRINT FORMAT AND CAN DO A THREE-HOUR RACE.”

“IF THERE WAS STILL TWO CLASSES I’D BE RELUCTANT TO MOVE TO SENIORS FOR 2018. I’D MAYBE FINISH EIGHTH AT BEST.”

After completing a season of two senior classes in EnduroGP, what were your thoughts on it and now a return to three classes?

Freeman: “Two Senior classes was a bad but necessary move. They needed to try it, but it didn’t work, so they haven’t continued with it. It’s how the sport evolves, manufacturers do it, why not a championship. But having 50 riders at a world championship is a disgrace. Moving back to three classes will hopefully show riders that there’s more to race for. If there was still two classes I’d be reluctant to move to Seniors for 2018. I’d maybe finish eighth at best. It’s the same risk as third in E2 but without the reward making it a harder jump for a Junior to make. Look at Giacomo Redondi, he dominated Juniors in 2016 and struggled for eighth or ninth in EnduroGP, that’s not fair. That shows the classes didn’t work.”

Hard enduro events are becoming increasingly popular. The Wall Extreme will form part of the 2018 series. What’s your thoughts on that?

Freeman: “That’s actually where I got injured. It’s a good venue but I’m not sure it’s good enough for a world championship event. The Wall just isn’t up to standard. I’m not sure how you could ride there on a 450F, — even Toni Bou would struggle, I’d be happier without it.”

Finally, what does 2018 hold for you?

Freeman: “It’s my first year in the Seniors so I have to step things up.

Steve Holcombe did it and he didn’t win the Junior title, but when he stepped up to Seniors he was ready. As long as I keep progressing I’ll be happy. It feels like now it’s time to put it altogether — I want to win.” e

HONDA CRF250R

RED HOT

More power, more agile, faster and a bike you don’t want get off — Honda is aiming at the jugular with the 2018 CRF250R. With no official enduro model on the cards, we take a closer look at the new R model to find out how hot Honda’s new baby is and how it might work in the woods...

Words: Jon Pearson / Photos: Honda

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hen Honda totally re-vamped their 2017 CRF450R, the scales in the 450 MX market turned a slightly darker shade of red. Launched a year ago, the new 450 buoyed Honda’s fortunes, brought them back to the forefront with a great new bike. Sure, some big-name motocrossers like Ken Roczen in the USA and Tim Gasjer at GP level were winning on it and that helps, but it is an impressively good bike and that matters — people love a red Honda.

A year down the line and Big Red is aiming for the same greatness with the 2018 CRF250R. With a host of copy-cat changes, the 250R aims to play the sweet little brother role alongside a hardcore sibling.

CUT FROM THE SAME MOULD Like the philosophy behind the CRF450R, the new 250 has ‘Absolute Holeshot’ performance as its design philosophy. The aim for engineers, as with the 450, was to improve every aspect of the chassis and engine performance and make it quicker out the gate and therefore faster everywhere else. The 2018 CRF250R follows exactly that mould with a shorter, more compact chassis with improved mass centralisation plus a more powerful, higher revving engine and crucially, an electric starter button at last.

Basically the 2018 250 frame is identical to the 450 with a 3mm shorter overall wheelbase and swingarm (distance between rear wheel and swingarm pivot is 15mm shorter) plus shorter rake and trail (27.5°/116.8mm). The 340g lighter frame is the seventh-generation twin spar alloy frame on the CRF and the extruded aluminium subframe is 20% lighter, lowering weight up high and reducing the centre mass.

“THE 2018 CRF250R FEATURES A SHORTER, MORE COMPACT CHASSIS WITH IMPROVED MASS CENTRALISATION PLUS A MORE POWERFUL, HIGHER REVVING ENGINE AND CRUCIALLY, AN ELECTRIC STARTER BUTTON.”

“…IT FEELS GREAT TO HAVE SHOWA SPRUNG FORKS BACK ON A CRF. …A SHOWA SHOCK SITS LOWER IN THE NEW CHASSIS WHICH MAINTAINS THE LEGENDARY HONDA/SHOWA PRO-LINK DESIGN MADE FAMOUS IN THE ‘80S.”

Ponte Sfontado is an impressive hard-pack track and it doesn’t take long in our test session to figure things have changed for the good on the 2018 CRF250R. More agile and easier to ride?

No doubt about it but it also feels great to have Showa sprung forks back on a CRF. Showa’s air forks on the old model were about as useful in enduro as flip-flops so it is a relief to find fully adjustable, 49mm sprung forks return to the new model. It means the feel for front-end grip is back and adjustment does something again.

Helping with that ‘Absolute Holeshot’ effect is a fully adjustable Showa shock sitting lower in the new chassis (39mm lower top mount) which maintains the legendary Honda/Showa Pro-link design originally made famous in the ‘80s. One of two drop-offs around the Sfontado track are like riding off the roof of your house, which is daunting on the first laps I don’t mind admitting.

The new forks and shock soak this kind of treatment all day long without feeling harsh or vague. Across rougher sections of the track it is controlled and still has good feel for grip.

Compared to a stock KTM EXC, set-up is stiffer, obviously, but it feels plusher on this terrain and a bike eager to go fast.

“THE CRF250R’S DISTINCTIVE TWIN EXHAUSTS REMAIN AND STAND UNIQUELY AMONG OFF ROAD BIKES, NOT JUST 250 MOTOCROSSERS.”

KEEP HER REVVING “Don’t be scared to over-rev the engine” says Honda Europe’s Off Road Racing Manager and former MXGP race winner, Gordon Crockard. Introducing the 2018 CRF250R, Crockard ran through the CRF250R’s now DOHC, 249cc engine changes: 9% more top end power with 900rpm higher rev-ceiling, power spread more broadly (by 2000rpm) across the revs, bigger bore and shorter stroke (79x50.9mm), larger titanium valves (33mm inlet/26mm exhaust), increased valve lift (10.5mm inlet/9.5mm exhaust) to improve ‘gas flow’ and throttle response, plus reduced air friction help it suck air better. The tighter and more compact engine design had an over-square bore and stroke figure (79 x 50.9mm) and a lighter crank (350g less).

The CRF250R’s distinctive twin exhausts remain and still stand pretty uniquely among off road bikes, not just 250 motocrossers. The twin exhausts give it a look all of its own and with aftermarket exhaust cans fitted, like the Termignonis Redmoto Honda Racing team use in world enduro, it takes on an awesome exhaust note.

The transmission on the 2018 CRF250R is now also simplified with a single oil system (instead of separate engine and gearbox as previous) which reduces weight too with 350cc less oil capacity. The clutch now has different friction plates to blend performance with durability.

Honda says the new model has shorter gear ratios to help access the improved power and this should make the bike more broadly capable across different terrain — not just mx tracks. On this track that helped hit the power through the revs where you need it more and feel like you’ve got the right gear more often.

Where you might expect a 250F to be bogging and lacking guts, if you trust Crockard to his word and keep the motor revving, the new engine pulls better and keeps momentum going. The power is clearly there higher up and it creates a buzz on track. That said the gearing we tested here was standard CRF250R and still obviously motocross spec — at the time of writing Redmoto Honda weren’t giving us any details on how they’ve tested and/or changed standard gearing for their enduro version

“THE NEW MODEL’S ELECTRIC STARTER MOTOR AND BATTERY ADDS 1KG OVERALL AND SITS SNUG UNDER THE SEAT AT THE BACK OF THE AIR BOX.” ELECTRIC START It’s taken Honda a while to get with the programme but, at last, they fitted an electric start and that’s got to be a bonus wherever you ride. We spent a bit of time with the older CRF250RX and it was a pain in the balls to start when it was hot in the woods.

The new model’s electric starter motor and battery adds 1kg overall but I’m hard pushed to say I noticed it thanks to the new weight distribution of the chassis. The lithium ion battery weighs naff-all (0.65kg) and sits snug under the seat at the back of the air box. Honda have removed the kickstarter mechanism too, much like other 250F models with electric starters.

“WITH MORE POWER IN AN EASIER TO RIDE CHASSIS AND SOME GREAT SUSPENSION THE NEW CRF250R IS RED HOT RIGHT NOW…”

Three power modes are also new to the 2018 CRF250R. Adjustable by a simple handlebar button you can switch between ‘standard’, ‘smooth’ and ‘aggressive’ modes. They make an appreciable difference depending on your abilities and riding conditions. Around the mostly hard-packed Ponte Sfondato track the ‘standard’ map was sweetest with a broader spread of power and a straighter power curve.

The ‘aggressive’ mode sharpened things up and would be good for soft or sandy riding but needed more careful throttle control on some baked-hard sections on the track. Conditions weren’t really there to test the ‘smooth’ mode but it would likely work best in slick and sloppy conditions when you are struggling for grip.

It used to be the case that the Honda CR range was at the front of technology and leading the field on the track. In the developing four-stroke world, Honda declared two strokes were dead and concentrated on innovations with the CRF250R like the twin spar aluminium frame and Uni-cam engine. But, though it made leaps forward in those early days in the mid-2000s, in more recent years development has been slow, lagging behind and making it far from the best 250 four-stroke.

Times have changed. It is hard not to walk away from this motocross test wanting more time on the bike, especially more time playing in the trees. Truth is it was hard to leave off any of the riding sessions, such was the addictive nature of this little bike. With more power in an easier to ride chassis and some great suspension the new CRF250R is red hot right now and we can’t wait to get our hands on an enduro spec version.

SPECIFICATIONS Honda CRF250R Engine: DOHC, liquid-cooled, FI, four stroke, single Capacity: 249cc Bore/stroke: 79 x 50.9mm Transmission: five-speed, chain Seat height: 957mm Ground clearance: 327mm Weight: 108kg (claimed, wet) Fuel capacity: 6.3litres Contact: powersports.honda.com e

Words: Jon Pearson / Photos: Future7Media, Flavien Duhamel/Bavo Swijgers/Jarno Schurgers/Ma

If you’re green to beach races how do you approach this mad form of bike racing? How do you prepare, what do you need to do to your bike and what’s it like to start a race with 700 other riders?

We try to answer those questions…

arcel van Hoorn/Red Bull Content Pool

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each racing is like nothing else in enduro. Huge rider numbers, high speeds, hard work and big worries about bike preparation and that dreaded salt water.

It can easily be a step into the unknown: how do you train for it? What will the salt do to my bike? What goggles to wear, how long can I go on a tank of fuel and what’s it like doing motorway speeds on wet sand? There’s a lot to take in and learn quickly if you don’t want to drown in the salty waters.

We threw our long term test KTM 250 EXC TPI and test rider at one to find out. We also spoke to KTM factory mechanics, experienced beach racers plus carried a bit of our own experience into prepping and racing one of the toughest challenges in bike racing.

1.

MASS STARTS

ARE AWESOME! Of all the things you must try in your biking life, a mass start is top of the list.

What a buzz! The incredible experience of riding flat-out down a one-mile straight with hundreds of other riders as you race towards that first impossible sand dune is something else.

Many beach races are characterised by that main straight and it’s something hard to experience anywhere else. Dodging bikes, peering through salty, sandy spray at motorway speeds on a bike that’s weaving like a bugger is wild. Often you’re riding in actual blind faith as the spray and roost sting into your face.

Sitting right back on the rear fender and living with the weave is the trick. It doesn’t stop the weave but helps keep the front light and the back tyre driving you forwards.

“…RIDING FLAT-OUT DOWN A ONEMILE STRAIGHT WITH HUNDREDS OF OTHER RIDERS AS YOU RACE TOWARDS THAT FIRST IMPOSSIBLE SAND DUNE IS SOMETHING ELSE.”

“IF YOU’RE WORRIED ABOUT SALT WATER GETTING INTO CONNECTORS THEN INVEST IN SOME SILICONE DIELECTRIC GREASE WHICH ACTS AS A BARRIER BUT WILL NOT CONDUCT [ELECTRICITY].”

2.

PRE-RACE PREP One of the best pre-beach race tips came from a former GP mechanic friend of ours: “Don’t do much different to normal, just do everything thoroughly. Lots of people go too far, get wrapped-up trying to do so much that they go too far and start to create problems where they don’t exist.”

It’s tempting to go crazy with the water repellent on the electrics but most sprays and standard grease conduct electricity. Best practice is to make sure all connectors are in good order, clean and dry, not cracked and sealing the wiring inside correctly.

If you have a bike with vulnerable connectors or you’re worried about salt water getting into connectors then invest in some silicone dielectric grease which acts as a barrier but will not conduct. Obviously things like bearings need greasing, cables lubing and bolts torqueing up. Give everything a thorough going over to make sure it is clean, dry and prepped.

3.

SORT YOUR KIT OUT There are some must-haves in beach racing but as far as riding kit goes roll-off goggles are top of the list. Everything is having a tough time in a sand race and roll-off goggles are the best answer for clear vision when you’re get filled-in by roost and spray down the straights.

Gloves matter too. What suits you is important but you’ve got to weigh up the fact you’re racing in wet, sandy conditions for hours. Thick or thin, enduro specific gloves, surgical gloves underneath? There are many solutions but get some decent training done pre-race to figure out what you need for yourself. Tapingup areas where blisters form on your hands is a strong idea too.

I taped my thumbs securely but also changed gloves at every pit stop.

“IT MAKES THINGS MUCH QUICKER AND EASIER TO HAVE SOMEONE ELSE FILLING THE BIKE WITH FUEL, HANDING YOU FRESH GOGGLES AND CHECKING AROUND THE BIKE.”

4.

TRY TO BRING A HELPING HAND It’s not the end of the world if you don’t have a pit crew but it sure as hell makes life easier.

The problem with going solo is you’re doing everything yourself and that is slower and you can make mistakes – plus it is nice to have a second to relax. It makes things much quicker and easier to have someone else filling the bike with fuel, handing you fresh goggles, brushing the radiators and checking around the bike.

That’s amplified if something goes wrong when you could do with a second or third pair of hands.

I went solo and though I had everything prepped — goggles, spare gloves and protein bars — and ready to go in a waterproof box, the idea of having those things handed to me or someone else dump fuel in my bike would have surely helped.

5.

HELP THE BIKE BREATHE Radiators and air filters are the vital organs of your bike so they need pre-race prep. Beach racing has a very real habit of making bikes boil over as the sand clogs-up the radiator. Before the race get a small screw driver and carefully adjust any fins which have knocked flat. Brushing rad guards off during pit stops helps get rid of sand build-up too.

Radiator protection sleeves sit around or in front of the rads to hold sand away from the radiator and create a barrier. Air filter protectors add an extra layer without restricting intake too — we used a KTM Power Parts filter cover.

If your air filter is washed and thoroughly cleaned and dried before prepping with a good coat of filter oil then you can’t go far wrong. We used a FunnelWeb filter due to its increased surface area over many standard filters.

6.

CHAIN, SPROCKETS, PADS Use a new (or nearly new) chain and sprocket set for better durability. We used SuperSprox with their steel outer rear sprocket because they are tougher in harsh conditions. We used a Renthal R32 O-ring chain too, specifically designed for dirt bike use and one we’ve tried and tested in tough conditions like this before.

Don’t get carried away changing the gearing either. A fast bike might be good on the straight but will push its clutch too hard in the tighter sections and risk failure. Enduro bikes have a taller sixth gear as a rule, so it is MX bikes which need more attention.

One tooth on the front sprocket or a couple on the rear are enough — we went one tooth bigger on our TPI 250 (15T) and apart from some of the 450s, our bike was among the quickest. And of course, don’t start on a half used set of brake pads.

“DON’T GET CARRIED AWAY CHANGING THE GEARING. A FAST BIKE MIGHT BE GOOD ON THE STRAIGHT BUT WILL PUSH ITS CLUTCH TOO HARD IN THE TIGHTER SECTIONS AND RISK FAILURE.”

7.

FEED AND WATER YOURSELF Hours of hard riding gives your body a hell of a workout and while you could bundle on through, there’s no doubt muscles need feeding to work better.

A hydrapack keeps you drinking when you want it. We’ve tested a few different types from Leatt, USWE and Ogio. Leatt’s GPX Race Hydration pack works well because it is all about the fluid, small and light. Like many, we added a hydration tablet in the bladder plus took on extra fluids during pit stops.

A protein snack taped to the bars was a good tip for muscle fuel.

It also helps psychologically if you are feeling low on energy — if you have a protein bar right there, it is an instant lift. Taking food and drink during pit stops or on the move acts as a reset button, helping you pick up energy and carry on racing.

“LENGTHY TRAINING SESSIONS ON YOUR BIKE WILL HELP GIVE AN INDICATION ABOUT HOW LONG YOU CAN GO ON A TANK OF FUEL.”

8.

GET USED TO IT You can’t escape the length of a beach race – they’re usually bastard long! Training for a three-hour race needs some long workouts on the mountain bike or bicycle, down the gym or at your chosen sport outside bikes.

Testing your physical durability off your bike is a good way of training your body and mind to cope with the length of time you’re going to be racing a beach race. Doing something, anything active helps you understand how your body deals with it (and if it can deal with it).

Some good, long training sessions on your bike will help you learn what your body and hands can cope with. It’ll also tell you things about your bike. Critical things like how far you can go on a tank of fuel, what needs changing and when and what if anything can work loose over time.

9.

MOTOCROSS BRAIN-TRAINING A bit of training at a local MX track worked well for practice in the sand for us, but it’s also an opportunity to ride with motocross riders – they’re a different breed and they need a bit of getting used to!

No disrespect is meant but they can have a habit of putting track etiquette a bit lower on the priority list than we tend to in enduro. Not to make it an ‘us and them’ thing, but motocrossers can play a different game and so it doesn’t hurt to get a bit of on-track psychological training.

10.

CLEAN YOUR BIKE

LIKE NEVER BEFORE The dangers of letting salt rot your bike away due to not washing it after the race are obvious. Salt left to do its work will quickly damage (at least metal surfaces).

A coat of PTFE-type spray oil before you race will help loads but giving your bike the clean of its life as soon as you can after the event is a must to stop the rot setting in.

Give the bike a thorough wash as soon as possible after the race. Once back in the workshop take your bike right apart, plastics off, tank off, wheels out and all spokes cleaned, brake pads out, suspension linkage apart and so on. Leave no stone unturned, or rather no part unturned.

“…GIVING YOUR BIKE THE CLEAN OF ITS LIFE AS SOON AS YOU CAN AFTER THE EVENT IS A MUST TO STOP THE ROT SETTING IN.”

BEACH RACING BUCKET LIST If you fancy a go at beach racing, here’s a couple that should be high on your list.

Name: Enduropale Du Touquet Date: 26-28 January 2018 Country: France Website: www.enduropaledutouquet.fr Name: Hydrogarden Weston Beach Race Date: 19-21 October 2018 Country: Britain Website: www.rhlactivities.com Name: Red Bull Knock Out Date: 10 November 2018 Country: The Netherlands Website: www.redbull.com

Living the TP KTM 250 EXC TPI LONG TERM TEST

Hammering it around sloppy wet sands of the Weston Beach Race and racing the SuperEnduro in Poland, our KTM 250 EXC TPI has been getting a proper good thrashing… Words: Jon Pearson, Photos: Future7Media

PI lifE

T

here’s no getting around the fact we’ve been pretty thorough in putting our KTM 250 EXC TPI through a strong test since KTM handed it over during the middle of 2017. Erzberg, national enduro, local extreme enduro races, support class race at EnduroGP, the mighty Weston three-hour beach race and most recently SuperEnduro in Poland — it has been no half measure.

Yes, this is a press bike on test from KTM, but since collecting it the bike has lived a life like any other — in a garage, fettled, prepped for races and maintained by a regular rider. Only twice during that time has another human hand worked on the bike. Once when the engine mapping update was due and we took it to a local KTM dealer and then post-beach race KTM were keen for their trained eyes to look over things.

Expecting a list of parts replaced we got the exact opposite: a small bag with nothing more than an utterly knackered set of rear brake pads and one very thin chain spring clip. They changed the oil and filter too and topped the coolant. After three hours of beach race madness how did the clutch look?

“Absolutely fine.”

Sure, it doesn’t look like new anymore but she ain’t half bad. Just some scuffs on the swingarm, which it gained in Erzberg and the footrests are looking rough (and rust easily now). Other than that it’s just normal wear you’d expect from such a lot of riding.

WATER TIGHT No carburettor means no carb cleaning but it also means the whole fuel system is water-tight and less problematic.

I’m enjoying not having to even think about jetting for different events and it is obviously easier not having to premix fuel. The oil catch-tank issue some customers found with their bikes in early days hasn’t been an issue for us.

Some TPI owners are finding because the engine is subtly different in how it delivers power and responds to twisting the throttle that they’re not sure about it. Some have even opted to trade back to carbed bikes. It’s been interesting for me in learning how it works ever-so slightly differently in some situations compared to both a carburetted two-stroke or an FI four stroke. By now I’m well used to it and truthfully have begun to prefer it to a carbed 2T bike because it is more linear.

I think you can get hung-up on riding it like two-stroke carburettor bike and miss that hit of power or the way bottom-end power feels. If you use the TPI motor’s ability to drop down low in the revs and simply use the throttle to pick your way through rocky, trials-like sections it works great though. The same on giant hills, deep mud or sand.

If you’re prepared to use the throttle more and live within its very linear power delivery I find it works better than the more traditional, all-or-nothing two-stroke power curve.

“BY “BY NOW I’M WELL USED USED TO TO THE TPI AND TRUTHFULLY TRUTHFULLY I’VE PREFER IT IT TO TO I’VE BEGUN TO PREFER A BECAUSE A CARBED CARBED 2T BIKE BECAUSE THE LINEAR.” THE POWER IS MORE LINEAR.”

“APART “APART FROM FROM SOME DIRT BEHIND BEHIND THE LOOKED THE DUST DUST SEALS SEALS THE OIL LOOKED LIKE FOR LIKE NEW. NEW. IT’S IT’S A GOOD ADVERT FOR THE SEALS”.

THE STANDARD STANDARD FORK SEALS.”

DOCTOR SHOX We’ve been running a few KTM Power Parts on our 250 TPI: anodised triple clamps, the radiator fan, front and rear brake rotor protectors and the engine map switch. Otherwise until the recent SuperEnduro event it remains a standard bike.

Because the events have been so varied (Beach race, Erzberg, SuperEnduro, British Championship time card enduro, Extreme...) by now a change to the suspension was long overdue.

The faster you go and the harder you hit stuff, the more control you need from suspension and though KTM’s WP Xplor enduro set-up works fine for many riders, we’ve found the limitations of standard set-up are there. With the WP EXC forks that means ‘blowing through’, quickly running through to their bump stops and not being progressive enough. The shock loses control on fast, whooped-out sections too.

This is where a suspension specialist has answers.

Chris Hockey at Dr Shox Suspension Centre (drshox. co.uk), has helped us with our bikes before. He knows how I ride and the type of riding I do so he was first port of call with the TPI 250. Hockey has a very successful record with UK riders, working with the likes of Enduro Junior World Champion Brad Freeman (among many others).

After so much riding without a service, in particular some tough times at two three-hour races, it was amazing to find how clean as a whistle the forks were inside. Apart from some dirt behind the dust seals the oil looked like new. It’s a good advert for the standard fork seals. The shock was a little dirtier and the oil more discoloured but still far from the state we expected after so much hard work.

We only changed the valving and oil level on the forks and paid more attention to them than the shock. The changes increased high speed valving, in the last part of the suspension stroke to make it less likely to ‘blow through’ and bottom-out. I wanted to keep things soft and quite close to standard at the top of the stroke. I prefer it that way for extreme riding and the indoor event I had planned.

SHIM STACKS Inside the suspension the shims ‘stack’ behind a valve and they dictate how the fork moves – making the stack of shims thinner or thicker changes oil flow through the valve by resisting its flow. It’s a bit of a dark art when you start examining the maths and knowledge behind which of those shims to change and by how much – that’s why we leave it to the experts like Chris!

Apart from changing the shim stacks on the forks, we changed the air gap to 100mm from 120mm (standard) in both fork legs, basically by increasing the amount of oil. Though the standard shock on the 2018 EXC models is a little bit harder than previous, it still gets hot and tails off to a softer, springy action when you’re smashing through whooped-out sections of track. Controlling that was the same — simply slowing it down and introducing a bit of control to how much it moves under compression and rebound. These aren’t big changes by any means just simple ones but they work.

“APART “APART FROM C STACKS STACKS ON THE THE THE AIR AIR GAP TO (STANDARD) (STANDARD) IN INCREASING INCREASING TH

CHANGING THE THE SHIM SHIM E FORKS, WE CHANGED CHANGED O 100MM FROM FROM 120MM 120MM BOTH FORK LEGS LEGS BY BY HE AMOUNT OF OF OIL.” OIL.”

“THE “THE TRACK TRACK SUITED THE 250 250 —— FIERY DEPENDING FIERY OR OR DOCILE DEPENDING ON NEEDED ON WHAT WHAT POWER I NEEDED AROUND TECHNICAL AROUND THE TECHNICAL LAYOUT. IT IN IN LAYOUT. I RODE MOST OF IT SECOND GEAR.” GEAR.” THE GREAT INDOORS The latest event we loaded up and headed to was the opening round of the SuperEnduro World Championship in Krakow, Poland.

A hell of a road trip by any standards but the atmosphere inside the Tauron Arena was pretty amazing, no doubt partly because some guy called Taddy Blazusiak was in town.

We raced the European Cup class, which is still bonkers racing but not quite as mental as the pro riders and it is awesome to then watch the likes of Taddy, Cody Webb and Billy Bolt do their stuff. The riding is intense but the challenge is what makes it so cool.

Hitting lines and muscling the obstacles when they bite back (or your forearms are shattered) is all part of the fun.

As more riders opt for a torquey four-stroke bike indoors these days, two-strokes are getting rarer. TPI bikes are even rarer, but I spotted Alfredo Gomez and Manuel Lettenbichler were on 300 TPIs. The track suited the 250 though — fiery or docile depending on what power I needed around the technical layout. I did most of the lap in just second gear. The truth is it’s the rider which matters more than the bike.

PLASTIC PROBLEMS The shakey-headed FIM scrutineers didn’t like the new clear plastics from Polisport though. An enduro bike needed its original ‘profile’ to get past the FIM scrutineers, despite being raced indoors. That meant the tail light and rear licence plate needed to be there. Mine was still on the standard plastics back home when they shook their heads at me.

“But it didn’t fit these plastics… I’m just testing them… what difference does it make?,” I ask. Heads continued to shake. Rules are rules. Some rudimental hack-saw action later and we had a ridiculous little licence plate attached to keep the FIM bods happy and I got to race.

“SOME “SOME RUDIMENTAL RUDIMENTAL HACK-SAW HACK-SAW ACTION ACTION LATER RIDICULOUS LITTLE LITTLE LATER AND AND WE HAD A RIDICULOUS LICENCE TO KEEP KEEP THE THE LICENCE PLATE ATTACHED TO FIM TO RACE.” RACE.” FIM BODS BODS HAPPY AND I GOT TO We also fitted AXP Racing’s new Xtrem enduro skid plate for Poland. Apart from looking on-point, it is 8mm thick (6mm is standard), so it takes the hits from logs and rocks in the extreme stuff better and curls up nicely around the engine casings. It couldn’t be easier to fit either and just needs the ‘legs’ bolting onto the lower frame rail and then just two bolts behind the exhaust header pipe.

Qualifying and then finishing fourth for race one in Krakow was good but I hoped for more and planned to turn things around for race two, despite a reverse grid order start. A first corner pile-up put paid to that fantasy and I ended up seventh, disappointed with fifth overall. Bilbao beckons for round two of the European Cup in March 2018. e

Bl

Blurred Lines Not all enduro riders ride dirt bikes, some pedal bicycles. Curious to see how differently the other half do it, we take a look at the other world of enduro mountain bikes‌

Words: Robert Lynn / Photos: Robert Lynn, Sven Martin/GT Bicycles

“AT GETT AN

G

oogle enduro and there’s a high chance you won’t see a motorcycle in your first search page. Times have changed in recent years with the introduction of enduro to mountain biking and now motorcycling is not the only form of “enduro” out there.

Is this something we should be angered by? Not really, startled at a push. Truth is both are two completely different sports, but also somehow very closely linked.

We both ride in woods and both race between timing beams. Many of us have a dirt bike and a mountain bike in the garage — ready for a spin depending on what it’s all about getting down and dirty in the mood takes us. At the end of the day, it’s woods and that’s got to be a good thing.

But if you’re unsure of what they do, don’t know your hardtail from your full-sus and need a few pointers to get you moving, here’s a crash-course (quite literally) to help you on your way…

T THE END OF THE DAY, IT’S ALL ABOUT TING DOWN AND DIRTY IN THE WOODS ND THAT’S GOT TO BE A GOOD THING.”

“FIVE OR SIX STAGES (SPECIAL TESTS) ARE MARKED OUT ON THE 20COURSE...

30 KILOMETRE KILOMETRE COURSE...

HARDCORE SOME ARE HARDCORE GNARLY STUFF, OTHERS MORE FLOWING WITH SOME PEDALLING.” SOME PEDALLING.”

“FIVE OR SIX STAGES ARE MARKED OUT 20-30KM COURSE… SOME ARE HARDCO STUFF, OTHERS MORE FLOWING WITH

T ON THE ORE GNARLY H PEDALLING.”

SO HOW DO THEY DO ENDURO? Mountain bike enduro and motorcycle enduro are essentially the same thing. For MTB a 20-30 kilometre course (sometimes more) is laid out, predominately forestry based. Five or six stages (special tests) are marked out on the course and are downhill, gravity-assisted trails. Some are hardcore gnarly stuff, others more flowing with some pedalling. Each stage is timed like a traditional special test with a timing beam at the top and at the bottom. All the times are then added together to give an overall result. Transfers between stages are arrowed and usually involve a fire road climb or gentle trail.

When competitors sign on in the morning, they are given a number, depending on their category, eg Pro, Expert, Over 30, Over 40, Over 50, Hardtail, Women, Youth. You will also be given a timing chip to wear on your arm for the stages (don’t forget it!).

Your riding number also relates to a starting time for the day. A set time is allocated to complete the course in chronological order of the stages.

No penalty points are awarded if you complete the course within time, but 60 points are added for every minute you’re late.

Generally speaking you should have more time than you need, with the “time limit” simply helping to keep traffic flowing around the course. Like motorcycle enduro, all repairs are carried out on course, so make sure you have what you need before departure. Snacks and drinks are a good idea to get you through the day but with most organisers also setting up water stops there’s no need to pack a picnic hamper. Oh, and there’s usually a free beer at the end too!

WHAT MTB IS RIGHT FOR ME?

Whether it’s gentle woodland or big mountain riding, deciding on the right mountain bike for you is a bit of a minefield. Featured is the GT Force Expert suitable for allmountain use. Emphasising on the word all-mountain, the bike has been built with enduro riding in mind. The overall combination of chassis, frame geometry, suspension and gearing ensure that this bike climbs almost every bit as efficiently as it descends.

FRONT FORKS Forks are available in various travel lengths. Enduro spec forks normally feature 160mm of travel while trail bikes are shorter at 120mm. The longer the fork means the bigger the obstacles you can hit, whereas the shorter fork favours a tamer descent but more comfortable ride.

WHEELS Mountain bike wheel sizes are 26”, 27.5” and 29”. The 26” have long been the industry standard but in recent years 27.5” and 29” are the new norm. The increased size aides a more efficient rolling resistance, making it easier to climb the hills.

SEAT POST A dropper seat post is a must. The post is cable operated by a lever mounted on the handlebars. When climbing, the seat can be set to its fully extended length but once you begin the descent a push of the lever allows it to drop out of the way to its lowest position.

Hit the lever button again and the seat pops back up ready for the next climb. Simples.

SUSPENSION If you want a bike that climbs better than it descends, a hardtail (no rear suspension) or cross-country XC model with shorter wheel base and steeper geometry are your favoured options. A full-suspension trail bike is the middle ground between a hardtail and enduro bike. Trail bikes are naturally most at home in purpose built centres than open mountain.

PEDALS There are two options for pedals (which you buy separately from the bike), flats or SPD clip-in pedals — similar to that of road cyclists. Flats are a great way to start out. They offer a stable foot support and the ability to instinctively escape from the bike in the event of a crash. The SPD system attaches your shoe to the pedal by mating a cleat in the sole to that on the pedal. A popular option, it helps promote a more efficient pedal stroke over flats.

FOOD IS YOUR FUEL Food and drink is possibly more crucial in MTB than dirt bikes. In the same manner you need petrol in your bike to move, then so do you need to fuel your belly before, during and after a ride. A decent breakfast is not worth skipping. Keep it clean — not greasy.

Cereal, toast, eggs and fruit will keep the legs stoked. Pre-ride drinks — non-alcohol — will help hydrate. When out on the trail carry a few snacks or protein bars, while a hydra pack is necessary for a drink on a ride over two hours plus. Mixing in a hydro tablet or electrolytes — like you would for a normal dirt bike ride — will help stop legs cramping.

“IF YOU’RE KEEN TO GET MORE ENDURO-SPEC GNARLIER RIDING DONE — OR GOING RACING — THEN A FULL-FACE HELMET IS THE WAY TO GO.”

YOU’RE GONNA NEED A HELMET An open-face helmet is the jack-of-all-trades for MTB helmets — the go-to helmet for most cyclists. For cross-country and easy trail centre riding they will do the job — some even have MIPS built in — and are mandatory too. If you’re keen to get more enduro-spec gnarlier riding done — or going racing — then a full-face is the way to go. We opted for Fox Racing’s Pro Frame helmet. New to the market for 2017, it’s aimed at enduro riding with downhill certification.

Light (735g, Medium), it has a fixed chin piece, MIPS and 24 vents. This means you can leave it on when climbing, which is essential, especially when where wearing helmets is mandatory all of the time in competition. I liked it for the added protection and also because you feel more “moto” with a full face on — goggles fit snug and securely too.

DON’T DO LYCRA Please don’t show up to your next mountain bike ride wearing lycra. It’s makes for uncomfortable viewing for those around you and you’ll struggle to make new friends. Invest in a set of mountain bike kit — it’ll last you a full season or more. Most companies also include a padded liner to keep your arse cheeks in check when sat in the saddle climbing. Simply put, roadies wear lycra, mountain bikers wear shorts and jerseys — sorry, but them’s the rules. Don’t be that guy.

“…ROADIES WEAR LYCRA, MOUNTAIN BIKERS WEAR SHORTS AND JERSEYS — SORRY, BUT THEM’S THE RULES. DON’T BE THAT GUY.”

IS THAT AN E-BIKE? Hmmm, the e-bike — mountain biking’s newest phenomenon. An electric-bike is basically a pedal assisted bicycle. The crank is connected to a motor, which is powered by a battery, usually located on the frame and transmits power to the rear wheel. The key here is pedal assist — the motor doesn’t play a factor unless you are pedalling. You can’t sit there and let the bicycle do all the work — that’s a motorbike — you have to put effort in to move, albeit less.

“BUT, AT THE END OF THE DAY, IF E-BIKES GET YOU OUT RIDING, THEN GREAT.”

Great for climbing, it’ll make mince meat out of the steepest hills out there, however the motor generally tops out at 25 km/h. The downside is the added weight — up to 10kg heavier than a normal mountain bike — and that top speed. It won’t make you faster down a hill — which is the fun bit. Downhill you will easily cross the 25km/h marker and so the motor stops working and you have to maintain that speed, but on a heavier bike.

Range is good though — up to 60km or more depending on power mode — most people will never flatten a battery on their ride. For USA readers, e-bikes are a touchy subject as regulations classify them as a vehicle and are restricted from use on most MTB trails (check your local centre for clarification before you buy), which means you might as well be riding your enduro bike. E-bikes are also met with criticism from many MTB purists — a quick chat forum google will confirm that — due to a combination of tradition and “cheating those hills”.

But, at the end of the day, if e-bikes get you out riding, then great.

THOSE WHO RIDE Given that both sports play in the woods, it’s of no surprise to see close cross-over links with enduro riders riding MTB and vice-versa. Top hard enduro riders like Mario Roman and Alfredo Gomez use mountain bikes regularly for training, while EnduroGP champ Steve Holcombe heads to New Zealand for mountain bike training holidays. We’ve also seen MTB riders cross over to enduro. Multi-downhill champ Fabien Barell raced this year’s ISDE and wheelie king Wyn Masters rode Erzberg, though he saved his best for the beer tent!

MARIO ROMAN: “Mountain biking is a massive part of my hard enduro training and Specialized Bicycles help me a lot.

It’s not always possible to take a dirt bike into the woods to ride, but you can go anywhere on a bicycle.

Using my heart rate monitor I set different training zones and work to those. You can replicate so much of dirt biking with MTB, the downhill trails keep you in tune.”

STEVE HOLCOMBE: “I train a lot with the bicycle but during the past few seasons I’ve also headed to New Zealand for a month’s mountain bike holidays.

The trails there are epic. Although it’s not a motorbike, it’s still two wheels and on dirt, so things are quite relative.”

FABIEN BAREL: “The guy who invented the EWS (MTB) actually came from an enduro background, so both are quite similar.

The places where we ride in the EWS are like the ones in enduro. The special test format is the same.

You race against the clock but obviously in MTB all specials are downhill. Liaisons are also similar and you get the same feeling. You ride with a group of people, sometimes with people you don’t even know.

In my opinion that camaraderie is the roots of enduro and the key to success.”

WYN MASTERS: “We always keep an eye on things in enduro (motorbikes). I wanted to do Erzberg for a long time and this year the scheduled allowed us to come.

I had a two-stroke Husqvarna and had a blast ragging it up the prologue. For me it’s kinda similar, just blokes with bikes having a good time. I need more practice doing wheelies on it, I’m better on my bicycle, but Graham Jarvis and Billy Bolt gave me a few pointers.”

FULL HOUSE For the second year running, the SuperEnduro opener was packed to capacity inside the Tauron Arena. Poland loves superenduro and they love it even more when Taddy Blazusiak is on track.

GALLERY #26 Words: Robert Lynn, Photos: Future7Media

PRESENTED BY

GALLERY #26

THE RETURN OF #111 Twelve months ago Taddy Blazusiak left SuperEnduro - and enduro in general — in a blaze of glory.

This time around he used Krakow to return to action in another blaze of glory. With guys like

Webb and Haaker on the start line, many questioned Blazusiak’s need for a return — what had he left to prove? But come the end of the night Blazusiak had the biggest smile of all from the top step of the podium.

PRESENTED BY

TYRE WALL The decision to place a tyre wall exiting corner one was meet with a lot of criticism.

With riders bunched up tightly and no room for manoeuvre, getting the holeshot was critical.

Colton Haaker and Jonny Walker were two riders left feeling the brunt of it. In race two Walker’s bike became embedded in the hoarding, requiring six marshals to set it free.

GALLERY #26

PRESENTED BY

GALLERY #26

BILLY BOLT As SuperEnduro debuts go, Billy Bolt’s was right up there with the best of them.

Riding to a win in race two and then going on to join Taddy Blazusiak and Cody Webb on the podium for third was above even his own expectations. He’s got a natural flair for indoors. With a supreme technical ability and hunger to race, he’s going to play a major factor in this year’s championship — more race wins are sure to come.

PRESENTED BY

GALLERY #26

GOMEZ’ HUSQVARNA DEBUT Alfredo Gomez rolled out in his new Husqvarna colours for the first time in Poland.

Switching teams from KTM to Husqvarna between the Roof of Africa and Poland’s SuperEnduro didn’t offer the greatest amount of time to get things dialled in. A third in race one was good but then things went a little downhill after that for fifth overall.

PRESENTED BY

GALLERY #26

PRAYERS UNANSWERED Jonny Walker’s prayers for a strong start to the championship were not answered in Poland. A catalogue of errors, crashes and just being in the wrong place at the wrong time, meant things never really got going for the KTM rider. Leaving Poland eighth overall means he’s got some catching up to do.

PRESENTED BY

GALLERY #26

ALEX SALVINI, DANNY MCCANNEY, CRISTOBAL GUERRERO Poland saw EnduroGP regulars Alex Salvini, Danny McCanney and Cristobal Guerrero come back to SuperEnduro. Carding a fourth in race two for seventh overall, McCanney was best of the trio with Salvini ninth and Guerrero tenth.

PRESENTED BY

GALLERY #26

SHOW TIME There’s more to SuperEnduro than racing, it’s a full night’s show.

Cheerleaders, dancers and lots of fire keep everyone entertained between the drop of each gate.

PRESENTED BY

GALLERY #26

SOUTH AFRICA’S GOT SUPERENDURO TALENT Kyle Flanagan picked up where his teammate and fellow countryman Blake Gutzeit left off the 2017 season by winning the Junior category in Poland.

Whether he goes on to match Gutzeit’s world crown remains to be seen but Flanagan has game indoors.

PRESENTED BY

GALLERY #26

CODY WEBB Krakow marked the return of Cody Webb to SuperEnduro. Coming in hot off his AMA EnduroCross Championship domination, many figured Webb would run away with proceedings. Carding two race wins he was definitely the fastest guy on the track, but with some mistakes and not the greatest of starts, he constantly played catch up to Taddy Blazusiak. When he irons out those glitches, everyone else will be left racing for second.

PRESENTED BY

ISSUE #26 Enduro illustrated is produced by Future7Media Ltd. Managing Editor: Jonty Edmunds Jonty@future7media.com Deputy Editor: Robert Lynn Robert@future7media.com Designed by: Ian Roxburgh / Design 147 Ian@Design147.co.uk Contributors: Jon Pearson, Andrea Belluschi, Gez Morrison, Andreas Glavas, Stephen Clarke, Chippy Wood, Sven Martin, Flavien Duhamel, Bavo Swijgers, Jarno Schurgers, Marcel van Hoorn

Cover: Robert Lynn makes a splash in the Idaho wilderness This Page: Smoke signals.

Steve Holcombe signs off from an incredible 2017 season

WANT TO DO SOMETHING AWESOME TODAY?

Visit www.kurtcaselli.com and realise that you can make a difference. The Kurt Caselli Foundation was established following Kurt’s untimely death with one simple goal – to protect and support the lives of off-road racers.

© Copyright Future7Media Ltd, 2017. All rights reserved.

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