Honda – Dirt Bikes

Chase Sexton Completes Honda’s Historic 2023 AMA Supercross Title Sweep

Dirtbikes.com Staff — Fri, 19 May 2023 10:50:28 +0000

The 2023 AMA Supercross season came to an exhilarating conclusion at Salt Lake City’s Rice-Eccles Stadium, as Team Honda HRC left an indelible mark on the sport. The team’s dominant performance led to an unprecedented achievement—an incredible Honda title sweep across all three divisions. Chase Sexton claimed the premier-class championship, while Jett Lawrence emerged victorious in the 250SX East-West Showdown. Additionally, Colt Nichols was honored with the AMA 450SX Rookie of the Year Award. Let’s dive into the thrilling details of this historic season and Honda’s remarkable success.

Sexton’s Triumph in the 450SX Main Event: Chase Sexton, the Illinois native and rising star, displayed unmatched prowess throughout the season. In the 450SX main event, he seized the lead from the start and commanded the race, leading all 25 laps aboard his CRF450RWE. With an astonishing 18-second lead at the finish line, Sexton celebrated a well-deserved victory, clinching the premier-class championship for Honda.

Jett Lawrence’s 250SX East-West Showdown Victory: In the 250SX main event, Jett Lawrence showcased his exceptional skills, finishing second in turn one. Meanwhile, his teammate and 250SX East champion, Hunter Lawrence, faced a challenging start, relegating him to 13th place. Jett made a remarkable pass on RJ Hampshire to claim the lead at the eight-lap mark, securing victory for Honda in the 250SX East-West Showdown. Hunter Lawrence fought valiantly, making his way up to a respectable sixth-place finish.

Colt Nichols Earns Rookie of the Year Award: Despite a setback due to leg injuries, Colt Nichols, a standout rider for Team Honda HRC, was awarded the AMA Supercross Rookie of the Year. Although he couldn’t participate in the Salt Lake City round, his contributions throughout the season were commendable. The team expressed their appreciation for his dedication and wished him the best in his future endeavors.

Honda’s Dominance:

Team Honda HRC’s accomplishments were not limited to individual victories. Honda earned its third consecutive Manufacturers Championship, demonstrating the brand’s unparalleled excellence and commitment to the sport. The remarkable feat of sweeping all three AMA Supercross titles had never been achieved by a single team before, solidifying Honda’s position as a powerhouse in the motocross world.

Impressive Performances and Noteworthy Moments:

Salt Lake City was packed with remarkable performances and memorable moments. Sexton’s dominance was evident with his fastest lap time in the 450SX main event. Jett Lawrence’s victory secured Honda’s position as the winningest manufacturer in the support class at Salt Lake City. The event also marked Jett’s last 250 race, as he gears up for the upcoming outdoor season.

Team Honda HRC’s Future:

The team’s success in the AMA Supercross Championship serves as a launchpad for the upcoming AMA Pro Motocross Championship. With the rare luxury of a weekend off, Team Honda HRC will prepare to conquer new challenges in Pala, California, starting on May 27.

Closing Thoughts: The 2023 AMA Supercross season will be etched in history as Honda’s triumphant year. Team Honda HRC’s remarkable achievement of winning all three championships, including the premier-class title by Chase Sexton, showcases their unwavering dedication and unparalleled talent. As the motocross community looks forward to the upcoming outdoor season, the dominance of Team Honda HRC and their exceptional riders, including Jett Lawrence and Hunter Lawrence, promises an exciting future filled with fierce battles and remarkable achievements.

The post Chase Sexton Completes Honda’s Historic 2023 AMA Supercross Title Sweep appeared first on Dirt Bikes.

The Infamous Nevada Itinerary

Ryan Adams — Tue, 20 Oct 2020 16:23:41 +0000

When the email came through about a dual-sport trip to Nevada not long after getting home from Colorado, I casually dismissed the invitation. I had heaps of work on my plate and an ongoing home renovation project – both of which were already requiring more attention than I had to give. Once things started to slow down and I had completed some of the looming projects, it didn’t take long for my relentless wanderlust to creep back in. I went back into my inbox to give the Nevada email another look. The itinerary spanned 850 miles of riding over six days with a travel day on either end.

Of course, I knew the trip would be spectacular. The person putting it together has loads of experience in the area and a lifetime of GPS track logs built by putting in the time and miles exploring. Could I get away for another week with everything going on at work and home? Did I want to? If so, I’d have to convince my boss and then get approval from Evans, too. Just as I began to really consider the possibility, I remembered the stories I had heard from the last couple of attempts at this itinerary. Two years ago, the ride had ended prematurely with a blown bike, and last year, the trip was cut short due to a broken collarbone. “Hmm, maybe I don’t want to do this,” I thought. People always say bad things happen in threes and I didn’t want to be the third to have a bad break, mechanical or otherwise.

With all things considered, I decided to go for it because, well, I’m young and foolish. I’m the type that never says, no. I’ll always take on assignments, projects, etc. Maybe it’s the FOMO, or just that I truly enjoy new experiences, whatever they may be. I brought the idea up to Evans, and we discussed whether or not I should take vacation or bring back a story or two and call it work.

Always hungry for more content on the site, he suggested I talk to Honda about using its CRF450L for the trip. Why not? After all, Brent and I’s comparison test a while back saw the Honda faring pretty well against the time-tested KTM 500 EXC-F. I’d have a chance to put the Honda to the test in a way we rarely get to these days. With only about five percent of the itinerary’s mileage consisting of pavement, it would be a fantastic way to test the real dual-sport capability of the Honda CRF450L.

A big thank you to IMS for coming through with a three-gallon tank for the Honda CRF450L. The shape of the IMS tank works really well with the bike and doesn’t alter the bodywork or seating position much at all. Check out IMSProducts.com for more info.

After confirming with Honda the availability of a 450L, we were set, or so I thought. A heavy workload for our friends at Honda North America nearly had me taking vacation instead. I had asked about using the 450L, which wasn’t a problem as they had one available, but I had a few requirements: a larger fuel tank, proper knobbies wrapped around heavy-duty tubes (it’s rocky in Nevada), and wrap-around handguards. They could deliver on all but the handguards, So, I asked for replacement levers to stow in my pack for insurance. I really wish manufacturers would fit dual-sport and enduro bikes with wrap-around handguards from the factory, but that’s a rant for another time.

Up until a day before I was planning to pick up the bike, everything was cherry. Then, a miscommunication about the timeline led to a text message that the bike would not be ready in time. Honda thought they had one more day to prepare the 450L than they did. As I finished prepping my personal dual-sport for the trip and was about to submit my vacation request, I got a call from Honda’s PR manager that he thought he would actually be able to pull it off and have the bike prepped for pick up later that day. As we spoke, he was rummaging through parts bins to find extra levers and locating some slightly used Dunlop D606s to have mounted. Reliability isn’t just found in the company’s machines, the folks we deal with at Honda North America are just as dependable and weren’t going to let us down if they could help it.

The next morning I loaded the CRF450L between a couple of pumpkins in the back of a friend’s Transit and headed northeast. We met the other two members of our posse at the motel where we would be stowing the vans for the next six days. After dinner, our crew turned in early to get a reasonable start the next morning – it always takes a little longer the first day to get everything set before blast off.

Day one was spent getting used to the bike on some slick gravel-strewn fire roads and two-trackers. The day was mostly fast paced with some really fun faint two-track trails running through dense fields of sagebrush. I added three clicks of rebound damping to the shock which helped keep the rear end much more planted and compliant during fast sections where the rear was previously rebounding much too fast over large bumps and g-outs. The adjustment didn’t seem to cause any issues in slower technical stuff either.

The throttle and powerband took some getting used to though. The throttle requires a bit of attention to avoid abruptness, particularly when the motor is spun up. During technical rocky climbs when the motor was in its powerband, I had a difficult time minimizing wheel spin and keeping traction. As the rest of the day had hinted, the fork felt pretty harsh when taking bigger, slower hits. In the faster, more flowing trail sections that weren’t littered with rocks, it felt fine and totally in its element, but in slower sections over large rocks, the fork felt like it would get to a point in the stroke where the damping felt like you were trying to shoot molasses through a pinhole.

The day concluded with a rocky descent through switchbacks on the side of a massive canyon. At the bottom, sits a small community consisting of a double-digit population replete with character. The saloon/motel was across the dirt road from the gas pump which meant we didn’t have far to walk for everything we needed.

Our waitress (and cook) the next morning was Nancy, a cheeky elderly woman whose ribbing was cleverly timed and enjoyed, despite the early morning hour. A light, steady drizzle came down as we warmed ourselves with coffee inside the restaurant. Overnight, a cold front had rolled in leaving the gorge shrouded in fog so dense it concealed the surrounding mountain tops. The waterproof pack jacket I had brought would be seeing early use during this trip. Once we were full of caffeine, salty meat, and eggs, we geared up and set off for what would turn out to be quite the day for yours truly.

Hey! That’s where I broke my clutch lever!

We made our way out of the canyon through winding fire roads. The light rain remained constant and while doing a slow u-turn, I had my first tip over. At almost zero mph, I couldn’t get my foot to the ground fast enough and slowly dropped the 450L on the downward slope. As soon as it happened I knew I had probably broken the clutch lever. Unfortunately, I was correct. This is one of the reasons I prefer wrap-around handguards, because it is so easy to break a lever in a silly situation like this one. Thankfully, there was still enough lever to use with two fingers due to the notched tip, so I didn’t bother replacing it. I just filed the sharp edges down a bit with a rock.

After cruising through more miles of fire roads, we dropped into some faster two-track trails that meandered through rolling grasslands where cattle grazed. I came up to a large wallowed-out muddy stream crossing at speed and thought I would take a less-used line to the side. Never have I so quickly and completely cleared the handlebars of a motorcycle. You see, that little stream was cut deep enough into the earth that it swallowed the Honda’s 21-inch front wheel and sent me shoulder first into that cold muddy stream. When I got up I felt water run out of my helmet down the back of my neck. It was around 50 degrees that morning so, needless to say, it was more than refreshing. I tried not to think about all of the cows and what the stream might have washed down with it.

Soaked in what looks like super clean water that definitely did not have any cow poo in it.

About the time I was utterly soaked in questionable water, the rain let up and the sun came out. Later in the day, we regrouped and encountered yet another mudhole. More tentative than I might have been had I not gone over the bars earlier in the day, I stopped, assessed the situation, and decided to give it a go at a particularly sloppy section. With what turned out to be not enough speed and aggression, I got myself stuck. After attempting to power through the mud, I was sunk to my rear axle in slop. It took three of us to pull the machine out and we nearly lost one of our crew (or at least her boots) to the bottomless goo. See lead image.

Today was not my day. I hadn’t had this much trouble on a dirtbike since I started riding four years ago. And it was only day two! The trails turned rocky as we began to climb, dipping down periodically into small valleys of Aspens tucked neatly between rolling hills. During a particularly long and steep rocky climb, I felt like the only way I’d make it to the top was to carry some serious speed while choosing my line as best as possible to avoid the craggy embedded rocks that were coming at me with equally serious ferocity.

After smashing into a few especially hard-edged corners, I made it to the top. Worried about the possibility of a pinch flat I checked both tires throughout the next few miles. I couldn’t believe how much of a handful the bike had been, but then I remembered that the Honda weighs nearly 50 pounds more than my similarly equipped dual-sport, and some of that weight is fairly high in the frame, meaning that it gives the bike a pendulum effect when knocked back and forth. During normal riding, the Honda masks its weight quite well, but in more technical terrain, it’s noticeable.

After a quick regroup at the top we pushed on, spacing out to avoid the little dust there was and give each other room. I crested a hill at what was probably the top of third gear and something happened. I’m still not sure what, but it sent me to the ground so hard and quick that I still can’t comprehend it. I watched the bike slide down the trail and then into the grass on the side. As I got up, fairly stunned, I saw my tool belt had ripped off of my waist and my GPS had too flown the coop. The term “yard sale” comes to mind. The two riders following me eventually caught up and saw the mess I had made of myself. Thankfully, the bike started just fine, but the handlebars had been pretty severely tweaked. I tried to straighten them out by holding the front wheel between my knees and jerking the handlebars to one side. It helped a bit, but they weren’t perfect. I decided to ride with them the way they were until our next regroup.

At this point, I was ready to call it quits. Despite the beautiful scenery, and what might have otherwise been enjoyable trails, I was done. I started hatching a plan to go back to the motel where the vans were sitting and just work from there until the others finished their ride. With all this bad luck, bad riding, whatever it was, I started to worry that I was going to end up seriously injuring myself.

Just a taste of the miles of wide-open silt beds to come.

“F*************CK!” I yelled, as I landed on my side in a deep silty road. I should have probably been focusing on the ride. The expletive was shouted more out of frustration than pain. Imagine falling into a giant pile of flour. Everything was covered. The bike and I looked antique. It would seem the Honda had had enough of me. The bike would turn on, the lights, dash, etc., but the starter button did nothing. After surviving the severe impact earlier, I was shocked that this low-speed tip over in powder would have done in Big Red.

Then I noticed the rear wheel was completely locked. In neutral, the rear wheel wouldn’t budge, the chain had absolutely no slack in it. Once realizing that the chain had jumped some teeth, perhaps from being too loose, we got the chain back on the sprockets and then adjusted for the appropriate tautness. The wheel was back to spinning freely, but the bike still wouldn’t start. After a lot of troubleshooting with my basic mechanical know-how, we decided, in the waning light, that we needed to get back on the road. We were still 25 miles from our destination.

This is why you should, 1.) Not ride alone, and 2.) carry a tow-rope. With no tow-rope in my pack, I was at the mercy of the two much more, um, mature riders that had stuck around with me during this debacle. The other two members of our quintet were far enough ahead that they had to continue into town to try to get gas before the only pump for 50 miles shut down for the evening. They didn’t make it, so there was no turning back to check on the rest of us and, as my luck would have it, one of those two were the most mechanically knowledgeable of the group. A KTM 500 XC-W ended up towing me 23 miles into town through more silt, narrow winding trails, and then a skosh of highway. In the middle of all of that, I managed to coast downhill by myself for two miles. I forced myself to keep my hand and foot off of the brakes in order to get as far as possible. Day two had sucked.

After some detective work by our ride leader in the motel parking lot, he was able to narrow the starting issue down to a blown FI fuse, after of course, we had cut and by-passed the clutch interlock sensor (sorry, Honda). The bike started, and I was set to continue on our ride. Great.

No really, I was appreciative. What else was I going to do? Sit in a town consisting of a gas station, a bar, a motel, and a few houses for four or five days while I waited for the others to come get me?

You do what’s necessary on dual-sport rides. No hammer? Grab me that big rock!

The following morning consisted of microwave burritos, instant coffee, and bringing the bike back to its pre-Ryan rideability. We loosened the triples in order to get the fork legs straightened out and decided we would try raising the fork tubes to see if we could get the bike steering a little quicker while we were at it. It was also pointed out that the rear wheel had been rubbing the exhaust which meant I had tweaked the subframe, the exhaust, or something else. Once we got the handlebars straightened, we laid the bike on its left side and started looking for a piece of wood tall enough to reach from the ground to the exhaust.

It hurt me to have to do this more than it hurt the bike. What you can’t see is that, although I am stomping on the motorcycle, I put a folded up belt under the left grip so it wouldn’t get damaged.

My stomach turned at the thought of what we were about to have to do to this press bike. The guys had not stopped giving me grief asking what Honda was going to say when I returned the bike. I wasn’t sure. I still “owed them a beer” from the Africa Twin disaster during our last big ADV shootout. When I set the bike on its side in the gravel parking lot, I had put a folded up belt under the grip so it wouldn’t get damaged which, of course, brought more heckling from the peanut gallery. After what I had put the bike through, who cared about a grip? I did. Ugh, poor bike, I thought to myself as I climbed on top of it. I grabbed one of the guy’s hands to stabilize myself as I jumped into the air and slammed my boots down on the Honda’s frame. The stump we had placed between the ground and the exhaust held firm and with one jump I had bent the muffler out of the way so it was no longer in danger of being contacted by the rear tire.

Oh, and it turns out, in all of my excitement, I hadn’t checked the tire pressures and, without a tire gauge in my tool pack, I took one of the guy’s pushing on my rear tire on the trail and saying, “Feels the same as mine” as a good enough measurement. After all the trouble I had, we decided to check the pressure and it nearly blew the pencil gauge’s measurement bar out the end. I had somewhere north of 25 pounds of pressure in my rear tire and roughly the same in the front. I should have been running 15 or so on both ends. I couldn’t believe I had made such a stupid mistake. Of course, this was adding to a lot of my traction issues. While the Honda’s engine characteristics still made things tricky, the high pressures had exacerbated the issues.

Looking brand new!

After all of that abuse, the bike was ready to roll once more. I asked the motel/gas station owner if I could use a hose to clean off the bike. After all, it was the least I could do for the poor machine after stomping on it. Once we hit the trails, the only thing we had to backpedal on was the fork height adjustment. Moving the fork tubes up had made the bike incredibly unstable. It felt like the wheel was under the motor so we returned them to the factory position which was much more stable. With a refreshed yet cautious attitude, I tackled the day from the back of the pack. I never felt totally comfortable in the rocks with the 450L, and that hadn’t changed. The suspension just wasn’t jiving, and the fork was delivering a lot of those impacts directly to my hands and wrists. At the last section of the day, I had a good run following one of the guys through a faster, vegetation-dense section of trail that ended at a cattle gate that would need closing after we had all passed through. I decided I’d wait till our last rider came through to help close the gate. After what started to seem like a worrying amount of time, she showed up.

Note the missing supports on the back of the used KTM caliper.

“Something happened to my rear brake,” she said, worried. She mentioned there had been a loud noise from the rear, a puff of white smoke, and then pedal pressure went away. She’d also found a stick lodged in the pedal afterward. It took only a quick look at her rear brake to see that the inboard supports on the caliper had blown off and the piston was now pushing the brake pads into the rotor to the point that the inner pad had been almost severed at that point by the friction. “This itinerary is cursed,” I thought to myself. It was her bike that blew up two years ago, too! I told her I’d bet our lead rider (her boyfriend) says, “I’ve never seen anything like that!” when we caught up with them at the pavement stretch back into town. Sure enough, on cue, “I’ve never seen anything like that!” he blurted out.

Looks like a good enough motorcycle stand as any, I suppose. The Honda wasn’t the only one getting beaten up on our trip.

That little snafu caused the couple to miss the next day’s intended route. Rather, they decided to use BFRs to get to our next destination and spent the morning calling shops and dealerships to see if they could get a caliper delivered to the evening’s motel. A single shop in Idaho had one rear caliper in stock. The dealer told us the entire state’s KTM dealerships have their parts inventory visible to one another, meaning that it was the only one in the state. At least some good fortune was had. They helped to arrange a courier service delivery that would have the caliper to the motel that evening, which it did. In the morning, we swapped in the new caliper and pads and she was ready to ride. Good as new.

Our ride leader, Jim, wasn’t going to let anything stop him from finishing this itinerary out. We’d see it through till the end this time! 2020 was the year (ha!).

The following day started out rocky and stayed that way. It was 145 rocky miles of hell. Okay, that may be an exaggeration, but with the way the Honda performed through rockier sections, I wasn’t looking forward to an entire day of it. I was too worried to carry much speed for fear of getting a pinch flat (especially now that my pressures were where they should be). And the way the Honda was smashing through the rocks, I didn’t want to go any faster anyway. I slowly made it through the day. I can still feel the pain in my hands, no doubt permanent at this point, as I’m typing this two weeks later.

The end of day five took us through some really beautiful trails flush with Aspens and through a few stream crossings. Thankfully, these were full of rocks rather than cow excrement. We were warned that there was a long steep uphill toward the end. “Nothing too technical, you just don’t want to lose momentum,” I was told.

That hill nearly defeated me. On the first attempt I got stuck and dug a hole quickly in the dry, loose rocky dirt. Back at the bottom for a second try, I let a good amount of air out of my rear tire, drank the half-ounce of water I had left, and gave it another go, stalled, and had to come back down again. A third attempt kicked me sideways and shot me off downhill and the bike landed upside down. Picking up a 300-pound motorcycle with its skid plate facing uphill in terrain you can barely stand on is tiring. Absolutely exhausted from getting beat up by the bike all day, I had to take some time to catch my breath and suck whatever moisture I could out of my Camelbak. Our ride leader rode down and offered to ride the Honda up the hill and let me use his bike. No f*cking way was I going to let that happen. I politely declined, and then, in anger, blasted my way to the top of the hill.

Sometimes you just need to be angry enough.

At the top, I had a clear view of a steeper hill climb, albeit shorter, ahead of us. One guy tried and failed so we decided to go cross country and traverse the side hill that happened to be littered with massive piles of tombstone-sized scree. Everyone struggled a bit, including yours truly (hard to imagine, right?), but we managed to make it to the top. At that point, the ride into town was a cakewalk compared to where we had come from, but it was still sprinkled with a few steep rocky descents. We were back in the small village we had stayed at the first night, and the saloon had never looked so welcoming. After some impressive stand-up comedy from the bar/restaurant/motel’s (and many of the other businesses in town) proprietor, we had burgers at the bar and promptly went to bed.

This bit of trail triage required patching some holes in the radiator with Quick Steel. It worked flawlessly.

Day six, the final day. I was happy to be on the home stretch. It turned out that when the bike had ended up upside down on that steep hill I must have poked a couple of holes in the radiator. At our first regroup out of town we decided that the amount of coolant on my left boot necessitated a fix. Down the Honda went again on its side as we performed more trail triage on the big girl. Once the Quick Steel had cured we topped her up with water and we were good to go again. So was I. Knowing that it was the last day rejuvenated my battered and broken spirits and thankfully, the trail, although it was 160 miles or so, managed to be a lot of the faster flowing terrain that the Honda was much more adept at railing through.

In the afternoon, we snaked through canyons with tall reddish-brown jagged walls stretching high to meet the perfect blue sky above. The dirt road was lined with golden Aspens glowing in the Autumn sun. I think we all slowed down through that portion just to enjoy the scenery. Our last miles were spent passing through a 198,000-acre private ranch that our ride leader had acquired a permit for, giving us special permission to travel through the area. Slightly sunburnt, thoroughly battered (maybe that was just me and the 450L), and inundated with dust. We reconvened at the highway that would take us back to our starting point.

What a ride. The Honda CRF450L had managed to make it through despite my abuse. If I owned the bike – which I may be forced to once Honda reads this – there are some definite measures I would take to remedy some of the issues I had. Weight savings would be first. Stripping everything I possibly could and replacing parts with 450X components like the rear subframe, where feasible. Next, I would send the suspension out to get re-valved and probably change the spring rates. The IMS three-gallon tank is a necessity for the type of riding I do. The stock two-gallon tank simply won’t cut it. And last but not least, wrap-around handguards. I would also probably throw on some of my favorite Bridgestone X40s on with HD tubes, too.

With that work, I think I could be happy with the CRF450L, but as it sat on this trip, it was a handful. Not all of my issues were caused by the bike, for sure, but I think with the aforementioned changes, I would have had a smoother ride. Or maybe I wouldn’t have, and the itinerary really is cursed. I’m not sure I’ll go back to find out.

The post The Infamous Nevada Itinerary appeared first on Dirt Bikes.

2019 Honda CRF450RX First Ride Review

Brent Jaswinski — Tue, 11 Sep 2018 21:02:48 +0000

If you’re anything like me when it comes to riding in the dirt, you’re willing to sacrifice a little comfort and user-friendliness in favor of higher performance and better handling. This was pretty much always the case for me as I’d ride my CRF450R both at the track and on the trails, or in the desert/woods/mountains/etc. At the motocross track in its intended environment, the CRF450R is a beast; out in the sticks, the R still rules. However, it definitely gives up certain advantages and conveniences to more trail-inspired bikes like the CRF450X. Fortunately, Honda has built a do-it-all bike for riders like us who don’t want to compromise performance and handling at the track for convenience on the trail – the 2019 Honda CRF450RX.

They say the third time’s the charm, right? Well, now in its third year of production, Honda has ironed out many wrinkles, and this could be the last bike you’ll buy for a long time. Honda’s 2019 CRF Collective introduced seven all-new or reinvigorated models to its lineup, and for 2019, the CRF450RX inherits the same performance-enhancing features as the CRF450R, including key updates for lighter weight, added power, and enhanced handling performance. It also gets some special touches that fine-tune it for enduro/off-road use. These tweaks include a bigger, 2.25-gallon fuel tank, a sidestand, an 18-inch rear wheel, one more tooth on the rear sprocket, a sealed drive chain, and dedicated closed-course off-road suspension settings.

Whether it’s at the track or on the trail, the 2019 Honda CRF450RX has all the tools and conveniences to ride fast and comfortably. And you don’t have to find something to lean it up against out on the trail anymore like you did with your MX bike!

That’s not all, though. Along with the R model, the RX gets an all-new chassis and swingarm designed to work together for improved traction and cornering, the engine features larger-diameter and longer head pipes for better throttle response and top-end pull, and new fuel-injection settings spray twice per cycle to better atomize the fuel. Both the R and the RX share the same 13.5:1 Unicam engine save for slightly different EFI mapping and ignition timing to better tune the power for off-road use. Additionally, there are three different maps to tailor the engine’s output characteristic. Map 1, or Standard, is your all-around power everywhere setting, whereas Map 2 (Smooth) mellows it out a little on the bottom for improved technical riding ability with everything left on top. Map 3 (Aggressive) is the hold-onto-your-hat setting where you better be paying attention, because things can get blurry in a hurry. All three are switchable on the fly.

Those two buttons right there control your HRC Launch Control on top, and your EFI mapping and ignition timing on the bottom. They’re both intuitive, easy to use, and can be adjusted on the fly.

On the track, Maps 1 and 3 are the ones I found myself using most comfortably. The hard-hitting power right off the bottom comes on strong from the get-go and keeps pulling with a super impressive overrev thanks to the new double-spray injector settings and longer header pipes. Utilizing the space gained by eliminating the kick starter and using a compact electric starter instead, the new exhaust features a larger pipe diameter and improved design at the branching location where it splits into its dual mufflers for increased power. Previously 31.8mm, the right and left pipes are now 35mm and 43mm, respectively. In addition, the total tube length (from exhaust port to muffler end) is up 98mm (3.9 inches) on the right and 187mm (7.4 inches) on the left. That’s quite a bit longer, and the difference is certainly felt with better throttle response and top-end pull when riding the 2019 RX back-to-back with the ’18.

Thanks to the elimination of the kick starter, the 2019 CRF450RX now features larger-diameter and longer exhaust pipes which translate to improved throttle response and more power across the entire powerband, especially on the top-end. Additionally, the new design allows for shorter mufflers and a lower and more concentrated center of gravity for improved handling. Besides, who doesn’t like the look of dual pipes?

The overrev on the 2019 450RX, simply put, is awesome. Just when you think you’ve run out of gear, the Honda isn’t done yet, and it keeps pulling even longer – surprisingly longer. When it finally does peter out, it does so without falling on its face. This translates to smoother, more efficient riding/racing. Out on the trail, the Smooth Map 2 is what I preferred mostly because the power delivery, especially off the bottom, allowed me to really finesse the bike over trickier, more technical terrain without any sort of herky-jerky on-off throttle response. As the revs climb, though, Map 2 still delivers the same arm-stretching pull the Standard and Aggressive maps provide, giving you the best of both worlds. The 2019 CRF450RX isn’t going to leave you wishing you had more power, that’s for sure.

To match the increase in engine performance, the CRF450RX’s whole chassis and handling department got a makeover, too, with changes to the frame for improved traction and cornering feel plus reduced weight being the main goals. The RX’s Next-Gen twin-spar aluminum frame positions the rear shock’s mounting point lower, which opens up the airbox area and contributes to a lower center of gravity. The frame’s lower members have also been made stiffer to work better with the redesigned swingarm, which is lighter than the 2018’s and has also been optimized in certain areas to improve flex characteristics in conjunction with the chassis as a whole. Where certain areas were stiffened up, others like the rear subframe, got some rigidity taken out to help maintain the bike’s overall balance and feel.

Regardless of where or how you ride it, the CRF450RX’s chassis offers a great combination of rigidity and feel.

The CRF450RX uses 49mm conventional spring Showa bump sticks with low-friction oil and dedicated damping settings developed from JCR Honda’s Trevor Bollinger and Trevor Stewart in GNCC and WORCS competition. The rear shock is also graced with improved linkage geometry to work better with the all-new swingarm and mounting position within the frame. The top triple clamp features two handlebar mounting locations for moving the handlebar back and forth by 26mm (1 inch). When the handlebar risers are turned 180 degrees, the handlebar can be moved an additional 10mm from the base position, resulting in a total of four unique riding positions. That’s almost 1.5 inches you can move the bars forward or back. Being a taller rider at 6-foot-1, I moved the bars to the forward-most position and felt comfortable on the bike instantly. Opening up the rider triangle helps me get more leverage, but most importantly, it helps me feel more comfortable on the bike and gets rid of the see-saw riding effect of having the bars too close and feeling like they’re in my lap.

All together, the 2019 CRF450RX chassis worked and felt great from the start. The stock valving settings are firm and fast enough to handle jumping and track duty well, yet soft enough to provide plenty of cushion on the trail, too. Both the front fork and rear shock are fully adjustable to fine-tune to your preferences or riding conditions. Heavier and/or more aggressive riders could benefit from stiffer springs, but that’s nothing new – right, fellas?

The RX comes fitted with Dunlop Geomax AT81 shoes – a favorite amongst many top off-road riders. The rear 18-inch wheel is especially nice on the trails because it offers more sidewall rubber than a 19-inch motocrosser rear wheel, and that translates to a little extra cushion, tire flex for grip and a reduced chance of getting a pinch-flat. Plus, both the front and rear brake discs come with their own protection, too.

Having the horsepower and handling to go fast is one thing, but it’s nothing if you can’t rein it all in. Fortunately, braking performance and feel have been looked at closely and benefit from increased 260mm front and 240mm rear rotors. Binding the larger front disc is a new, lighter two-pot caliper that uses a pair of 30mm and 27mm pistons, compared to identical 27mm pistons of years prior. The front brake line is also stiffer to prevent brake fade from expansion, maintain precise feel, and improve overall performance.

Other changes to the 2019 CRF450RX include newly shaped footpegs that are 20% lighter and shed mud more easily, redesigned fork protectors for more coverage, black rims which definitely enhance the look of the bike, in-mold graphics that are more resistant to abrasion or peeling from crashing, and a 15mm lower Renthal Fatbar handlebar for a more active riding position. All these changes equate to a better handling and looking bike.

The engine features a new scavenge pump design with two 12mm pumps, up from a single 16mm pump, for increased lubrication and reduced friction inside the engine, improving peak performance and enhancing over-rev characteristics. Also, a revised clutch lifter and pressure plate allows optimum oil supply to clutch plates and friction discs, resulting in enhanced durability. This is especially nice for slow-speed maneuvering when the clutch is used heavily.

As always, all the good can’t come without a little criticism, and my only real gripe with the 2019 Honda CRF450RX is with its fuel tank. While the bigger 2.25-gallon capacity is awesome and allows you some peace-of-mind to ride longer loops, it protrudes out just a little too far between your legs. Most of the time it’s not a big deal, but there were definitely times, like sticking my leg out in a corner, where I felt somewhat encumbered by it. Fortunately, there are aftermarket companies out there like IMS that make slimmer fuel tanks that hold just as much, if not more than the RX’s stock tank. Another small mention (and this is more of a suggestion than a nitpick) is perhaps adding a sixth gear for the guys who’ll ride the RX more off-road than at the track.

2019 Honda CRF450RX

+ Highs

Strong, torquey motor with three distinct and usable EFI maps
Sharp, refined handling and ergonomics
Motocross prowess with trail bike conveniences and amenities!

– Sighs

Fuel tank can feel a little too wide at times
A sixth gear could be nice
Clutch pull is a little on the heavy side

In Gear

Goggles: Scott Prospect Goggles
Clothing: Troy Lee Designs GP Air Jersey and Pants $168.00
Boots: Gaerne SG12 Boots $529.99

2019 Honda CRF450RX Specifications
Engine Type	449.7cc liquid-cooled 10° single-cylinder four-stroke
Valve Train	Unicam OHC, four-valve; 10.0mm intake, steel; 8.8mm exhaust, steel
Bore x Stroke	96.0mm x 62.1mm
Compression Ratio	13.5:1
Induction	Programmed fuel-injection system (PGM-FI); 46mm throttle bore
Ignition	Full transistorized
Starter	Push-button electric starter
Transmission	Constant-mesh 5-speed return; manual
Clutch	Multiplate wet (6 springs)
Final Drive	#520 sealed chain; 13T/50T
Front Suspension	49mm fully adjustable leading-axle inverted telescopic Showa coil-spring fork
Rear Suspension	Pro-Link system; fully adjustable Showa single shock
Front Brakes	2-piston caliper (30mm, 27mm) hydraulic; single 260mm disc
Rear Brakes	1-piston caliper hydraulic; single 240mm disc
Front Tire	Dunlop Geomax AT81 90/90-21 w/ tube
Rear Tire	Dunlop Geomax AT81 120/90-18 w/ tube
Rake (Caster Angle)	27°25’
Trail	4.6 in.
Length	85.6 in.
Width	32.6 in.
Height	49.6 in.
Ground Clearance	12.9 in.
Seat Height	37.8 in.
Wheelbase	58.2 in.
Fuel Capacity	2.25 gal.
Color	Red
Curb Weight	255 lbs. (claimed)

The post 2019 Honda CRF450RX First Ride Review appeared first on Dirt Bikes.

2018 Honda CRF250R Clutch Recall

Press Release — Thu, 16 Aug 2018 19:28:36 +0000

Honda is recalling all 2018 CRF250R motocross bikes because the clutch basket can break, potentially causing the engine to lock up and increasing the risk of a crash. The recall affects about 3,200 motorcycles in the U.S.

According to the U.S. Consumer Product Safety Commission, American Honda has received 19 reports of clutch failures, including two that resulted in the engine locking. No injuries were reported.

Here’s what Honda has to say about the recall:

Honda Issues Safety Recall for 2018 CRF250R

American Honda is conducting a safety recall, in conjunction with CPSC, to replace the clutch basket and judder spring on all 2018 CRF250R motorcycles. Under certain conditions, the clutch basket can break and possibly cause the engine to lock up, increasing the risk of a crash and injury hazard.

All registered owners will receive a letter about the safety recall. The clutch basket and judder spring will be replaced with modified parts and the repair will be carried out at no cost to the owner. Dealers have been instructed to stop selling new or used 2018 model-year CRF250R motorcycles until the issue has been rectified.

Additional assistance is available from Honda Motorcycle Customer Support at 866-784-1870, or online at http://powersports.honda.com. (Click “Recall Information” at the bottom of the page.)

And here’s the U.S. CPSC’s statement:

Off-Road Motorcycles Recalled by American Honda Due to Crash and Injury Hazards (Recall Alert)

Recall Details

Description:

This recall involves all 2018 Model Year CRF250R off-road motorcycle s. The recalled motorcycle s were sold in a red color. The names “HONDA” and “CRF250R” are printed on the sides of the motorcycle. The model name and model year are printed on a name plate label located at the front right top of the frame, near the steering head.

Remedy:

Consumers should immediately stop using the recalled off-road motorcycles and contact their local authorized Honda Powersports dealer to schedule an appointment for a free repair. Honda is contacting all known purchasers directly.

Incidents/Injuries:

American Honda has received 19 reports of clutch failure, including two that led to engine lock up. No crashes or injuries reported.

Sold At:

Authorized Honda Powersports dealers nationwide from November 2017 through July 2018 for about $8,000.

Manufacturer(s):

American Honda Motor Company Inc., of Torrance, Calif.

Manufactured In:

Japan

Recall number:

18-759

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Honda Teams with Forever 21 for New Apparel Collection

Press Release — Tue, 23 Jan 2018 17:47:25 +0000

The following is from American Honda, regarding its collaboration with clothing retailer Forever 21:

Jan 23, 2018 – TORRANCE, Calif.–American Honda today announced a new and exclusive collaboration that will see independent fashion retailer Forever 21 launching a capsule collection of apparel inspired by Honda racing gear from the ’80s and ’90s. Honda’s brand management agency, Earthbound—using its expertise in uniting brands—helped bring the two powerhouses together for this collection. To kick off the project, the companies have organized an Instagram contest, with the lucky winner taking home a new CRF250L motorcycle. Included in the F21xHonda collection are men’s and women’s attire featuring modern silhouettes but adorned with nostalgic iconography.

“Honda’s motorcycle racing success in the ’80s and ’90s was legendary, with our riders earning many championships in domestic and international series,” said Mike Snyder, Senior Manager of Honda Powersports Marketing. “While we’re focused on winning with our current teams, it’s fun to see our racing heritage honored by Forever 21 with a completely new audience.”

“We are so excited to announce our partnership with Honda for this ’80s and ’90s inspired collection,” said Linda Chang, VP of Marketing for Forever 21. “We are always looking for new and unexpected partnerships, and this collaboration with Honda is especially relevant now with the popularity of racing and strong ties between fashion and motorsport. We hope that both fans of Honda and our customers will celebrate with us through this collection.”

For a chance to win the Honda CRF250L, participants should post an Instagram photo of themselves wearing a garment from the F21xHonda collection (be sure to tag @honda_powersports_us and @forever 21, and use the #F21xHonda and #F21Contest hashtags). Official contest rules can be found here.

F21xHonda apparel is available beginning today in stores throughout North America, and at Forever21.com.

ABOUT AMERICAN HONDA
American Honda Motor Co., Inc., is the sole distributor of Honda motorcycles, scooters, ATVs and Side-by-Sides in the U.S. American Honda’s Motorcycle Division conducts the sales, marketing and operational activities for these products through independent authorized Honda retail dealers. For more information on Honda products, go to powersports.honda.com.

ABOUT FOREVER 21
Forever 21, Inc., headquartered in Los Angeles, California, is a fashion retailer of women’s, men’s and kids clothing and accessories and is known for offering the hottest, most current fashion trends at a great value to consumers. This model operates by keeping the store exciting with new merchandise brought in daily. Founded in 1984, Forever 21 operates more than 815 stores in 57 countries with retailers in the United States, Australia, Brazil, Canada, China, France, Germany, Hong Kong, India, Israel, Japan, Korea, Latin America, Mexico, Philippines and United Kingdom. For more information please visit: newsroom.forever21.com

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Ken Roczen Talks About 2018 Houston Supercross Runner-Up Finish

Press Release — Tue, 16 Jan 2018 02:04:56 +0000

The following is from Team Honda HRC, regarding Ken Roczen’s runner-up finish at the 2018 Houston Supercross, Round 2 of the 2018 Monster Energy AMA Supercross Series:

Round 2 of the AMA Supercross series, held at Houston’s NRG Stadium, was an exciting one for Team Honda HRC, as Ken Roczen put together an impressive ride, leading much of the main event and finishing second in only his second race back after nearly a year off due to injury. When the gate dropped, the German launched his CRF450R to an upfront start, taking over the lead on lap two. On lap 14, Roczen relinquished the lead but rode smoothly and prudently to take the checkered flag in second place.

Ken Roczen continued to improve on his results at the 2018 Houston Supercross, finishing second in the main event. PHOTO BY RAS PHOTO.

Teammate Cole Seely also had a noteworthy night, improving on his result from Anaheim to score fourth place. Following a top-five start, Seely quickly moved into fourth, then engaged in a heated battle before taking over third. It looked as though the Californian may join his teammate on the podium, but after eight laps he fell back to fourth, which is where he finished.

Cole Seely. PHOTO BY RAS PHOTO.

Notes:
–Prior to Saturday’s action, Team Honda HRC’s Ken Roczen and Cole Seely joined GEICO Honda’s Jeremy Martin, Christian Craig, and Chase Sexton for an appearance at Wild West Motoplex to hang out with fans and sign autographs at their pre-race Supercross party.

–On Saturday morning, Red Rider Adam Enticknap (No. 722) presented Roczen with the fan-voted “Seven Deuce Deuce Pulp MX” Lit Kit Award for his custom Anaheim 1 Fox gear, which was all-white with multi-colored left arm.

–During Saturday’s timed qualifying sessions, Roczen was again the top Honda racer, laying down a 53.418” lap in the second session to score the second-fastest time of the day, while teammate Seely was fourth-quickest with a 53.527”. MotoConcept Honda’s Justin Brayton secured fifth, followed by GEICO Honda’s Jeremy Martin in sixth and MotoConcepts rider Vince Friese rounded out the top 10.

–In the evening program, Roczen and Seely finished 1-2 in the first heat race, transferring them both directly into the main event. While leading, Roczen laid down the quickest lap of the race with a 53.552”.

–For the second consecutive week, Honda had the most bikes of any manufacturer finishing in the top 10 of daytime qualifying and the main event.

–The Houston track showcased long rhythm lanes, crossing the start straight six different times, as well as a deep sand section, which added a unique element to the evening’s racing. “I thought the track layout tonight was cool,” Roczen said. “It’s been a while since I’ve raced in a football stadium and they have a lot of open space to work with. There were a lot of spots we launched across the start straight. The track was pretty soft and with that, the bottoms of the jumps are changing all the time. Once everyone keeps hitting the same line, it just gets deeper and deeper. We even got down to the floor in certain spots. It was a tough track but still fun.”

–It was a solid night for the GIECO Honda team, as rookie Chase Sexton finished second in his heat before scoring his first-ever podium result in the main event with a third. Despite an injured ankle, teammate Christian Craig put together an impressive performance, taking the checkered flag in fourth. During his second of three scheduled appearances in the 450SX class, Jeremy Martin overcame a mishap on the first lap of the main that saw him go off the track, rejoin the race in nearly last, and charge forward to finish 10th.

–Roczen now sits second overall in the championship standings with 42 points, while Seely is fourth with 36.

–Next weekend, Team Honda HRC heads back to Southern California for their second and final stop at Angel Stadium of Anaheim. On Friday, the Honda Red Riders will attend an autograph signing at Del Amo Orange County from 6-7:30 p.m.

The post Ken Roczen Talks About 2018 Houston Supercross Runner-Up Finish appeared first on Dirt Bikes.

Team Honda HRC Team Manager Erik Kehoe Interview: Feeling at Home

Scott Rousseau — Fri, 12 Jan 2018 21:56:12 +0000

Erik Kehoe is no stranger to the role of Team Manager for Team Honda HRC’s high-powered factory supercross and motocross teams, and 2018 finds him back in that role once again.

After a five-year hiatus, Erik Kehoe is back at the helm as Team Honda HRC’s Team Manager.

A former factory motocross racer in the 1980s and ‘90s, first with Team Yamaha and later with Team Suzuki, Kehoe was a scourge in the 125cc class where he earned seven AMA National Motocross Championship wins with Team Suzuki between 1985 and 1988. When his time was up at Suzuki, Kehoe landed a Honda factory support ride in 1989, and he would later join the newly formed Honda of Troy team in 1993. Life was good until, one year later, Kehoe endured a brutal crash at the 1994 Mt. Morris National, in which he suffered a badly broken back. Repairing the damage meant that Kehoe had to have several vertebra fused and a rod inserted along his spine, effectively ending his racing career.

However, there was light even in the darkest of times, as Honda of Troy owner Phil Alderton was duly impressed with with Kehoe and offered him the role of Team Manager for Alderton’s newly formed Honda of Troy racing team. Using his experience as a racer, Kehoe guided that team to prosperity, and that garnered the attention of Team Honda, which recruited him to take over as Team Manager for the in-house factory team in 2002. For the next 10 years, Kehoe was the man at the helm as Honda garnered three AMA Motocross Championships in the premier (250cc/450cc) class with Ricky Carmichael from 2002-2004. Kehoe remained with the team until the end of 2012 before deciding to step away from the Team Manager role when he could not come to terms with Honda, a move that Kehoe calls amicable in every way.

The relationship undoubtedly helped pave the way for Kehoe’s return in 2018, where he once again finds himself calling on his 35-plus years of racing experience, both as a rider and a manager, to return Honda to glory years it hasn’t seen since his last go-round. After sitting down for a brief chat with Kehoe, it’s clear that he is motivated to help his old/new team do just that.

DirtBikes.com: So, describe the end of your role as Team Manager at Team Honda last time around.

Erik Kehoe: It was the end of 2012. [Justin] Barcia went to the Motocross of Nations, and then my contract ended at the end of that year. I just took 2013 off, and I’ve been off from 2013 until now. I had some things at home that I had to deal with, unfortunate personal stuff that people go through. I went through a divorce, and my mother was sick with cancer. My family—my brothers and my sister—were working. I just decided I needed to take the time off to focus on the other aspects of my life.

DirtBikes.com: That must have been a tough decision.

Erik Kehoe: It was a difficult decision, because I knew that once you step out of something like that, you don’t know if you’re going to get your foot back in the door. But I have a newfound respect for a lot of different things right now from my experience over the last few years. It was definitely interesting.

DirtBikes.com: So how are things different now, having been away from the team for five seasons and now stepping back into this role? What things have changed, or what things do you see that are different about the team compared to when you left it?

Erik Kehoe: It’s interesting, because we have such a diverse team of experience, whether it’s our engine technicians, our chassis technicians… Everybody that’s involved, their experience is so diverse that it’s constantly evolving. Especially in racing, things happen so quickly. The riders, their riding technique, has been taken to a whole other level. There has been a lot more focus on fitness and training with the riders over the last few years. I think everything has just evolved, and I try to keep up with it because I’ve lived that lifestyle. I still try to stay in shape and eat well. I think that once you’ve adapted to that lifestyle, it just comes naturally.

DirtBikes.com: So, it sounds like not that much, then. It sounds like you’ve been paying attention to the scene while you’ve been away.

Erik Kehoe: Yes. I’ve been watching the results over the past few years, and I’m still a racer at heart. I love the sport, and I love seeing what racers like Cole Seely and Ken Roczen are doing. They’re just taking it to another level. So I’m constantly studying that and seeing how what those guys are doing affects the bikes, for example. With the four-strokes now, the power and torque that our bikes have, what those guys are able to do is forcing them to evolve their riding as well. It’s a constant cycle.

Kehoe (left) calls Ken Roczen (center) and Cole Seely (right) two of the most talented riders in the sport. He hopes to help guide them to championship titles with Honda.

DirtBikes.com: What challenges have you faced in getting back into the mix with Honda?

Erik Kehoe: I think, right now, just getting back into the different aspects of the job. There are so many different moving parts to the team. That’s why I always stress the fact that we have such a diverse, talented staff, because you rely on every individual that’s involved with the team to do their job. That team, collectively, determines our success. So, having a diverse team as well as two of the most talented racers in the sport, I look for good things. The really challenging part for me is just getting back into the difficult part of traveling a lot. My car is like a moving office! [laughs] From the test track to the airport, and then out of state and back, that’s one of the toughest parts of the job.

DirtBikes.com: But once you’re at the track, you feel at home.

Erik Kehoe: Yeah, I think so, because I have so much experience with it. That part of it, it’s like a second family when we’re on the road and at the races. It’s like right now, even. The testing and everything has been going really well this off-season. Kenny and Cole are really strong right now, and healthy. We talk about it at the shop, “We just want to get some racing going!”

DirtBikes.com: How important is it for you to have Dan Betley still around to lean on or bounce ideas off of since he has moved over to GEICO Honda?

Erik Kehoe: That interaction has been huge. Dan and I worked together for many years, all the way back even to my Honda of Troy days. When we talk, we collaborate on different ideas and things. There are changes that Dan put into place while I was gone, and he did a great job with that. I think that understanding his thought process behind some of that has helped me to know why those changes happened. You have to accept change and things evolving, especially in racing, because things move at such a fast pace. Being able to tap into Dan’s experience and knowledge from the past few years has really helped my transition. His experience on the technical side has really helped the team with the new CRF250R that has come to the team there at GEICO. It has been a solid effort.

DirtBikes.com: One last question… Have you ever gotten over the “Daisy Duke incident?”

Erik Kehoe: Oh my gosh! [laughs] You remember that? Yeah. As a matter of fact, I think my legs are even skinnier now! [laughs] Of course. That was a difficult one. That was [Davi] Millsaps. I think we had a bet about him being on the podium or not, and of course I lost the bet, so we had some Daisy Duke shorts that someone had put together, and I had to walk around the track with them on during a track walk at a supercross. And it was not fun. [laughs]

DirtBikes.com: Any chance we’ll see another bet like that one this year?

Erik Kehoe: You know, I think I’ve learned my lesson on a couple of those. I just try to keep my mouth shut when I shouldn’t be opening it.

The post Team Honda HRC Team Manager Erik Kehoe Interview: Feeling at Home appeared first on Dirt Bikes.

2018 Team Honda HRC Supercross Preview Video:

Scott Rousseau — Fri, 05 Jan 2018 17:31:40 +0000

Team Honda HRC has made the following video of its factory race team in anticipation of the 2018 Monster Energy AMA Supercross Series, which gets underway at Angel Stadium in Anaheim, California, January 6. Honda had the following to say about the clip, which features Ken Roczen and Cole Seely aboard the 2018 Honda CRF450R factory machines:

Ken Roczen (shown) and Cole Seely are part of Team Honda HRC’s latest promotional video. PHOTO: AMERICAN HONDA.

The 2018 season is an exciting one for Team Honda HRC, with Ken Roczen and Cole Seely both on the hunt for wins and podium finishes in the AMA Supercross and AMA Pro Motocross series. Check out American Honda’s official team video, which showcases the riders preparing for battle aboard their CRF450R race bikes at the famous Honda test track. Guaranteed to get you fired up for the races!

The post 2018 Team Honda HRC Supercross Preview Video: appeared first on Dirt Bikes.

Honda Red Rider Rewards Contingency Approaches $5.4 Million

Press Release — Wed, 03 Jan 2018 22:11:11 +0000

The following is from American Honda, regarding its 2018 Red Rider Rewards program:

Honda-mounted riders can grab a share of nearly $5.4 million in contingency awards through Honda’s Red Rider Rewards program.

Jan 3, 2018 – TORRANCE, Calif.–American Honda today announced details of its 2018 Red Rider Rewards program, which makes funds available to Honda racers based on their results in supported amateur and professional racing series. The package continues to evolve to provide support to riders in a variety of series across the country. Among the supported disciplines are off-road; amateur and professional motocross, Supercross, and Arenacross; road racing; and flat track. A number of adjustments have been made to direct funds to the racers who can most use them, for example paying deeper into the fields in several series.

While the 2018 Red Rider Rewards package currently offers a total of $5,395,160, it will grow in the coming months as additional racing promoters and organizers announce their 2018 schedules, particularly in club road racing and amateur motocross.

Recently posted 2018 Red Rider Rewards Program supported series include:

GNCC
WORCS
NEPG (National Enduro)
NHHA (Hare & Hound)
Endurocross
MotoTrials
District 37 Big6
SCORE
American Flat Track
Amateur National Motocross
Arenacross
Amateur Arenacross
AMA Supercross
Amateur Supercross
AMA Pro Motocross
MotoAmerica
Various regional racing series

Details on payout structures and how to register can be found on the Honda Red Rider Rewards Contingency page.

“Given the success of Honda CRF, CBR, and Montesa Cota models on salesroom floors and in media shootouts, we’re excited to increase our contingency offerings for Red Riders in 2018,” said Brandon Wilson, American Honda Motorcycle Sports Assistant Manager. “Nationwide, Honda models are recognized as the machines of choice among privateer racers, and we’re rewarding the grassroots racing community by adjusting the contingency accordingly in many series, growing the total amount of contingency funds available, and allotting increased payouts to those who need them most. With these enhancements, plus the improvements made to many new Honda models, we expect to see a lot of red on starting lines and podiums in 2018.”

In the same announcement, Honda revealed that they have expanded their Red Rider Support program to include the newly announced Amateur Arenacross championship. Organized in partnership with Honda’s Arenacross team, this program will see TiLube Honda providing amateurs with access to parts and service at each stop of the Arenacross tour. As usual, the Red Rider Support program will also provide trackside support at other amateur national motocross events, with details still to be finalized.

In the coming months, Honda will provide additional information regarding the 2018 Red Rider Rewards and Trackside Support programs serving other racing series and events. All Red Rider Rewards contingency funds are paid directly to riders via XTRM AnyPay.

The post Honda Red Rider Rewards Contingency Approaches $5.4 Million appeared first on Dirt Bikes.

2018 Honda CRF250R First Ride Review: Honda’s DOHC 250cc Contender

Scott Rousseau — Wed, 25 Oct 2017 03:32:45 +0000

After sticking with its tried-and-true Unicam engine when it unveiled the all-new Honda CRF450R in 2017, we weren’t going to be surprised if Honda followed suit with the 2018 Honda CRF250R, the company’s first all-new 250cc motocross model in four years.

DirtBikes.com lead test rider Ryan Abbatoye churns and burns Zaca Station MX’s loamy ground on the all-new 2018 Honda CRF250R. The DOHC 250 boasts a linear power curve that makes it deceptively fast. PHOTOS BY SCOTT ROUSSEAU.

But when Honda unveiled its all-new quarter-liter motocross contender last July, the 2018 Honda CRF250R featured a twist that even the 2018 Honda CRF450R can’t claim–an all-new, DOHC, dual exhaust port engine. Naturally, we were dying to swing a leg over the new machine and see for ourselves whether it had the goods to reclaim the top spot in the 250cc motocross hierarchy. That day finally came today at Zaca Station, near Buellton, California, where Honda allowed us to be among the first wave of dirtbike journos to ride the new bike. Today was also the day that Honda finally announced the MSRP of the 2018 CRF250R. The new CRF will be available in dealer showrooms this December for $7999.

Naturally, we were excited when we first saw it, and now that we’ve ridden it we can say that the 2018 Honda CRF250R is one impressive machine, although not exactly the way that we thought it would be. So let’s get right into it, shall we?

The 2018 CRF250R’s chassis is derived from the 2017 Honda CRF450R. The two bikes share the same geometry specs.

Firing up the 2018 CRF250R is a snap, thanks to its electric start. Throttle response is smooth, through its 46mm Keihin throttle body–which is the same size as last year’s unit. In fact, what we learned at Zaca Station is that smooth pretty much defines the Honda’s new 249.5cc DOHC engine character to a T. Both DirtBikes.com lead test rider Ryan Abbatoye and our Vet Novice tester agreed that the new CRF boasts an seamless power delivery from idle on up to its 14,400 rpm redline, which gives the rider 900 more rpm to work with up top than the 2017 Honda CRF250R.

But while the 2018 Honda CRF250R is smooth, it isn’t punchy anywhere in the rev range. Churning out laps on the loamy Zaca Station track, the 2018 model’s linear thrust makes it easy to ride fast, even if you don’t feel like you’re really motivating. The meat of the power is concentrated toward the upper rpm, but the CRF is really subtle in its overall delivery.

[See image gallery at www.dirtbikes.com]

During our intro, Honda had a 2017 CRF250R on hand for comparison’s sake, and we were surprised to recall just now much grunt the Unicam engine has in the lower rev range, which makes it a lot of fun to grunt off corners. However, the 2017 also falls flat as it moves through the mid-range and into its upper-end hook. That’s where the 2018’s DOHC engine is really superior, serving up a silky pull that is almost deceptive while exhibiting a lot more overrev. It’s our take that The new engine’s power curve shares a lot more in common with the KTM 250 SX-F or the Husqvarna FC 250–or both of those manufacturers’ 350cc models–than any other Japanese 250cc motocrosser we’ve sampled.

A larger bore, shorter stroke help to give the Honda’s 249.5cc four-single a rev ceiling of 14,400 rpm–900 more than the Unicam engine it replaces. Like the dual cams, the dual exhaust port cylinder head is a first for the CRF250R.

No surprise, really, since the 2018 Honda CRF250R features a larger 79mm bore and shorter 50.9mm stroke compare to the 2017’s 76.mm x 53.8mm dimensions. That isn’t all that helps the 2018 model rev more freely than the 2017. The 2018’s new cylinder is offset .5mm closer to the crank centerline than the 2017’s 4mm offset, freeing up drag by reducing piston to cylinder wall side thrust. The 2018’s crankshaft is also 350 grams lighter thanks to a new H-shape cross section that reduces mass. Up top, the new cylinder head is also clearly designed for greater high rpm power. Its included angle is 1 degree narrower, 20.5 degrees, and its titanium 33mm intake and 26mm exhaust valves are larger than the 2017s. The 2018’s dual camshafts also create more valve lift on both the intake and exhaust sides, and Honda’s F1-style finger follower rocker arms allow for more radical, high rpm-oriented cam timing while maintaining good valve train stability.

Yep, the 2018 Honda CRF250R sports a top-end woosh that should be a windfall for riders who like to ride in a lower gear and keep the throttle pinned to make the most of the 2018 CRF250R’s rpm potential, but point-and-shoot Honda riders who were expecting the low-end lunge of the old Unicam engine combined with a more ferocious mid-range and a shrieking top-end might not be so jazzed at first. Even after trying all three of the available maps programmed into the Honda’s handlebar-mounted Power Mode Select system, we were looking for a little more off the bottom than the new engine offers. One key to riding it fast is to work the 2018’s light and linear clutch to keep the revs high. The new clutch features clutch plates that use two friction materials instead of one for greater durability. The gears ratios in the 2018 Honda CRF250R transmission are also completely different than the 2017 CRF250R, and they’re perfectly matched to the Honda’s new engine output. Shifting is also silky, even though the new Honda prefers to be held in each gear longer and revved to the moon.

While the 2018 Honda CRF250R lacks the low-end grunt of its predecessor, it more than makes up for it with high rpm power. That said, we’d recommend adding a tooth or two to the rear sprocket.

However, a quick look at the 2018 CRF’s rear sprocket revealed where some of the initial low-end grunt we were looking for may be stifled: The 2018 Honda is fitted with a 48-tooth rear sprocket whereas the 2017 model features a 49-tooth rear. Our two-man test crew is convinced that going to a 49-tooth or even a 50-tooth rear sprocket could really help the 2018 CRF to feel more potent off of slow corners without hampering its ability to churn out the kind of high-rpm performance that the 2017 model lacks. We did notice that GEICO Honda rider Jo Shinoda had a 49-tooth rear sprocket on his personal 2018 Honda CRF250R, so we can’t be too far off in our guesstimation that steeper gearing would help. look forward to trying it soon.

But whether you like the creamy output of the 2018 Honda CRF250R or not, it’s hard to fault the ’18’s CRF450R-derived chassis and Showa suspension. The chassis geometry of the 2018 CRF250R is identical to that of the CRF450R–only the lower part of the frame is different to accommodate the 250’s dual headpipes. Honda’s Absolute Holeshot performance goals really shine through in the 250’s handling, which is arrow-stable at high speed. After minimal suspension sorting, the new CRF’s 58.3-inch wheelbase chassis exhibits zero headshake, and yet it is also much improved in the corners. Abbatoye was very pleased with the 2018’s ability to carve tight line, rail outside berms and happily switch from one to the other with minimal steering effort.

The Honda’s suspension imparts a plush feel with excellent bump absorption at both ends.

The 2018’s rake is slightly more relaxed, 27.5 degrees than the 27.4 degrees of the 2017 chassis, but its 116mm trail is 2mm shorter than the 2017 as well. However Honda came up with the numbers, the 2018 CRF250R rewards the rider by staying in line and digging with a authority both into and out of corners. There seemed to be no end to hard we could push it in the grippy loam at Zaca, but our sense is that, like the CRF450R, the CRF250R will be just as competent in dry, slick conditions. Front feedback was excellent, and the rear end tracked straight and true in situations that left the 2017 CRF250R breaking the rear end loose. The 2018 is simply more efficient at driving forward, and that can equate to incrementally better split times that add up to quicker lap times.

Even though it weighs more than some current 450cc motocross machines, the 2018 CRF250R doesn’t feel heavy. The Honda is very neutral and flickable in the air.

It’s a bit of a surprise to us, that even with its titanium 1.6-gallon fuel tank, the 2018 CRF250R’s 238-lb. claimed curb weight is about 4 lbs. heavier than KTM’s 450 SX-F, and yet the CRF250R doesn’t feel heavy. Honda engineers have clearly infused the slim and low center of gravity feel of the ’17/’18 CRF450R into the 250 in a lot of ways. Just like its big sister, the 250’s rear frame section places the shock absorber 39mm lower in the chassis than before for better mass centralization, and its new, lighter, extruded aluminum subframe and shorter, narrower swingarm help shave weight while making the 250R feel more compact. On the track, the CRF250R’s ergos are every bit as comfy as the CRF450R’s. The cockpit is slim yet roomy, and the CRF’s narrower main spars and tucked-in radiator shrouds stay out of the way of the rider’s legs.

The 2018 Honda CRF250R brings an end to the air fork era in production Honda motocrossers for now. Its fully adjustable 49mm Showa coil spring fork boasts production-spec internals derived from Showa’s A Kit race suspension. Front suspension travel is 12 inches.

And when it comes to suspension performance, the 2018 Honda CRF250R is light years ahead of its 2017 sibling. Honda ditched the previous model’s 49mm Showa SFF-Air fork and replaced it with the same 49mm Showa SPG coil spring fork used on the current CRF450R, boasting a production-friendly version of Showa’s A Kit race suspension internals. Yahoo! Out back, Honda’s latest Showa shock tames the bumps through the company’s trademark Prolink rear suspension linkage The 250’s front and rear springs are slightly lighter than the 450s, and valving at both ends is optimized for the CRF250R.

At Zaca station, the 2018 Honda CRF250R proved that it will be a contender for best 250cc motocross suspension by soaking up the bumps and ruts in the loamy track with serious competence. Heck, our Vet even marveled at just how forgiving it can be in soaking up super big hits when he came up about three feet short on the track’s largest uphill double. Although the CRF bottomed hard, its 12 inches of front travel and 12.4 inches of rear travel helped to maintain control, quelling what felt like certain doom. Abbatoye pounded the suspension all day and pronounced it excellent. All it took was careful dialing-in of the rear sag and then slowing down the front rebound to get the CRF to behave over large and small bumps and jumps. Just about anyone should be able to find happiness with the 2018 CRF250R’s suspension.

While the 2018 Honda CRF250R doesn’t feature a 270mm front brake, its 260mm front and 240mm rear units deliver plenty of stopping power and excellent modulation at both ends. It’s also worth noting that the CRF250R’s Dunlop Geomax MX3S 80/100-21 front and 120/90-19 rear tires–pretty much standard fare on most serious motocross bikes these days–delivered excellent traction.

The CRF’s chassis delivers light steering manners and tremendous precision in the corners while remaining arrow-stable at high speeds in a straight line.

The bottom line here is that we expect to see a bunch of 2018 Honda CRF250R owners happily motoring around our local motocross tracks this season. We won’t surprised to see them with slightly larger rear sprockets and maybe even aftermarket exhaust systems, but we’re going to see them. The only question left in our minds is how the stock package will stack up against the other 2018-model 250cc four-stroke motocross bikes. The CRF250R is much improved over the previous version, and we expect to be contender. It’s smooth and refined nature might even score a surprise knockout in the class. Time will tell.

2018 Honda CRF250R Specifications
MSRP: $7999
Engine Type: 249cc, liquid-cooled, single-cylinder, four-stroke
Valve Train: DOHC, four-valve; 33mm intake, titanium; 26mm exhaust, titanium
Bore x Stroke: 79.0mm x 50.9mm
Compression Ratio: 13.9:1
Induction: Programmed fuel-injection system (PGM-FI); 46mm Keihin throttle body
Ignition: Full transistorized
Starter: Electric w/ lithium-iron-phosphate battery
Driveline; Final Gearing: #520 chain; 13T/48T
Transmission: Constant-mesh 5-speed return; manual
Clutch: Multiplate wet (5 springs)
Front Suspension: 49mm fully adjustable leading-axle inverted telescopic Showa SPG coil-spring fork; 12.0 in. travel
Rear Suspension: Pro-Link system; fully adjustable Showa single shock; 12.4 in. travel
Front Brake: Single 260mm hydraulic disc
Rear Brake: Single 240mm hydraulic disc
Front Tire: Dunlop Geomax MX3S 80/100-21 w/ tube
Rear Tire: Dunlop Geomax MX3S 120/90-19 w/ tube
Rake (castor angle): 27°22’
Trail: 116mm (4.6 in.)
Length: 85.9 in.
Width: 32.6 in.
Height: 50.2 in.
Seat Height: 37.8 in.
Ground Clearance: 12.9 in.
Wheelbase: 58.3 in.
Fuel Capacity: 1.6 gal.
Curb Weight*: 238 lbs.
Color: Red
MSRP: N/A

*Includes all standard equipment, required fluids and full tank of fuel—ready to ride
Meets current CARB and EPA off-road emissions standards

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