SSR Motorsports is a trusted manufacturer of power sports equipment and accessories, and the SR300S dirt bike is a testament to their commitment to quality and innovation. Designed for off-road enthusiasts who demand the best, this bike is loaded with features and benefits that make it a top contender in the dirt bike market. In this article, we will provide an overview of the features and benefits of the SSR Motorsports SR300S dirt bike, as well as detailed specifications, warranty information, and pricing. We will also discuss why you should consider the SR300S and provide some background information on the SSR Motorsports company and how the SR300S fits into the larger dirt bike lineup.

Features and Benefits:

The SSR Motorsports SR300S dirt bike is a high-performance machine that is designed to handle any terrain. Here are some of the key features and benefits of this dirt bike:

Powerful Engine: The SR300S is powered by a 298cc, four-stroke, liquid-cooled engine that delivers an impressive 27 horsepower. This engine is designed to provide quick acceleration and smooth power delivery, making it ideal for off-road riding.

High-Performance Suspension: The SR300S features a high-performance suspension system that includes adjustable front and rear shocks. This system is designed to provide maximum comfort and control, even on the most challenging terrain.

Disc Brakes: The SR300S is equipped with front and rear disc brakes that provide excellent stopping power. This ensures that riders can stop quickly and safely in any situation.

Stylish Design: The SSR Motorsports SR300S dirt bike features a sleek and stylish design that is sure to turn heads. With its bold graphics and aggressive styling, this dirt bike is a real head-turner.

Versatile Riding: The SR300S is designed for versatility and can handle a wide range of riding conditions. Whether you’re tackling rough terrain or cruising down the highway, this bike is up to the task.

Specifications:

Engine Type: 298cc, four-stroke, liquid-cooled
Max Power: 27 hp @ 9,500 rpm
Max Torque: 19.3 lb-ft @ 7,500 rpm
Transmission: Five-speed manual
Suspension: Adjustable front and rear shocks
Brakes: Front and rear disc brakes
Tires: 80/100-21 front, 110/100-18 rear
Seat Height: 37 inches
Wheelbase: 56.6 inches
Fuel Capacity: 2.64 gallons
Weight: 292 lbs.

Warranty Information and Pricing:

The SSR Motorsports SR300S dirt bike comes with a limited one-year warranty. This warranty covers defects in materials and workmanship, but does not cover normal wear and tear or damage caused by misuse or abuse. The SR300S is priced at $4,499, making it an affordable option for off-road enthusiasts.

Why You Should Consider the SR300S:

The SSR Motorsports SR300S dirt bike is an exceptional machine that is designed to provide a top-tier riding experience. With its powerful engine, high-performance suspension, and versatile design, this bike is a great choice for riders who demand the best. Additionally, SSR Motorsports is a reputable brand with a long-standing commitment to quality, so you can trust that you’re getting a reliable and well-built machine.

Background Information:

SSR Motorsports is a leading manufacturer of power sports equipment and accessories. The company was founded in 2002 and has since become a trusted name in the industry. SSR Motorsports is known for its high-quality products, innovative designs, and excellent customer service. The company is committed to providing riders with the best possible experience, whether they are riding for fun or competition. The SSR Motorsports dirt bike lineup includes a wide range of models designed to meet the needs of riders of all levels, from beginners to seasoned pros. The SR300S is a top-of-the-line model that is designed for experienced riders who demand the best in performance and design. With its powerful engine, high-performance suspension, and versatile design, the SR300S is an exceptional machine that is sure to provide an unforgettable riding experience. Whether you’re a competitive rider or simply looking for a thrilling off-road adventure, the SSR Motorsports SR300S dirt bike is an excellent choice.

The post SSR Motorsports SR300S: Here’s What You Need to Know appeared first on Dirt Bikes.

SSR Motorsports is a renowned manufacturer of off-road vehicles and accessories, and their SR250S dirt bike is a perfect example of their expertise. This bike is designed for off-road enthusiasts who seek an exceptional riding experience. In this article, we will provide an overview of the features and benefits of the SSR Motorsports SR250S dirt bike, as well as detailed specifications, warranty information, and pricing. We will also discuss why you should consider the SR250S and provide some background information on the SSR Motorsports company.

SR250S Features and Benefits:

The SSR Motorsports SR250S dirt bike is a highly capable machine that is designed to handle any terrain. Here are some of the key features and benefits of this dirt bike:

Powerful Engine: The SR250S is powered by a 249cc, four-stroke, air-cooled engine that delivers an impressive 16.5 horsepower. This engine is designed to provide quick acceleration and smooth power delivery, making it ideal for off-road riding.

High-Performance Suspension: The SR250S features a high-performance suspension system that includes adjustable front and rear shocks. This system is designed to provide maximum comfort and control, even on the most challenging terrain.

Disc Brakes: The SR250S is equipped with front and rear disc brakes that provide excellent stopping power. This ensures that riders can stop quickly and safely in any situation.

Stylish Design: The SSR Motorsports SR250S dirt bike features a sleek and stylish design that is sure to turn heads. With its bold graphics and aggressive styling, this dirt bike is a real head-turner.

Versatile Riding: The SR250S is designed for versatility and can handle a wide range of riding conditions. Whether you’re tackling rough terrain or cruising down the highway, this bike is up to the task.

SR250S Specifications:

Engine Type: 249cc, four-stroke, air-cooled
Max Power: 16.5 hp @ 8,000 rpm
Max Torque: 13.5 lb-ft @ 6,500 rpm
Transmission: Five-speed manual
Suspension: Adjustable front and rear shocks
Brakes: Front and rear disc brakes
Tires: 90/90-21 front, 120/80-18 rear
Seat Height: 35 inches
Wheelbase: 55 inches
Fuel Capacity: 2.64 gallons
Weight: 285 lbs.

SR250S Warranty Information and Pricing:

The SSR Motorsports SR250S dirt bike comes with a limited one-year warranty. This warranty covers defects in materials and workmanship, but does not cover normal wear and tear or damage caused by misuse or abuse. The SR250S is priced at $3,799, making it an affordable option for off-road enthusiasts.

Why You Should Consider the SR250S:

If you’re looking for a versatile and powerful dirt bike that can handle any terrain, the SSR Motorsports SR250S is an excellent choice. With its powerful engine, high-performance suspension, and versatile design, this bike is sure to provide you with an exceptional riding experience. Additionally, SSR Motorsports is a reputable brand with a long-standing commitment to quality, so you can trust that you’re getting a reliable and well-built machine.

Background Information:

SSR Motorsports is a leading manufacturer of power sports equipment and accessories. The company was founded in 2002 and has since become a trusted name in the industry. SSR Motorsports is known for its high-quality products, innovative designs, and excellent customer service. The company is committed to providing riders with the best possible experience, whether they are riding for fun or competition. SSR Motorsports is headquartered in Norcross, Georgia, and their products are sold through a network of authorized dealerships across the United States and around the world. Whether you’re a beginner or an experienced rider, SSR Motorsports has a wide range of off-road vehicles and accessories to meet your needs. With their commitment to quality and customer satisfaction, it’s no wonder why SSR Motorsports is a popular choice among off-road enthusiasts.

The post SSR Motorsports SR250S: Here’s What You Need to Know appeared first on Dirt Bikes.

SSR Motorsports is a leading manufacturer of power sports equipment and accessories. One of their most popular offerings is the SSR Motorsports SR150 dirt bike, a high-performance dirt bike that is designed for off-road adventures. In this article, we will provide an overview of the features and benefits of the SSR Motorsports SR150 dirt bike, as well as detailed specifications and warranty information.

SR150 Features and Benefits:

The SSR Motorsports SR150 dirt bike is a powerful and versatile dirt bike that is designed for riders of all levels. Here are some of the key features and benefits of this dirt bike:

Lightweight and Durable: The SSR Motorsports SR150 dirt bike is made of high-quality materials that are lightweight and durable. This makes it easy to handle and maneuver, while also ensuring that it can withstand the rigors of off-road riding.

Powerful Engine: The SR150 is powered by a 149.6cc, four-stroke, air-cooled engine that delivers an impressive 11.4 horsepower. This engine is designed to provide quick acceleration and smooth power delivery, making it ideal for off-road riding.

High-Performance Suspension: The SR150 features a high-performance suspension system that includes adjustable front and rear shocks. This system is designed to provide maximum comfort and control, even on the most challenging terrain.

Disc Brakes: The SR150 is equipped with front and rear disc brakes that provide excellent stopping power. This ensures that riders can stop quickly and safely in any situation.

Stylish Design: The SSR Motorsports SR150 dirt bike features a sleek and stylish design that is sure to turn heads. With its bold graphics and aggressive styling, this dirt bike is a real head-turner.

SR150 Specifications:

Engine Type: 149.6cc, four-stroke, air-cooled
Max Power: 11.4 hp @ 8,000 rpm
Max Torque: 8.2 lb-ft @ 6,000 rpm
Transmission: Five-speed manual
Suspension: Adjustable front and rear shocks
Brakes: Front and rear disc brakes
Tires: 70/100-19 front, 90/100-16 rear
Seat Height: 33.5 inches
Wheelbase: 52.6 inches
Fuel Capacity: 1.45 gallons
Weight: 209 lbs.

Price: $2,459.00

Warranty Information:

The SSR Motorsports SR150 dirt bike comes with a limited one-year warranty. This warranty covers defects in materials and workmanship, but does not cover normal wear and tear or damage caused by misuse or abuse. For more information about the warranty, please refer to the SSR Motorsports website.

Background Information:

SSR Motorsports is a leading manufacturer of power sports equipment and accessories. The company was founded in 2002 and has since become a trusted name in the industry. SSR Motorsports is known for its high-quality products, innovative designs, and excellent customer service. The company is committed to providing riders with the best possible experience, whether they are riding for fun or competition.

The post SSR Motorsports SR150: Here’s What You Need to Know appeared first on Dirt Bikes.

If you’re looking for a dirt bike that’s both fun and functional, you might want to consider a Razor dirt bike. With a range of models to choose from, there’s a Razor dirt bike to suit riders of all ages and skill levels. In this article, we’ll provide a rundown of each Razor dirt bike model, as well as answers to some commonly asked questions.

Razor Dirt Bike Models:

Razor MX125 – The Razor MX125 is a great option for younger riders. It features a 24-volt rechargeable battery system, adjustable handlebars, and a maximum speed of 8 mph. The MX125 has a weight capacity of 140 pounds, making it suitable for riders up to 13 years old.

Razor MX350 – The Razor MX350 is designed for riders aged 13 and up. It features a 24-volt rechargeable battery system, a maximum speed of 14 mph, and can support riders up to 140 pounds. The MX350 has a chain-driven motor and can run for up to 30 minutes on a single charge.

Razor MX400 – The Razor MX400 is similar to the MX350 but is slightly larger and more powerful. It has a maximum speed of 14 mph and can support riders up to 140 pounds. The MX400 has a chain-driven motor and can run for up to 30 minutes on a single charge.

Razor MX500 – The Razor MX500 is designed for riders aged 14 and up. It features a 36-volt rechargeable battery system, a maximum speed of 15 mph, and can support riders up to 175 pounds. The MX500 has a chain-driven motor and can run for up to 40 minutes on a single charge.

Razor MX650 – The Razor MX650 is the most powerful Razor dirt bike model. It’s designed for riders aged 16 and up and features a 36-volt rechargeable battery system, a maximum speed of 17 mph, and can support riders up to 220 pounds. The MX650 has a chain-driven motor and can run for up to 40 minutes on a single charge.

How Fast Does a Razor Dirt Bike Go?

The maximum speed of a Razor dirt bike varies depending on the model. The MX125 has a maximum speed of 8 mph, while the MX650 can reach speeds of up to 17 mph.

How Much is a Razor Dirt Bike?

The price of a Razor dirt bike varies depending on the model and where you purchase it. The MX125 is the most affordable option, with a retail price of around $250, while the MX650 is the most expensive, with a retail price of around $800.

What is the Fastest Razor Dirt Bike?

The Razor MX650 is the fastest Razor dirt bike, with a maximum speed of 17 mph.

What is the Biggest Razor Dirt Bike?

The Razor MX650 is the biggest Razor dirt bike, with a weight capacity of 220 pounds.

How Much Does a Razor Dirt Bike Cost?

The cost of a Razor dirt bike varies depending on the model and where you purchase it. Prices range from around $250 for the MX125 to around $800 for the MX650.

Where Can You Buy a Razor Dirt Bike?

Razor dirt bikes are available for purchase from a variety of retailers, including online stores like Amazon and Walmart, as well as sporting goods stores like Dick’s Sporting Goods and Academy Sports + Outdoors.

In conclusion, Razor dirt bikes are a great option for riders of all ages and skill levels. With a range of models to choose from, there’s a Razor dirt bike to suit every rider’s needs and budget.

The post Razor Dirt Bikes: Everything You Need to Know appeared first on Dirt Bikes.

Hi-Power Cycles Announces the Pinnacle of Off-Road E-Bikes, the HPC Typhoon Pro

Los Angeles, CA — Hi-Power Cycles, the bicycle innovators and leaders in electric bicycles, is proud to announce the arrival of the new 2018 HPC Typhoon Pro.

Part e-bike, part dirt bike, HPC engineers took the best parts of both and delivered the perfect storm of off-road performance. With top of the line parts upgrades from the base HPC Typhoon, the HPC Typhoon PRO is virtually unstoppable on any terrain.

“We are beyond excited about our Typhoon PRO,” said Chris Hunt, co-founder of Hi-Power Cycles. “We gave the Typhoon PRO tons of premium upgrades, including a 6,000W stock power level or optional 7,000W power system. Whichever configuration you choose, they are both excellent climbers. You will be able to silently travel across any off road terrain imaginable.”

The Typhoon PRO features:

· Ultra-robust newly redesigned bottom bracket and crankset
· Renthal Narrow/Wide chainring
· Renthal Carbon Fatbar 800mm x 35mm
· Renthal Integra 35mm stem
· Magura MT7 quad piston hydraulic disc brakes
· Profile Racing chainring adapter
· KMC SL-10 Gold pedal chain
· RK Gold #420 drive chain
· 26” x 4” rear tire and 27.5” front tire
· USA made Cane Creek 110 Series headset
· Custom-tuned DVO Emerald 8” travel front and Jade 8” travel rear suspension
· Two available power levels: 6,000W or optional 7,000W
· Hand Assembled in Los Angeles, CA
· Retail price starts at $11,500

You can see the Typhoon PRO here: http://www.hi-powercycles.com/2018-typhoon-pro/

Visit the Hi-Power Cycles Facebook page: https://www.facebook.com/HPCBikes/

or website: http://www.hi-powercycles.com for photos, product information and updates.

The post Hi-Power Cycles Typhoon Pro Off-road Mountain Bike Claims 45mph Speed appeared first on Dirt Bikes.

Before I start talking about the bikes, I want to say that I’m just like 99% of you who have probably never ridden an Alta before. I’ve always wanted to see what all the fuss was about and learn how similar (or different) they were compared to a regular gas-powered bike. Honestly, I was a little scared once I was finally sitting on one all geared up and ready to go – more nervous, believe it or not, than the first time letting the clutch out on a CR500, to put that in perspective…

With all 120 ft-lbs of torque instantaneously available at the countershaft on the MX at any throttle position, including just barely open, and 147 on the MXR, I wasn’t sure how the Redshift would take off. I envisioned myself looping out before even completing one lap at Perris Raceway and going home with my tail between my legs. Fortunately, I had Derek Dorresteyn, Alta’s co-founder and CTO, explain to me that there were four different output maps the rider could easily flip through via a simple switch on the left handlebar.

Map 1, the Eco mode, was the mildest – the setting you would “teach your n00b cousin how to ride in,” as Derek put it – perfect. I figured I’d start there and save myself some potential embarrassment before whiskey-throttling to Internet infamy in front of all the Alta execs on their shiny new motorcycle. Maps 2 through 4 (Sport, Performance and Overclocked) increased the power output gradually, with 4 throwing out all you can handle, though higher output obviously limits battery life.

Pretending to grab the clutch and shifting into first as the Alta guys looked on shaking their heads, we were off… Derek was right, map 1 was indeed pretty mild and it wasn’t before a few hundred feet I knew I wouldn’t be here long. Up to map 2, okay. Then 3, alright. Now 4, here we go! The 2018 Redshift MX claims to make 42 hp with 120 ft-lbs of torque, similar horsepower numbers to, or even more, in some cases, than any current 250cc motocrosser.

The 2018 Redshift MX model has a few significant upgrades and updates over the 2017. First off, it makes two more ponies, weighs two pounds less (265 lbs), and takes only two hours to completely charge on 220V – down from two and a half hours before. But hands down, the biggest change comes in the form of its price, which was $14,995 last year and only $10,495 if you were to walk into the dealer today – now we’re talkin’.

So, what else does $10,495 get you? The Redshift MX has got WP components at both ends, with a 4CS closed-cartridge fork in the front and a 5018 link-type shock in the rear, both offering full adjustability (above). Then there’s the 120 ft-lbs of torque with a single-speed transmission that requires no shifting has you simultaneously in first and fifth gear at the same time (figuratively speaking), which means you can build speed in quite the hurry. Fortunately there’s a pair of Brembos to scrub that speed with a two-piston caliper/260mm rotor combo up front and a single-piston/240mm disc duo out back. Steel-braided brake lines are a nice touch and offer up some solid and incredibly responsive feel, which is especially important on rough, uneven off-road terrain.

It’s got other top-notch stuff like Warp 9 Elite wheels and Bridgestone Battlecross X30 tires, so there’s no need to purchase expensive, beefed-up aftermarket Excel or D.I.D. wheel sets. But enough with all this boring technical jargon – for $10,495 you know you’re getting some quality shit. So, what’s it like to ride?

At first, it’s definitely a little weird, like wearing someone else’s shoes. But that’s obviously to be expected. Fortunately, I’ve ridden Perris MX before so I was pretty familiar with the track’s layout and how much speed each obstacle/jump/turn etc. required to clear. My first sight lap was used more to figure out how the throttle engaged and what kind of output it produced.

Knowing I didn’t have to shift gears, how would the throttle position determine how much grunt or speed would be generated? Surprisingly it was super natural and intuitive, though there were instances coming off a jump face where you’d want to make sure you got off the throttle quick, because unlike on a traditional bike, say if you were hitting a jump in third gear tapped, you know the bike isn’t really pulling anymore, whereas on the Alta, the tire just keeps spinning faster and the bike continues to accelerate. If you didn’t time your throttle right, the bike could potentially get ahead of you.

Once airborne, the Redshift MX feels just like any other motocrosser, but one advantage it has is if you happen to find yourself flying nose-low/tail-high, is that panic-revving it levels you out much quicker than a traditional bike. Like I mentioned before, the single speed transmission has you in pretty much every gear, one through five, at the same time in the sense that you’re not just revving out in third, you’ve clicked fourth and fifth and the rotational force brings you back to even keel much faster. But make sure to get off the gas, or throttle rather, before landing because the bike will take off on you.

Once I got used to how the throttle reacted to various inputs, getting over the sound (or lack thereof) was the next obstacle. The motor generates a whizzy-whine that definitely lets you know how fast it’s spinning, but it was the sound of hearing the suspension working, the rocks clanking off the fenders and the tires tracking or skidding that was most interesting. Who knew they made that much noise?

When you lock up the rear wheel, everything including the motor goes silent, which gives you the feeling you just stalled. Not the case – grab a hand-full of throttle and you’re off again. After a few laps of getting used to hearing an all new set of sounds and getting a feel for the brakes, riding the Redshift MX became just as natural as a regular dirtbike, if not easier. Not having to anticipate shifting coming into a corner really lets you focus more on body positioning and line selection, and you can just about give it as much throttle as you want . The 120 ft-lbs of torque takes care of the rest. There’s also something to be said about the seat. It’s comfortably soft without feeling the frame rails or plastics, but the seat-cover is incredibly grippy and keeps the rider in place well – so much so that I kept having to re-tuck my jersey.

After 10-15 laps on the MX, I felt I had a good idea of what it was all about, so it was time to pull in, give my arms a rest and get set up on the MXR. The main differences between the MX and MXR is that it makes a claimed 50 hp (8 more than the MX) with 147 ft-lbs compared to 120, weighs 259 lbs vs. 265, and only takes 1.5 hours to fully recharge from a 220V outlet. Now, you’d think this model would take the $14,995 price tag of the outgoing ‘17 Redshift MX, but in fact it’s only $1,500 more than the ’18 MX – $11,995 out the door.

The additional $1,500 gets you more than just extra horsepower, torque and less weight, though I’d say that’s a fair bargain for these improvements alone. The MXR is also graced with upgraded suspension from WP. The front fork is now an air-sprung AER 48, and the rear is a 5018 that’s been specifically re-tuned with improved valving and linkage dynamics for the MXR. Jumping from the MX to the MXR, I could immediately feel the difference in the way the suspension performed. It was definitely stiffer, which allowed softer and smoother landings (that sounds like an oxymoron, I know) which meant you could push it harder into turns as well.

They weren’t terrible, but I didn’t like the initial suspension settings, as the rebound was just a little too fast for me initially, but a few clicks changed that in no time. I do wish I could have played around with the clickers some more, but you can only get so much done in a few hours of seat time. Some guys let a little pressure out of the forks, but I’m on the heavier side of what stock suspension is initially set up for, weighing around 190 lbs fully geared up, so the extra stiffness played in my favor. The MXR also comes fitted with Dunlop Geomax MX3S tires instead of the X30s on the MX.

I normally ride a CRF450R that’s hopped-up everywhere including the motor, so the MXR was definitely more my speed, though I would say that its power output is more comparable to a 350 than a 450. Also, you could absolutely feel the extra 27 ft-lbs of torque over the MX, and the extra 8 hp for that matter, too. The MXR can easily loft the front end coming out of any turn with ample traction, which was awesome because, if the track was straight enough coming out of the corners, you could ride out a power-wheelie as far as you wanted without ever running out of gear.

Since I had a good feel for what the Overclocked map 4 felt like on the MX, that’s the setting I had the MXR in from the get-go, though it also has maps 1-3. Now, as far as battery life goes in this highest output map, it held up for just about as long as I would typically spend at the track on any given day. I would have liked for it to have lasted longer (that’s what she said) but there’s no reason why you can’t bring the charger with you to run off a generator to plug into when you’re not riding…

All in all, I had a blast riding both the MX and MXR, and I imagine you’ll see more and more of them at the tracks and on the trails as time goes on because performance-wise, they’re right there with their traditional gas burning rivals. And as far as their cost goes, for people who might still be hung up on spending over $10k for a dirtbike, let us remind you that new 450s are $9,000 or more. Plus, most people will send their suspension out to get sprung and valved for their weight and ability then, most likely, throw a pipe on too. Boom – you’re already well over $10k, if not 11.

And, that’s not to mention the time and cost of ownership when it comes to buying gas, changing oil, cleaning air filters, etc. With an electric motor, you don’t have to do any of that, let alone get your hands dirty. It’s essentially a one-time investment – the only things you’ll need to eventually replace are the tires, chain and sprockets. Additionally, think of all the new areas you could potentially ride without pissing off the neighbors.

Another thing worth noting is how is how you can actually communicate with others while riding, rather than trying to remember at the next stop. I put a somewhat aggressive pass on another rider as we both took different lines through the same corner, mine edging his out and consequently roosting him. I let out a “sorry, dude!” to which he responded, “it’s all good!” He got me a couple corners later, so I guess that made us even. All of these factors, in addition to the already reduced price, make the cost sound a lot more reasonable, and it adds a whole ‘nother level of fun to riding.

We look forward to getting our hands on a longer-term test bike from Alta so we can really see what it’s like to live with one compared to a traditional dirtbike. But in the meantime, we’ve walked away quite impressed with what Alta engineers have come up with so far. They say these bikes are the “Future of Fast.” Well, they’re certainly fast and definitely forward-thinking, so there’s not much there to disagree with…

The post 2018 Alta Motors Redshift MX and MXR First Ride Review appeared first on Dirt Bikes.

Good question.

There’s no denying that dirt bike riding can be a pricey proposition, and finding the right bike can be a daunting task for a budget-conscious beginner who won’t settle for anything less than a new machine. Even Japanese models, once favored because they packed a lot of bang for the buck, have seen their prices trend continually upward to the point that there is little difference in MSRP between them and their European counterparts in many dirt bike segments.

Take 250cc and 450cc motocrossers for example: The latest Japanese 250cc motocrossers, such as the 2018 Honda CRF250R are now bumping up against the $8000 mark, with bikes such as the KTM 250 SX-F and Husqvarna FC 250 already retailing for around $8500. Things are a little closer in the 450cc class, where the least expensive 450cc motocrosser, the 2018 Kawasaki KX450F, which is identical to the 2017 Kawasaki KX450F, retails for $8849, cheaper than the 2018 Suzuki RM-Z450 by just $50. To combat this trend in some segments, such as Dual Sport, some Japanese manufacturers, including Honda and Kawasaki, have some of their popular models manufactured in Thailand.

Mel Harris is the Vice President of Operations for SSR Motorsports, one of the next-generation Chinese motorcycle manufacturers. Harris, who worked at Suzuki for 27 years and ascended to the position of Vice President there before leaving in 2008, said that he sees the the latest Chinese motorcycle products now arriving in the US as much better in build quality than previous generations.

“SSR Motorsports/Benelli, CF Moto and Hisun, to name a few, are much improved from the units that arrived here in the early 2000,” Harris said. “SSR Motorsports has been in the US since 2002. We take pride in our models being of a higher quality than our competitors. Yes, a little higher retail price, but our warranty and customer complaints are less than 5% of our sales. Plus we have parts, [addressing] a major complaint from first units sold here.”

Harris said that he can’t speak for other Chinese dirt bike companies, but he says that SSR Motorsports products have been accepted by some of the large US dealers where he says they sell a good number of units without returns.

“SSR Motorsports has grown every year, and this year as many manufacturer are declining we show a 25% increase,” Harris said. “SSR Motorsports dirt bikes offer a quality unit at an affordable price with good customer service. Last year Jeff Willoh campaigned our SSR 450cc MX Motorcycle unit to the Championship in the WORC Series in the 30+ class, racing at Glen Helen three different times with no DNF and finishing on the podium in all three races.”

While Chinese dirt bike manufacturers have not yet really begun to make full-blown motocross-specific models, SSR Motorsports is one Chinese dirt bike brand that has breached the 250cc and 450cc off-road market with some interesting models that retail for thousands less than other machines in their class (as Harris mentioned, SSR also owns the Italian Benelli brand). The SSR SR250S, which looks suspiciously like an older Honda CRF250R, retails for just $3899, while the SSR SR450S checks in at $4899. We are currently trying to obtain a test sample of both models, we can say that we’ve seen credible reports that the SSR models, while not yet on par with their Japanese competition in terms of outright performance, have come a long way in a very short time, and Harris says there is more development on the way.

“We are working on new EFI MX bikes,” he said.

For now the one Chinese dirt bike that has us most intrigued is an SSR Motorsports machine, the SR450S, which compares to the Honda CRF450X. Both machines feature carbureted, liquid-cooled, SOHC, four-stroke singles, perimeter aluminum chassis. The SR450S features a 47mm fork that is compression and rebound damping adjustable, but its rear shock only offers preload and rebound damping adjustability, which is less desirable in a competition-oriented machine but more than acceptable for play bike duty.

The SSR SR250S is composed of the same basic ingredients as Japanese competition models past and present. Its carbureted 249.6cc, liquid-cooled, SOHC, four-valve, four-stroke engine is wrapped in an aluminum perimeter chassis and features adjustable suspension. SSR Motorsports claims that the SR250S makes 25.9 horsepower @ 9000 rpm and weighs 260 lbs. That’s a far cry from the power-to-weight ratio of a typical Japanese motocross or off-road machine, but the SSR’s build-quality is definitely a cut above the Chinese dirt bike models that are crowding the floor of your average auto parts store.

Like we said, we have yet to swing a leg over an SSR Motorsports machine, but these two examples lead us to believe that some Chinese dirt bike manufacturers are making inroads, however slight, when it comes to improved build quality. Of course, the argument can also be made that Chinese dirt bike manufacturers are little more than copycats when it comes to the technology used in these two examples. You be the judge.

So, should you buy a Chinese dirt bike? It depends on what your needs are. If you want to get into racing, you’re still probably better off finding an older, well-maintained Japanese or European bike that will at least offer the convenience of a solid dealer network and a plethora of aftermarket performance parts to meet your servicing needs and also to satisfy your need for speed. Chinese dirt bike brands simply don’t have the dealer infrastructure yet, so you’ll most likely be buying parts directly from the manufacturer or possibly from a distributor or dealer who sells dirt bikes right alongside, say, gardening equipment. Be wary. At least SSR has been in America for quite a few years already, so we’d be less worried about getting into a parts bind with them than with some other Chinese dirt bike brand.

If, however, you are a trail rider on a tight budget, and you won’t settle for anything less than a new vehicle in your garage, a Chinese dirt bike of the build quality currently offered by SSR Motorsports might be worth investigating.

Consider yourself a pioneer of sorts. Maybe you’ll even start a trend!

The post Should I Buy a Chinese Dirt Bike? A Few Points to Ponder appeared first on Dirt Bikes.

Follow along with a friend of mine, who asked to remain anonymous, and see what he had to deal with as he tried to make some off-road motorcycles/dirtbikes legal in the state of Arizona. This truly eye-opening story should serve as a warning to all of us who buy dirtbikes, especially vintage bikes. If you had a title/bike ownership incident with your local DMV, drop us an email and we’ll share it with our readers. We’d be highly interested in how they do it in states throughout the country.–Rick Sieman.

So who actually owns that vintage bike in your garage? How many times have you heard when buying a new vintage project, “It has a clear title?” Let me share my story with you. It may change the way you approach your next project.

Sometime in the latter half of the racing season, we determined my oldest son Zack had outgrown his Yamaha 125. He is growing up, has his high school friends, is interested in girls and told me he doesn’t want to race anymore but really enjoys our trail rides. So we sold the Yamaha and began a search for a Kawasaki 250. Zack wanted something newer, water cooled and disc brakes; something he could brag to his friends about.

After a few weeks of searching, we found a 2001 KX250 in Gilbert, Arizona. The guy wanted $1300; the economy was crashing and he said he needed the money. When I got to his house, it was apparent where his money was going. His wife was the high-maintenance type–expensive clothes, the big hair, nails done–the works.

I looked over the bike, ran it down the street and we agreed on a price. I asked if he had the title, and he handed me a Bill of Sale on a DMV Form but said he didn’t have the title. I didn’t think twice about it. I’d probably bought or sold 50 bikes since I moved to Arizona 20 years ago and have yet to own a bike with an actual title. While titles are required in Arizona, registration for dirtbikes was not, so nobody paid too close attention to titles.

About Christmas time of 2008, we all started to hear about the upcoming change in the law, where registration for dirtbikes was now required if you are to ride on public land. If you were to ride only on private land, or sanctioned events, you still don’t need a registration, at least for now.

Around January of 2009 I started to do some research. I didn’t have a title for any of the vintage bikes in my garage, nor for the KX250. I read the web pages, talked on the blogs and so on. Finally, I decided to take my 1985 Yamaha TY350 to to my local Arizona DMV office to get it registered, sort of as a test to learn first-hand how the process worked and if anything went wrong. I had the least amount of money invested in this bike.

The process took from 8:15 a.m. to 3:45 p.m. Yeah, that is not a typo. The process took nearly eight hours, but I did walk away with a title and registration for my TY.

A few weeks later, I decided to take a day off work and register the three remaining bikes, so we could trail ride as a family. I got up early and took my youngest son Mitch to a 7 a.m. dentist appointment, then before I took him back to school he helped me load the three remaining bikes: My 1979 Husqvarna OR 390 that I raced two seasons with AVDRA (which has no title), Mitch’s 2004 Kawasaki KX85 that we recently bought him with a California title, and Zack’s KX250.

I arrived at the DMV with the three bikes in the truck and trailer at 8:05 a.m. I was the first in line. The inspector took the VIN numbers from each machine and checked them against two databases. The first is the stolen vehicles database. The second looks for prior registered owners and liens against the vehicles.

Mitch’s KX85 was a breeze. I had a title, so it only took 20 minutes and $37 and I had a new title in my name, a license plate and an off-road sticker.

My Husqvarna took almost all day for two reasons. One, I didn’t have a title, so I needed to purchase a bond Title. The DMV tells you that most insurance or title companies will sell you a bond Title, but the fact is almost none of them provide this service. I spent close to two hours calling before I finally found someone within a reasonable driving distance to perform the task.

Second, when I returned with the bond title to the DMV (which cost around $100) they then, and only then, told me they were concerned that the VIN number had been modified and I needed to go to Tempe DMV Law Enforcement to have the bike re-inspected and cleared. I tried to explain to them that vintage Huskys have numbers that appear to be stamped but in fact are that way from the factory in Sweden, and the motor nNumber and engine number will not match. They didn’t believe me and were very certain that someone ground off the VIN number and put this hokey-looking stamp in its place. After all, a modern VIN number looks nothing like MM05362, does it?

So off to Tempe I drove. The law enforcement person at the Tempe Station was very professional and courteous. After I explained to him more than he ever wanted to know about vintage Huskys, he took my $20 and walked to his computer. Fifteen minutes later he returned, telling me everything I said was true, and he signed-off my clearance documents. I ran back to the DMV for the registration and title, and eight hours and $167 later I had a registered vintage Husqvarna. At this point, I also “closed” the DMV… twice. Do I know how to party or what?

Zack’ss KX 250 was a different story. The DMV told me their vehicle report showed a former registered owner and a lien against the bike. I needed to contact both parties and get the title and the lien release. If I could not get at least the lien release, I would have to go to court and have a judge release the lien. I started to feel faint.

After I completed the DMV process with the Husqvarna, the day was over, so when I got home that night I Googled the lien holder and called them. The lien holder told me to make the request in writing, and I would have an answer in a few weeks. They didn’t say I would have a lien release. They said I would have an answer. Then I looked up the former registered owner in the telephone book. He was still in town, so I called him. His wife answered the phone and told me the bike was stolen from him 10 years ago! As you can imagine, I was thinking that is it, the bike will be confiscated and I will be out the cost of the bike and all the parts and work I have put into it since we bought it, and my son Zack would be absolutely crushed that his bike is gone.

The wife said not to worry because the former registered owner was a family guy now and wouldn’t want the bike back; we could work something out. I began to panic! I had a good job and a security clearance with the Department of Defense, and I didn’t want a stolen article in my garage, let alone negotiate over a stolen vehicle.

The following day I actually talked to the owner himself, and he was really pissed off that I was calling. He also told me if I wanted the title, it would cost me $200. Okay. I would still be money ahead, but I knew now that I was dealing with a scum bag.

So the next day I called the former owner again to meet and do the transaction of him signing the title and lien release over to me for the $200, but he told me the deal was off. He now wanted me to bring the bike to his house where a police officer would be waiting to “look” at the bike. I panicked some more, as this sounded like a setup.

I called my attorney, who didn’t know anything about stolen property but knew a criminal attorney, so I called him. The criminal attorney was actually really patient (and didn’t charge me anything) and basically told me the following: One, there is no “good faith” law in Arizona. That means just because I bought the bike for a fair sum from a buyer that appeared to be legitimate, does not mean I own the bike. I have zero claim to this motorcycle.

Also, the attorney told me not to put the stolen bike in my truck, because if I got pulled over and the police officer ran the VIN on the bike, they would confiscate the bike and my truck, and arrest me. Third, he told me not to go see the former owner, as it sounded like the guy was up to no good. He’d already shown he was a dirtball by extorting the $200 for the title and lien release. Fourth, if I showed up at the former owner’s house, while the police officer “probably” wouldn’t arrest me because I had a legitimate story on how I acquired the bike and a document that proved it, he could arrest me if he didn’t like my face.

And last, the attorney told me to call the police and tell them to come get the bike, because again, despite the fact I bought the bike in “good faith” there is no good faith law in Arizona and I couldn’t claim legal ownership even if I acquired the title from the former owner.

When I got home, I called the Phoenix police and told them to come and get the bike. Like I said, I had a security clearance and a job in aerospace and didn’t want anything stolen in my possession. They asked for the VIN number, and I give it to them. Then they said: “Sir, this motorcycle is not stolen.”

The Phoenix police officer on the phone was very informative and polite. She said the bike was stolen, but thought it may have been recovered then sold with a clear title through one of those police auctions. So, if I could get the former owner to give me the title I would legally own the bike. If not, the DMV had a process for me to take ownership of the bike. The Phoenix police also recommended that I call the Chandler police, where the bike was originally reported stolen. So I called the Chandler Police. Again, they told me the bike was not stolen.

The next day, the former owner called and acted all cordial, which alerted me–dirtball to cordial, hmmm. We met at a bank near his work, and he signed over the title. We got it notarized and, of course, I gave him the $200. The former owner wouldn’t budge without me giving him the $200. He was a bitter, angry guy. After it was done, he admitted it was recovered, but he was never notified, so he didn’t get his bike back and said there was a problem with the police report and the VIN number. I didn’t believe a word of it, since his story changed too often.

It was 3:50 p.m. on Friday, and I could still make the DMV before they closed, so I raced over to the Chandler DMV.

I got there, and they remembered me from Tuesday and were all giddy about me getting through the whole process. “Aren’t you happy?” they said. “It’s almost done!” Then the clerk said, “I have to make a call,” and got up and left for over 30 minutes. I was wondering what in the heck is going on here? They were so sweet and nice, and then turned and walked away. Every employee was now looking at us, but nobody would tell us what was going on for about 30 minutes.

Turns out they called the Chandler police because their database said the bike was “possibly stolen.” Keep in mind that earlier in the week I was told the VIN for this bike was already run through a stolen vehicles database. So why were they telling me this now, after I spent $200 for the title and lien release? When the Police Oofficer arrived and asked where the guy they called about was, and the DMV clerk pointed to me, the officer said, “What? You gotta be kidding me. He doesn’t look like a thief.”

I explained everything to the Police officer, and he ran the VIN on the laptop in his car. Of course, the bike was clean. And the officer also said he didn’t understand why the police didn’t just tell them the bike wasn’t stolen; go ahead and proceed with the registration. He was right in the middle of a child abuse investigation and got called to this, and he wasn’t too happy. A few minutes later, I had my title, my license plate and off-road sticker. I was frazzled. Karen and I went to dinner at our favorite local Italian place, and I didn’t taste a thing. I was wiped out from the whole DMV experience.

So it’s all fine now right? You’d think so. But…

When we got home, the Chandler police had left a message saying they had more information on the bike. I couldn’t believe it! I called back and left a message, but they never called back again. I was worried they were going to say it was stolen after all. Karen said not to worry about it; I had a title and a license plate. It was my bike now.

Four days later, a Chandler police detective left a business card on my door, so I called the detective. He told me the Phoenix police and Chandler police I had talked to Friday were mistaken. The bike was still stolen but was purged from the National Database after five years had passed. So it was still regarded as “stolen.”

He asked me if I was selling the bike and I told him no. He then said if I did have the bike for sale, he would come get it now, but if I wasn’t selling it I needed to hang on to it. He said he would get back to me in a day or so.

The following day the detective called again and said he would like to come by and look at my paperwork. He said he would be there in 15 minutes. And then, five minutes later he called back and said another priority came up and he wouldn’t be able to make it. I could hear sirens and people shouting in the background. He said he would be at my house the next day about 4:30 p.m.

The next day at precisely 4:30 p.m. the Chandler detective came to the house, looked at the tTitle and took copies of my bill of sale and DMV report.
The bottom line was, he said, “You have the Title, you have the bike. It’s your bike.” Now the issue was to clean up the paper trail so when I did eventually sell it I wouldn’t have to go through this mess again.

I eventually received a copy of all police documents. The whole process took close to three months from the time I pulled up to the DMV to register the bike until I received the police reports. The detective was very professional, courteous and even offered that if I pick up a vintage project down the road and want him to do a Level 2 inspection before I put any money into it, he would be happy to do that even though I live outside the city he serves.

So what did I learn from all this? The next vintage project bike I buy is going straight to the police station for a Level 2 inspection and to the DMV for a title before I put a nickel into restoring the bike.

I picked up a very rough 1974 Yamaha TY250 about a year ago. I paid $200 for it. That would have been a great time to get a title for the bike. Today, I have about $2K invested in the bike, and it’s not yet complete. When it’s complete, (after all that time and money) would be a really bad time to find out it was reported stolen and the original owner wants his bike back.

The post Rick Sieman: DirtBike Title Nightmares; One Man’s Amazing Saga appeared first on Dirt Bikes.

Maybe it should come as no surprise that the Frenchman scored the win, as he has clearly been one of the hottest riders of the 2017 supercross and motocross season, and he capped off a breakout year in the 450cc ranks by winning the $1 million bonus for claiming all three main events at the 2017 Monster Energy Cup. With today’s announcement of three more MEC-style races being incorporated into a Monster Energy Supercross Triple Crown as part of the Monster Energy AMA Supercross Series, Musquin should be well-equipped to handle the format changes that are part of the 2018 series.

That, of course, leaves the Red Bull Straight Rhythm format to stand alone. The four-year-old race is essentially a supercross-style drag race in which competitors race two at a time over a 1/2 mile-long supercross section that forces them to execute perfect rhythm if they want to advance to the next round.

Musquin made it clear that he was keen to defend his 2016 Red Bull Straight Rhythm title when he posted the fastest qualifying time of the nigh in the Open class. His quarterfinal opponent was none other than reigning FIM SuperEnduro World Champion and AMA EnduroCross Champion Colton Haaker. Musquin handly outran the Rockstar Energy Husqvarna rider, and with Haaker not taking part in the second of the best two-out-of-three runs, Musquin advanvced to the semifinals and a meeting with Kyle Chisholm, whome he defeated to line up for a chance to defend his title in the final.

On the other side of the ladder, Josh Hansen was just as fast, and the Suzuki man blitzed through his races to face off against Musquin for the Red Bull Straight Rhythm crown.

Musquin shot out of the start house to take the early lead in the first race of the final, but Hansen refused to go down without a fight. The two ran close together until Hansen made a mistake just before they hit the grandstand section, allowing Musquin to escape and gain a leg up on the title. In the second race, the two ran close early, but Musquin simply made no mistakes and was able to inch away from Hansen and claim the win. Musquin celebrated by throwing one of his classic heel clickers over the finish line.

“I had a great weekend coming off Monster Cup,” Musquin said. “Red Bull Straight Rhythm is such a cool event, and everyone had a great time. The fans were really excited. I was able to win everything, so it’s pretty special for me. I’m looking forward to next year.”

2017 Red Bull Straight Rhythm
Fairplex
Pomona, California
Results: October 21, 2017

Open Class
1. Marvin Musquin-KTM
2. Josh Hansen-Suz
3. Broc Tickle-KTM

250 Class
1. Shane McElrath-KTM
2. Sean Cantrell-KTM
3. Alex Martin-KTM

Two-Stroke Class
1. Gared Steinke-KTM
2. Ronnie Mac-Hon
3. Ryan Sipes-Hus

The post 2017 Red Bull Straight Rhythm Results: Musquin Again appeared first on Dirt Bikes.

2018 Zero FX, starting at $8495
Zero says that the FX is built for riding adventures and carefree living. the Z-Force sealed electric motor is available in two versions for the model. The ZF3.6 is claimed to produce 27 horsepower and 78 lb.-ft. of torque, while the ZF 7.2 is even more powerful, with a claimed 46 horsepower and 78 lb.ft. of torque. The transmission is direct drive–just hit the throttle and go. 

Zero also claims that improvements to the Z-Force power train give the Zero FX the highest power and energy density battery in the industry, and that the Zero FX ZF3.6 can handle can handle 46 city miles or 19 highway miles riding on a single charge. The FX ZF7.2 can go almost twice as far, with a range of 91 city miles and 39 highway miles. The ZF3.6 and ZF7.2 are also available in modular versions that allow the batteries to be swapped instantly so that the rider can keep on riding.

ange	ZERO FX ZF3.6 MODULAR	ZERO FX ZF7.2	ZERO FX ZF7.2 MODULAR
City?	46 miles (74 km)	91 miles (146 km)	91 miles (146 km)
Highway, 55 mph (89 km/h)?	28 miles (45 km)	56 miles (90 km)	56 miles (90 km)
Combined?	34 miles (55 km)	69 miles (111 km)	69 miles (111 km)
Highway, 70 mph (113 km/h)?	19 miles (31 km)	39 miles (63 km)	39 miles (63 km)
Combined?	27 miles (43 km)	54 miles (87 km)	54 miles (87 km)
Motor
Peak torque	78 ft-lb (106 Nm)	78 ft-lb (106 Nm)	78 ft-lb (106 Nm)
Peak power?	27 hp (20 kW) @ 4,300 rpm	46 hp (34 kW) @ 4,300 rpm	46 hp (34 kW) @ 4,300 rpm
Top speed (max)?	85 mph (137 km/h)	85 mph (137 km/h)	85 mph (137 km/h)
Top speed (sustained)?	70 mph (113 km/h)	70 mph (113 km/h)	70 mph (113 km/h)
Type	Z-Force® 75-5 passively air-cooled, high efficiency, radial flux, interior permanent magnet, brushless motor	Z-Force® 75-5 passively air-cooled, high efficiency, radial flux, interior permanent magnet, brushless motor	Z-Force® 75-5 passively air-cooled, high efficiency, radial flux, interior permanent magnet, brushless motor
Controller?	High efficiency, 550 amp, 3-phase brushless controller with regenerative deceleration	High efficiency, 550 amp, 3-phase brushless controller with regenerative deceleration	High efficiency, 550 amp, 3-phase brushless controller with regenerative deceleration
Power system
Power pack	Z-Force® Li-Ion intelligent modular	Z-Force® Li-Ion intelligent integrated	Z-Force® Li-Ion intelligent modular
Max capacity?	3.6 kWh	7.2 kWh	7.2 kWh
Nominal capacity?	3.2 kWh	6.3 kWh	6.3 kWh
Charger type	650 W, integrated	650 W, integrated	650 W, integrated
Charge time (standard)?	5.1 hours (100% charged) / 4.6 hours (95% charged)	9.7 hours (100% charged) / 9.2 hours (95% charged)	9.7 hours (100% charged) / 9.2 hours (95% charged)
With one accessory charger?	2.3 hours (100% charged) / 1.8 hours (95% charged)	4.1 hours (100% charged) / 3.6 hours (95% charged)	4.1 hours (100% charged) / 3.6 hours (95% charged)
With max accessory chargers?	1.6 hours (100% charged) / 1.1 hours (95% charged)	1.8 hours (100% charged) / 1.3 hours (95% charged)	1.8 hours (100% charged) / 1.3 hours (95% charged)
Input	Standard 110 V or 220 V	Standard 110 V or 220 V	Standard 110 V or 220 V
Drivetrain
Transmission	Clutchless direct drive	Clutchless direct drive	Clutchless direct drive
Final drive	90T / 18T, Poly Chain® HTD® Carbon belt	90T / 18T, Poly Chain® HTD® Carbon belt	90T / 18T, Poly Chain® HTD® Carbon belt
Chassis / Suspension / Brakes
Front suspension	Showa 41 mm inverted cartridge forks, with adjustable spring preload, compression and rebound damping	Showa 41 mm inverted cartridge forks, with adjustable spring preload, compression and rebound damping	Showa 41 mm inverted cartridge forks, with adjustable spring preload, compression and rebound damping
Rear suspension	Showa 40 mm piston, piggy-back reservoir shock with adjustable spring preload, compression and rebound damping	Showa 40 mm piston, piggy-back reservoir shock with adjustable spring preload, compression and rebound damping	Showa 40 mm piston, piggy-back reservoir shock with adjustable spring preload, compression and rebound damping
Front suspension travel?	8.60 in (218 mm)	8.60 in (218 mm)	8.60 in (218 mm)
Rear suspension travel?	8.94 in (227 mm)	8.94 in (227 mm)	8.94 in (227 mm)
Front brakes	Bosch Gen 9 ABS, J-Juan dual piston floating caliper, 240 x 4.5 mm disc	Bosch Gen 9 ABS, J-Juan dual piston floating caliper, 240 x 4.5 mm disc	Bosch Gen 9 ABS, J-Juan dual piston floating caliper, 240 x 4.5 mm disc
Rear brakes	Bosch Gen 9 ABS, J-Juan single piston floating caliper, 240 x 4.5 mm disc	Bosch Gen 9 ABS, J-Juan single piston floating caliper, 240 x 4.5 mm disc	Bosch Gen 9 ABS, J-Juan single piston floating caliper, 240 x 4.5 mm disc
Front tire	Pirelli Scorpion MT 90 A/T 90/90-21	Pirelli Scorpion MT 90 A/T 90/90-21	Pirelli Scorpion MT 90 A/T 90/90-21
Rear tire	Pirelli Scorpion MT 90 A/T 120/80-18	Pirelli Scorpion MT 90 A/T 120/80-18	Pirelli Scorpion MT 90 A/T 120/80-18
Front wheel	1.85 x 21	1.85 x 21	1.85 x 21
Rear wheel	2.50 x 18	2.50 x 18	2.50 x 18
Dimensions
Wheelbase?	56.6 in (1,438 mm)	56.6 in (1,438 mm)	56.6 in (1,438 mm)
Seat height?	34.7 in (881 mm)	34.7 in (881 mm)	34.7 in (881 mm)
Rake?	25.4°	25.4°	25.4°
Trail?	4.1 in (104 mm)	4.1 in (104 mm)	4.1 in (104 mm)
Weight
Curb weight	247 lb (112 kg)	289 lb (131 kg)	289 lb (131 kg)
Carrying capacity	383 lb (174 kg)	341 lb (155 kg)	341 lb (155 kg)
Economy
Equivalent fuel economy (city)?	486 MPGe (0.48 l/100 km)	486 MPGe (0.48 l/100 km)	486 MPGe (0.48 l/100 km)
Equivalent fuel economy (highway)?	207 MPGe (1.13 l/100 km)	207 MPGe (1.13 l/100 km)	207 MPGe (1.13 l/100 km)
Typical cost to recharge?	$0.40	$0.81	$0.81
Pricing
MSRP	$8,495	$10,495	$11,390
Does not include government incentives. Does not include local shipping, applicable taxes, PDI, or road registration fees.
Warranty
Standard motorcycle warranty*	2 years	2 years	2 years
Power pack warranty*	5 years/unlimited miles	5 years/unlimited miles	5 years/unlimited miles

The post 2018 Zero Electric Motorcycles: FX and DS, DSR Dual Sports appeared first on Dirt Bikes.