You know the age-old saying, “if it ain’t broke, don’t fix it?” Well, that pretty much sums up the 2019 YZ450F because Yamaha’s big dog motocrosser was all new and completely revised for 2018. Last year’s model was a favorite amongst many riders of different levels and abilities – including yours truly – for various reasons, and the 2019 brings back all of the 2018’s strengths. However, Yamaha’s testers and engineers polished a couple areas and made a few tweaks this year that may sound trivial on paper but provide significant improvements in the actual riding experience.

To understand what makes the 2019 so much better than the 2018, we have to talk a little about the ’18 first. The YZ450F has never been criticized in the motor/power department. It provides some of the broadest, most usable power available – almost too much sometimes – and the same motor is carried over this year. The only differences are an improved electric starter that reduces engine drag and horsepower loss (as if it needed any more) and a blue valve cover. The motor has a great bottom end which doesn’t mind being lugged, but it’s also super snappy and spins up quickly with great over rev.

On most tracks, I get around just fine by keeping 450s mostly in second and third gear, and occasionally fourth on tracks with longer straights or bigger booters that require a little extra speed to clear, but I found the YZ450F allowed me to really ring the motor out further than I’m used to. The 2018 model features a 48-tooth rear sprocket, which I loved for the added over-rev speed, but at times, for me, felt a smidge too tall in some corners, as if I was just on the cusp of being between gears. Of course, this was nothing a little clutching couldn’t fix, but I’m lazy when it comes to riding 450s. I prefer to use their raw power to carry me through a turn.

We got to ride both the ’18 and ’19 back-to-back at Glen Helen to get a feel for the differences between the two, and the 2019’s 49-tooth sprocket truly made a noticeable difference. The same corners where I would possibly bog a little bit or have to drop a gear on the ’18, I could power right through with zero hiccups or hesitations on the ’19. This meant I could carry more corner speed and that I didn’t have to shift as soon because I was more often in the meat of the powerband. That one tooth increase, as trivial as it may sound, had a huge effect on the bike’s overall engine character, especially on the bottom end, and it lost almost nothing on top – nothing a rider of my ability would suffer from, anyhow.

As improved as the bike felt with just a simple sprocket change, the biggest revisions to the 2019 YZ450F come in the suspension and handling department. Unlike other manufacturers, Yamaha has always stuck with the tried and true spring forks – no split air forks here – and the KYB SSS fork is great in offering plush action in the choppy stuff, nice control and progressive feel throughout its travel and impressive bottoming resistance under both slap-down and g-out impacts.

As nice and plush as the suspension felt, the 2018 YZ450F was often criticized to be sprung on the softer side, which for most riders was rarely a problem a little tuning couldn’t fix, but it was much more noticeable for the faster guys. It tended to dive under heavy braking and then would seesaw rearward when getting back on the gas. This made it somewhat difficult to get a settled, level and composed feeling through the turns, especially in deeper ruts that require precise balance and throttle control to navigate. Yamaha took this into heavy consideration for 2019 and improved the suspension, making it stiffer with increased compression damping both front and rear, allowing the bike to ride higher in its stroke. Jumping from the 2018 to the 2019, you could definitely feel a difference, especially once the pace picked up. The 2019 YZ450F almost made the ’18 feel softer, like a trail bike, in comparison.

Speaking of softness, another aspect some riders noticed about the 2018 YZ450F was its soft seat, and for 2019, Yamaha has increased its density by 16%. Climbing off the ’18 and onto the ’19, it was the first thing you’d notice. Again, 16% might not seem like a huge difference on paper, but it’s something your gluteus maximus feels instantly. I never had a problem with the ’18 seat being too soft as I try to stand as much as possible unless I’m really pouring the coal through a turn, and I also ride my MX bikes off-road for hours on end at a time, so the extra plushness isn’t always a bad thing when you’re in the saddle all day.

On the track though, the stiffer seat definitely makes the bike feel more nimble in the sense that you’re sitting more on top of the bike rather than in it. Some riders said they would bottom out and feel the seat base or frame rails in a heavily compressed corner or while seat bouncing, but it never really bothered me enough to consider it a detriment. The stiffer seat also allows you to move around and slide up on the bike more freely, and you can really get up on the tank to weigh the front tire for quick turns.

Further aiding the rider in making quicker, more planted feeling turns are the redesigned front fork lugs, axle brackets and wheel collars. They’re larger for 2019 and the increased surface area contact zone between them offers added rigidity which provides better tracking and feeling on initial lean in. These are the types of refinements that as seemingly insignificant as them may sound, make the biggest differences in handling. It’s tweaks like these that factory teams are after – little things that make the bike handle better. According to Yamaha, the 2019 Yamaha YZ450F makes between 54-55 hp in stock form, and the factory race bike that Justin Barcia rides makes between 58 to 60 hp depending on the track – any more and the bike becomes un-rideable. If 5 additional ponies over stock is too much for guys like Bam Bam, then 55 hp is more than plenty for us mortals.

In fact, the day we rode the 2019 YZ450F at Glen Helen, it was pro day and the track was cut deep – deeper than what I’m typically used to – and the crew at GH is on top of keeping the track watered, which means certain areas can get slick. The YZ450F comes with three preconfigured engine maps: Linear Torque for hard pack conditions, Smooth Linear for slippery and Hard Hitting for loamy. I started off in Linear Torque (basically the middle ground) and felt pretty good, but sometimes the throttle felt just a little too peppy from completely off to on – especially on this rough track. If I didn’t come into a corner smoothly enough, a small unintentional bump of the throttle would lurch the bike forward, momentarily throwing me off my rhythm.

A quick trip back to the pits, and I could whip out my phone, open the Yamaha Power Tuner App and switch engine maps (which is free and available for both Apple and Android users). I bumped it down to the Smooth Linear map, where the initial hit off the bottom is subdued, and I was back on the track in minutes. No longer did I have any problems with a touchy twist grip over braking bumps into the chopped up corners. I felt more confident coming into them knowing I was able to get on the gas more smoothly without any herky-jerkiness. For shits and giggles I also tried the Hard Hitting map, and it’s just that. If I owned the 2019 YZ450F I don’t know if I’d ever use that map unless I was riding dunes in the desert. Like we mentioned earlier, the YZ450F has never been accused of being slow.

Using Wi-Fi to connect to the bike’s onboard CAN-bus network via a Communication Control Unit (CCU), the Yamaha Power Tuner App lets you do more than just select other maps. You can also custom tune your own by adjusting the air/fuel mixture and ignition timing maps to tweak engine performance for track conditions or even altitude – all within minutes, and it’s as simple as changing numbers in a mapping chart. The beauty of it, though, is that it’s educational for those with a little patience and desire to play around with it, and Yamaha has limited the parameters so that it’s virtually impossible to cause damage to your motor with a wildly radical map setting. Additionally, you can also record race log information, monitor a range of data such as maintenance and system diagnostics, engine run time, and more. The most useful perk for me would be knowing exactly how much time I have on the oil and when to change it, to keep up on all the maintenance intervals.

Overall, despite seemingly trivial tweaks here and there, the 2019 YZ450F is a night and day improvement over the ’18. With a one tooth bigger rear sprocket, its motor lays the power down even better than before, and the chassis’ refinements make the bike easier and more fun to ride. We all know riding a 450 can get rowdy, and these refinements help it be more forgiving, too. If you’re in the market for a new 450, the 2019 Yamaha YZ450F is definitely a bike to consider. It’s currently available in dealerships nationwide and will run you $9,299, but if you already have an ’18, you don’t need to trade up for a ’19 unless you have cash burning a hole in your pocket. Many of these improvements aside from the front fork lugs, axle brackets and wheel collars are all availabe through the aftermarket.

The post 2019 Yamaha YZ450F First Ride Review appeared first on Dirt Bikes.

KTM is dominating the battle. In the championships around the world over the last 10 years, the Austrian brand has been the consistent performer in the fight for competition supremacy. Tony Cairoli’s ninth FIM Motocross World Championship title last season, as well as the first for the star of the show, the KTM 450 SX-F, was a true highlight. Pauls Jonass’ MX2 World Championship continued the orange brand’s dominance in the class with nine victories in 10 seasons for the KTM 250 SX-F, while the 2017 AMA 450 Supercross title was won in the hands of Ryan Dungey prior to his retirement. KTM has also enjoyed race wins in both the 250SX and 450SX classes this season with Shane McElrath, Jordon Smith and Marvin Musquin at the helm.

To continue adding to these incredible achievements requires a strong motivation, a commitment to development for racing and investment in KTM’s talent development programs. This creates the best platform for the KTM SX range, as these world-winning technologies are tested in the heat of the battle prior to being available on serial production machinery. The KTM 50 SX, KTM 65 SX and KTM 85 SX sportminicycles provide a strong basis for juniors to step up to the adult ranks where the KTM 125 SX, KTM 150 SX and KTM 250 SX 2-strokes, along with the KTM 250 SX-F, KTM 350 SX-F and KTM 450 SX-F 4-stroke machines provide the sharpest weapon in each class.

Chassis

For model year 2019, all adult models receive a generation-changing update with KTM engineers targeting a further weight reduction that once again sets a clear benchmark in each class. In fact, in the higher capacity 450cc segment the KTM 450 SX-F is a lot lighter than its rivals. All SX models feature a re-worked frame for improved stiffness, handling and straight-line stability, a longer subframe, a revised rear axle slot and all-new bodywork for enhanced ergonomics with more freedom of movement. A brand-new appearance with new graphics compliment a newly-shaped seat and new fuel tank. A new air filter box offers improved protection of the air filter and better air flow with revised exhaust systems for both the 2-strokes and 4-strokes that contributes to a more efficient power delivery and improved performance.

New radiators offer efficient cooling with improved positioning for mass centralization, while a stronger lithium ion battery for the E-starter is harmonious with the re-worked wiring harness for a compact electrical system. An updated triple clamp system for improved handling compliments new suspension settings, while a newly-developed, dual purpose, plug-in stand is yet another feature of the new range. All models continue to enjoy impressive serial components such as Brembo brakes, WP suspension, NEKEN handlebar, Dunlop tires, plus a map select switch with integrated traction control, launch control and map selection on the 4-stroke machines. This is no refinement model year, it’s an evolution; around 60% of each bike’s components are new. 

Engine

All models in the KTM SX range have received major engine revisions over previous models. The KTM 250 SX-F and KTM 350 SX-F models enjoy a newly designed DS clutch, while all 4-strokes boast revised transmissions and a state-of-the-art Keihin engine management system with a reworked throttle body and improved electronics package. The KTM 125 SX, KTM 150 SX and KTM 250 SX all offer revised carburetor settings, with a new transmission and new clutch in each amongst other improvements. In addition to engine refinements on all models, the highlight KTM 450 SX-F model enjoys a newly developed SOHC cylinder head for reduced weight and improved mass centralization, a new camshaft with a shorter valve timing and improved surface along with a low-friction chain guide with a DLC coating.

For those looking to intensify their ride and fine tune their machines to their own individual requirements, KTM has created a full range of aesthetical and performance parts available in its KTM PowerParts collection. Developed in parallel to the new SX generation from conception to production, and by some of the finest engineers in the world at KTM in conjunction with leading accessories manufacturers, this wide choice of products can certainly take each SX model to new heights. Not only that, the KTM PowerWear range provides a diverse catalog of READY TO RACE, high-quality products for those gearing up for the toughest of battles. With protective gear, riding wear and casual wear on offer, riders can look great both on and off the track. 

“After the race is before the race. This is certainly a statement that we at KTM live by. Once again we enjoyed incredible success around the globe with our offroad teams last season, but this is a testament to all the hard work of those involved and especially to the R&D teams in both Mattighofen, Austria and the USA; racing success is part of the motivation that ensures we continue producing READY TO RACE serial machinery right out of the crate,” said Joachim Sauer, KTM Senior Product Manager Offroad.

“A tireless strive to continue thinking and re-thinking on how we can develop our machines has led us to the next generation of KTM SX models that will soon be available on the market. There are some serious revisions over previous models with the KTM 450 SX-F a true highlight with its incredible handling thanks to its light weight and powerhouse engine. Our program to develop the next generation of raw talent is complimented by a full range of models from the KTM 50 SX to bikes capable of racing at Grand Prix level. Our goal is clear – setting the benchmark in motocross technology by creating the sharpest weapons for the job, for amateurs to the pros,” concluded Sauer.

The post 2019 KTM SX and SX-F Model Lineup First Look appeared first on Dirt Bikes.

April 26, 2018 – Dunlop Geomax tyres are chosen by race winners in the FIM World Motocross Grand Prix Championship (MXGP). In 2017, top level riders such as Shaun Simpson and Clement Desalle chose Dunlop to win MXGP races. MXGP is not only an environment where Dunlop win, but it is also where Dunlop develop new technologies.

Last year, Dunlop tested new technologies in MXGP races. An improved tread pattern was tested with tie-bars between shoulder blocks.

This, coupled with a new block arrangement provided higher resistance against cracking when ridden on firm intermediate terrain. Dunlop also found this resistance was also helped by an all-new compound with higher shear resistance. By incorporating such technologies into the Geomax MX33, Dunlop has created a tyre with a greater range of capabilities than its forerunner, the race-winning Geomax MX3S.

Dunlop has also proven its unique and patented ‘Progressive Cornering Block Design’ across the Geomax range. This technology, sometimes described as better known “Block-in-a-Block” technology. This gives a more progressive cornering action and helps riders control slides.  For Geomax MX33, Dunlop has added this technology to the front tyre as well.

Versatile ‘multi-surface’ performance

The Geomax MX33 has optimised performance at both ends of the terrain spectrum.  Therefore, unlike its predecessor which was focused on providing grip in soft conditions, the Geomax MX33 also excels on harder intermediate surfaces. This is designed to give competing riders and advantage in mixed conditions, but also gives the regular off-road rider a much more versatile ‘multi-terrain’ tyre.

Feel and Feedback a focus for Geomax MX33

Dunlop’s close liaison with top MXGP riders has also guided Dunlop to focus on improving rider feel, comfort and control on the Geomax MX33.

Dunlop found that a thinner and longer apex shape enables the sidewall to deflect evenly when a load is applied to tire. This provides enhanced stability and feedback.  Combining this design feature with a more compliant tyre construction, gave a better controlled casing deformation and improved shock absorption. Dunlop also included this ‘Carcass Tension Control System’ to improve rider feel and control. Coupled with the all-new ultra-fine particle compound, it provides much enhanced grip.

“Our success in FIM World Championship MXGP has helped Dunlop riders win at the highest level. But it is a two-way benefit. Top level riders have also given us clear feedback on what they need from a tyre to win. That’s why we have focused on widening the versatility of the Geomax MX33 and producing an industry first – a true hybrid tyre for soft and intermediate conditions” said Dmitri Talboom, Dunlop Motorcycle Europe Product Manager.

The launch of Geomax MX33 provides a full portfolio of Dunlop MX tyres. The recently launched Geomax MX12 is perfect for sand and mud conditions while the Geomax MX52 is a proven winner in intermediate-to-hard terrain conditions.

The Geomax MX33 is available in six front and eleven rear sizes.

Front:

60/100 – 10
60/100 – 12
60/100 – 14
70/100 – 17
70/100 – 19
80/100 – 21

Rear:

70/100 – 10
80/100 – 12
90/100 – 14
90/100 – 16
100/100 – 18
110/100 – 18
120/90 – 18
100/90 – 19
110/90 – 19
120/80 – 19
120/90 – 19

The post Dunlop Geomax MX33 – Featuring Innovative Technology for Multi-Surface Performance appeared first on Dirt Bikes.

Anchored by the factory and factory-supported efforts of Honda, Husqvarna, Kawasaki, KTM, Suzuki, and Yamaha, the 40-rider fields in both the 450 Class and 250 Class will compete for a share of $5.79 million in OEM contingency. Additionally, nearly $1 million in pro purse money will be available.

“We here at the Lucas Oil Pro Motocross Championship and the entire racing community are fortunate to have such an incredible commitment from our manufacturers,” said Davey Coombs, President of MX Sports Pro Racing. “Their support of the championship and its exceptionally talented athletes is a testament to the strength of the sport and its popularity. Its also a sign of the vital role Pro Motocross plays in the overall health of the motorcycle industry, and the influence the success of our riders has on consumers.”

Details surrounding each respective manufacturer’s contingency programs, including registration and payout, are available online:

• American Honda Motor Co.
• Husqvarna Motorcycles North America
• Kawasaki Motors Corp., USA
• KTM Group North America
• Suzuki Motor of America
• Yamaha Motor Corporation, USA

Defending 450 Class Champion Eli Tomac (Monster Energy Kawasaki) and his title-holding 250 Class counterpart Zach Osborne (Rockstar Energy Husqvarna Factory Racing) will lead the most talented riders on the planet into action on Saturday, May 19, with the Hangtown Motocross Classic. A total of 12 championship rounds will visit the most legendary and iconic racetracks in the country, visiting a total of 11 states on the path to crown a pair of champions at the Ironman National on Saturday, August 25.

Tickets to each round of the 2018 Lucas Oil Pro Motocross Championship on now on sale and can be purchased by visiting ProMotocross.com.

2018 Lucas Oil Pro Motocross Championship Schedule

For information about the Lucas Oil Pro Motocross Championship, please visit ProMotocross.com and be sure to follow all of the Pro Motocross social media channels for exclusive content and additional information on the latest news:

Facebook: @americanmotocross
Instagram: @promotocross
Twitter: @ProMotocross
YouTube: AmericanMotocross

Lucas Oil Pro Motocross Championship

The Lucas Oil Pro Motocross Championship, sanctioned by AMA Pro Racing, features the world’s fastest outdoor motocross racers, racing aboard the best bikes each factory offers, on the roughest, toughest tracks in the world. The 12-rounds series begins at Hangtown in May and ends at Indiana’s Ironman Raceway in August. It includes stops at the premier motocross racing facilities in America, with events in California, Colorado, Pennsylvania, Tennessee, Michigan, Massachusetts, Maryland, Minnesota, Washington, New York and Indiana. The pro riders race on Saturday afternoon, with competition divided into two classes: one for 250cc machines, and one for 450cc machines. The Lucas Oil Pro Motocross Championship is managed by MX Sports Pro Racing, the industry leader in off-road power sports event production. The series is televised on NBC, NBCSN and MAVTV and streamed live on NBC Sports Gold Series partners include Lucas Oil (series title sponsor), Red Bull, WPS, Fly Racing, GEICO Motorcycle, MotoSport.com, Garmin, 100%, KTM, FMF, Deltran Battery Tender, Pirelli, Suzuki, Husqvarna, Pivot Works, Vertex, Alpinestars, KMC Wheels, MotionPro, VP Racing Fuels, Acerbis and Racer X. More information can be found at www.ProMotocross.com.

The post Lucas Oil Pro Motocross Championship Boasts Record of Over $6 Million in Contingency and Prize Money for 2018 Season appeared first on Dirt Bikes.

To prepare for the 2018 All-Japan Motocross season, Kawasaki’s factory team took part in some regional races on a redesigned KX450F-SR, the race bike that will form the basis for the production KX450F. Traditionally, the Japanese manufacturers debut their new models in the All-Japan series before following up with a production model that will be used in most other national and international motocross series such as AMA Motocross and Supercross and the FIM MXGP.

Here’s the new KX450F-SR (click on the Tweet to view a larger version of the pictures):

And for comparison, here is the the 2018 KX450F below:

Before we get to into this, let’s observe some caveats: the KX450F-SR is a pre-production race bike, so some of the details you’ll see will not carry over to the KX450F. Components such as suspension, chains, and exhausts may differ from the production model. The engine, chassis and bodywork, however, will be similar to the production version, so that’s where we’ll focus our attention.

At first glance, it’s clear that the engine is new. The cylinder appears slimmer and the cylinder head is significantly larger. On the right side, the new F-SR is missing a kickstarter. Where the kickstarter used to attach, Kawasaki has relocated the oil fill plug (identifiable by the bright green cap).

In case you need further proof the engine is new, the California Air Resources Board has issued a red sticker certification document for a 2019 KX450F, noting the engine family name is “KX450J”. That last letter is significant as it is changed with every engine update. The current (2016-2018) KX450F has been certified with the engine code “KX450H” (the letter is changed in alphabetical order, but skips “I” because it can be confused with a one or a lower-case “L”). The engine preceeding that was identified as “KX450F” (2012-2015), and before that came the “KX450E” (2009-2011) which introduced fuel injection to the line.

Other changes we can see include a flatter seat, a new swingarm and a revised frame. We can’t get a clear look at the rear subframe but we expect some differences there as well.

Kawasaki typically releases information about its motocross lineup in early June so we expect to hear an official announcement about the 2019 KX450F around then. We’ll have the latest here on Dirtbikes.com as it becomes available.

The post New Kawasaki KX450F Coming for 2019 appeared first on Dirt Bikes.

Antonio Cairoli Takes 84th Career MXGP Victory and Steals the Red Plate from Jeffrey Herlings. Pauls Jonass Continues Perfect Season with MX2 Win

REDSAND, SPAIN – March 26, 2018 – The new “Redsand” track hosted an FIM Motocross World Championship race for the first time and the Grand Prix of the Valencian Community constituted the third round of the MXGP season. All Pirelli riders chose the SCORPION MX32 Mid Soft as the best front tire, while the SCORPION MX SOFT was the popular pick for the rear on the Spanish course and allowed domination of the Grand Prix in both classes. The results stretched through the weekend with Tim Gajser winning Saturday’s Qualification Heat, Romain Febvre claiming the holeshot in race 2, and Antonio Cairoli as winner of both races. The new SCORPION MX SOFT proved to be competitive on different bikes and brands: factory KTM, Husqvarna, Honda and Yamaha teams use it regularly on sandy terrain like Redsand.

Cairoli claimed both motos in the MXGP class ahead of his teammate Jeffrey Herlings, moving his career total to 84 overalls and 166 moto wins. The nine-time world champion and the Dutch rider lead the championship standings with equal points. There was a also a strong performance by Romain Febvre who finished fourth but tied on points for the last podium spot. Gautier Paulin and Gajser finished in fifth and sixth place overall, respectively.

In the MX2 class, Pauls Jonass continues to be the benchmark for speed and results. The reigning champion won both races and heads the championship standings with a 30-point advantage over Thomas Kjer Olsen, who was third overall at Redsand. Jorge Prado was very fast at his home race and occupied the second step of the podium. Fifth overall was Australian Hunter Lawrence.

In two weeks time riders will tackle the “Grand Prix of Trentino” which will be hosted by the spectacular “Ciclamino” circuit of Arco di Trento, Italy.

Race results (Pirelli riders in bold):

MXGP race 1

1. CAIROLI Antonio (ITA)
2. HERLINGS Jeffrey (NED)
3. FEBVRE Romain (FRA)
4. DESALLE Clement (BEL)
5. LIEBER Julien (BEL)

MXGP race 1

1. CAIROLI Antonio (ITA)
2. HERLINGS Jeffrey (NED)
3. PAULIN Gautier (FRA)
4. DESALLE Clement (BEL)
5. FEBVRE Romain (FRA)

MX2 race 1

1. JONASS Pauls (LAT)
2. PRADO GARCIA Jorge (SPA)
3. KJER OLSEN Thomas (DEN)
4. MEWSE Conrad (GBR)
5. LAWRENCE Hunter (AUS)

MX2 race 2

1. JONASS Pauls (LAT)
2. SANAYEI Darian (USA)
3. PRADO GARCIA Jorge (SPA)
4. KJER OLSEN Thomas (DEN)
5. LAWRENCE Hunter (AUS)

GP Overall:
MXGP

1. CAIROLI Antonio (ITA)
2. HERLINGS Jeffrey (NED)
3. DESALLE Clement (BEL)
4. FEBVRE Romain (FRA)
5. PAULIN Gautier (FRA)

MX2

1. JONASS Pauls (LAT)
2. PRADO GARCIA Jorge (SPA)
3. KJER OLSEN Thomas (DEN)
4. SANAYEI Darian (USA)
5. LAWRENCE Hunter (AUS)

Championship overall:
MXGP

1. CAIROLI Antonio (ITA) p.141
2. HERLINGS Jeffrey (NED) p.141
3. DESALLE Clement (BEL) p.103
4. FEBVRE Romain (FRA) p.101
5. PAULIN Gautier (FRA) p.98
6. COLDENHOFF Glenn (NED) p.79

MX2

1. JONASS Pauls (LAT) p.150
2. KJER OLSEN Thomas (DEN) p.120
3. PRADO GARCIA Jorge (SPA) p. 105
4. LAWRENCE HUNTER (AUS) p.99
5. MEWSE Conrad (GBR) p.81
6. WATSON Ben (GBR) p.81

ABOUT PIRELLI

Founded in 1872, Pirelli is among the largest global tire makers, and focuses its business on the high end, premium product segment where it is a world leader. Present in over 160 countries, Pirelli has 22 manufacturing sites and employs approximately 38,000 people around the world. Successfully competing in motorsports since 1907, Pirelli is currently the exclusive supplier of the Formula 1 championship, the Superbike world championship, and many other championships around the world.

Pirelli Tire North America (PTNA) services NAFTA (North American Free Trade Agreement) member countries through its Modular Integrated Robotized System (MIRS) facility and research and development center at its Rome, Georgia headquarters, its state-of-the-art manufacturing plant in Silao, Mexico and its New York City, Montreal and Mexico City sales and marketing offices. The company manufactures, distributes and markets original equipment and replacement tires for export and domestic car/motorcycle applications (US, CA, MX) and Agro/Heavy Truck platforms (MX).

The post Pirelli SCORPION MX SOFT Tires Are Unbeatable in the Grand Prix of Valenciana at RedSand 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.

The lifestyle and clothing company says that the 14-year-old California native is a perfect fit for what it is all about. Not only does he absolutely rip on a motocross track, but he and his family also love to keep it fun, traveling to all the big motocross races, as well as some random off-road events, says Fasthouse.

Filmmaker Brendan Lutes has produced the following video, profiling this young star as he plays around at his family training ground, located in his own backyard. Hawkins said he remembers his first experience on a dirt bike.

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“My dad got me my first bike on my second birthday,” Hawkins said. “It was a JR50 and I’ve been riding ever since. He trained me with a little tie strap that he tied around the pipe to lead me around. I just rode off and it was super cool.”

Since then, Talon hasn’t stopped twisting the throttle, says Fasthouse. He may be just a teenager, but he knows the reason he swings a leg over a dirt bike.

“You have to take it seriously, but you also have to find that fine line of keeping it fun while also being serious about it,” Hawkins said. “I don’t want that spark to go out, because I love moto.”

With that adult perspective on riding and racing, Fasthouse expects him to do just that in 2018 and well into the future. Check out the Hawkins Nest video above. For information on Fasthouse, visit www.thefasthouse.com.

The post Fasthouse Hawkins Nest Video Released appeared first on Dirt Bikes.

Gautier Paulin (21) enjoyed an excellent season with the Rockstar Energy Husqvarna MXGP team in 2017, finishing third in the 2017 FIM MXGP World Championship series points standings before helping Team France win its fourth consecutive Chamberlain Trophy at the 2017 Motocross of Nations.

Rockstar Energy Husqvarna MXGP rider Max Anstie (99) put together a good rookie season in his rookie MXGP season in 2017. The British rider finished ninth in the 2017 FIM MXGP World Championship Standings, and we went on to score two moto victories at the 2017 Motocross of Nations, helping to lift Great Britain to second overall, behind the Netherlands, in the Nations final standings.

The 19-round-long 2018 FIM Motocross World Championship gets underway with the MXGP of Patagonia in Nequen, Argentina, March 3-4, 2018.

2018 FIM Motocross World Championship Schedule
March 4 – MXGP of Patagonia, Neuquen, Argentina
March 18 – MXGP of Europe, Valkenswaard, Netherlands
March 25 – MXGP of La Comunitat Valenciana, Redsand, Spain
April 8 – MXGP of Trentino Pietramurata, Italy
April 15 – MXGP of Portugal, Agueda, Portugal
May 1 – MXGP of Russia, Orlyonok, Russia
May 13 – MXGP of Latvia, Kegums, Latvia
May 20 – MXGP of Germany, Teutschenthal, Germany
June 3 – MXGP of Great Britain, Matterley Basin, Great Britain
June 10 – MXGP of France, St. Jean d’Angély, France
June 17 – MXGP of Italy Ottobiano, Italy
July 1 – MXGP of Indonesia, Pangkal Pinang, Indonesia
July 8 – MXGP of Asia, Semarang, Indonesia
July 22 – MXGP of Czech Republic Loket, Czech Republic
August 5 – MXGP of Belgium, Lommel, Belgium
August 19 – MXGP of Switzerland, Frauenfeld/Gachnang, Switzerland
September 2 – MXGP of Turkey, Afyon, Turkey
September 16 – MXGP of The Netherlands, Assen, Netherlands
September 30 – MXGP of Imola, Imola ,Italy

The post 2018 Rockstar Energy Husqvarna MXGP Team Photo Shoot appeared first on Dirt Bikes.

After finishing near the bottom in our 2017 450cc Motocross Shootout, the Suzuki moved up a position this year, finishing in fourth place in our 2018 450cc Motocross Shootout. That may not sound significant, but when our score card tally was complete, the 2018 RM-Z450 missed the podium by a scant few points, and it was unanimously praised by our test crew. If there were a category for most-improved 450cc motocross bike in our testing criteria, the Suzuki would have battled the class-winning 2018 Yamaha YZ450F to the wire for that honor.

So how did Suzuki do it with a machine that wasn’t all-new from the ground up? Pretty simple, really. Despite flawed suspension and an extremely rigid-feeling chassis, the 2017 model was a well-liked 450, and few would argue that Suzuki already produces one of the best-cornering 450cc motocrossers in the class. If Suzuki could update the suspension and make the 2018 Suzuki RM-Z450 more comfortable to ride, there was little doubt that it would probably be a better bike.

Suzuki engineers did just that, and more. And the 2018 Suzuki RM-Z 450 is better. A lot better.

The most significant changes to the 2018 RM-Z450 are in the chassis and suspension, right where they needed to be, but the RM-Z’s engine also received updates. Suzuki calls it “The Winning Balance,” developing the RM-Z450 to run, turn and stop better.

To get the 2018 Suzuki RM-Z450 to run better, Suzuki engineers took a good look at the 2017 RM-Z’s 449cc, liquid-cooled, fuel-injected DOHC engine. To pull more power out of the existing design, the cylinder head intake port was revised for a 25% increase in tumble flow. What is tumble flow? Basically, it is the flow that rotates near the outer edges of the intake charge. Increased tumble flow increases the turbulence of the intake charge, which leads to more efficient combustion, hence more power.

The 2018 Suzuki RM-Z450 also receives a revised fuel-injection system in which the 44mm Mikuni throttle body features an inverted injector. Using a process that Suzuki has successfully utilized on its GSX-R superbikes, the inverted injector deflects the fuel shot off the throttle body butterfly to assist fuel atomization for better throttle response. The revised fuel-injection also features a new, high-pressure fuel pump in order to better match the intake air flow, which has also been improved via a larger air box intake boot.

There aren’t many changes to the RM-Z450’s rotating group, but the changes are noteworthy. Suzuki engineers revised the radical intake camshaft profile to lift the RM-Z’s intake valves further off their seats and fitted a stronger, F1-style bridged box piston to increase durability.

While the 2018 Suzuki RM-Z450 does not receive an electric starting system such as the one found on its off-road sister, the Suzuki RMX450Z, it doesn’t really need it. The RM-Z450 can easily be fired up with just a light boot on its kick start lever, and once you get onto the track, the 2018 model’s improved power character is obvious. The revised engine’s throttle response is really strong, and the RM-Z’s bottom-end grunt is healthy. It quickly transitions into a robust mid-range, and where the 2017 engine tended to sign off early, the 2018 continues to pull with authority on top. It never really flattens out, which allows the rider to stay in each of the RM-Z’s smooth-shifting five-speed transmission longer and fan its light-feeling cable-actuated clutch a lot less than the 2017. At the same time, however, The RM-Z450 retains the 2017’s tractable, controllable character, affording the rider plenty of exciting power without making the bike tiring to ride. It’s a more flexible engine, to be sure.

The 2018 Suzuki RM-Z450 churned out 51 rwhp on tap @ 8400 rpm and 33.1 lb.-ft. of torque @ 7900 rpm on Mickey Cohen Motorsports’ Dynojet dyno. The Suzuki makes the least peak horsepower in the class, although few people would argue that the RM-Z needs to make more peak power anyway. Part of the reason is that the RM-Z450 delivers a broad torque curve that makes it feel plenty fast and easy to ride. For that reason, the 2018 RM-Z450 would make a great choice for someone transitioning to a 450 from a 250cc four-stroke.

Part of the 2018 RM-Z450’s improved tractability can be attributed to its new ECM, which is claimed by Suzuki to process data 1.6 times quicker than the previous ECM. The new ECM also sports what Suzuki calls an “Evolved Traction Management System.” The ECM senses throttle position, engine speed and transmission load to optimize fueling and ignition timing for a given riding condition. The ECM also features the latest version of the Suzuki Holeshot Assist Control, which offers two modes. Similar to the system on the Honda CRF450R, the A mode and B mode positions can be recognized by the cadence of the flashing light on the RM-Z450’s handlebar-mounted switch. A mode retards the ignition to help the rider get off the gate and is also useful on slick track surface. B mode advances the ignition timing for a more robust power feel in high-traction riding conditions.

Power wasn’t our biggest gripe with the 2017 RM-Z450. Our biggest issues were in the chassis and suspension, which imparted a stiff ride compared to other bikes in the class. Suzuki engineers clearly put a lot of effort into rectifying that by designing an all-new, twin-spar aluminum chassis that is smaller, lighter and shorter than the 2017 model. The 2018 RM-Z450 boasts a slimmer chassis that is also 1.32 lbs. lighter than the 2017, and its flex characteristics have been altered to deliver a more compliant ride. The 2018 RM-Z450 also receives a new swingarm and a new aluminum subframe, the latter made of hexagonal tubing to make it more rigid. Wheelbase has been shortened from 58.9 inches to 58.3 inches.

On our scales, the 2018 Suzuki RM-Z450 weighed 250.3 lbs., making it the heaviest bike in the class—and that’s without an electric starting system, which would add even more weight. It places 120.7 lbs. on the front wheel and 129.6 lbs. on the rear wheel for a 48%/52% front/rear weight bias.

You definitely feel the 2018 RM-Z 450’s poundage when hoisting the bike onto a stand, but that girth seems to vanish into thin air on the track. The Suzuki’s steering geometry, which checks in at 27.8 degrees of rake and 4.7 inches of trail, is spot-on, delivering the same light steering effort and razor-precise cornering manners of its predecessor. Even better, the 2018 chassis’ compliance over rough terrain is vastly improved. The 2018 RM-Z450 tracks straight and true at all speeds without delivering a lot of harsh feedback to the rider—although some of our testers think Suzuki still didn’t go far enough. This improved handling and chassis feel only increases the rider’s confidence and allows him or her to attack rough track sections, dive into corners and make mid-corner line changes with greater ease. The Suzuki is also extremely neutral and easy to maneuver in the air.

Of course, Suzuki’s 2018 suspension upgrades have a lot to do with the RM-Z’s straight-line stability, and the RM-Z450 features new components front and rear. Up front, Suzuki ditched the Showa TAC air fork and got back to good old-fashioned coil springs, fitting a 49mm Showa twin chamber coil spring fork that features large inner cartridges and cartridge rods. The inner cartridge piston size is 25mm and the cartridge rod is 14mm. The sub tank piston measures 39mm. Each fork leg is fitted with 5.0N/mm springs.

Out back, the RM-Z’s linkage rear suspension is connected to a Showa Balance Free Rear Cushion (BFRC) shock, a first for a production dirtbike. The BFRC shock utilizes lower internal pressures than most piggyback reservoir shocks, which decreases friction and heat as the shock cycles through its stroke.  The BFRC is “balanced” via a double tube design that flows oil in both directions. The piston rides in the inner tube and pumps the oil through a compression valve and a separate rebound valve in the shock body. As the shock moves through its stroke, oil is then routed through the outer tube to the underside of the piston to equalize pressure.

There’s no question that the 49mm Showa coil spring fork on the 2018 RM-Z450 represents a vast improvement over the 2017’s Showa TAC fork. The “springer” fork is very supple in small chatter bumps, and yet it soaks up the big stuff without transmitting harsh feedback to the rider. Out back, the BFRC shock’s action balances well with the front as long as you take care to set it up. Our testers had to fiddle with the settings on the shock, which features separate external damping circuits intended to improve sensitivity and response, to tame what was deemed to be excessive kickback over some square-edged bumps. Even so, the BFRC represents a huge improvement in performance over the 2017 shock, helping the 2018 RM-Z450 to track straighter and accelerate harder off of corners.

Most of our testers liked the ergonomics of the 2017 Suzuki RM-Z450, and the 2018 Suzuki RM-Z450 feels even better. Its slimmer, smaller feel and narrower seat definitely help to hide its 250.3-lb. weight on the track. For added comfort and increased steering leverage, Suzuki engineers also moved the handlebar clamps 7mm forward on the triple clamp. All-new bodywork also gives the RM-Z450 a much sleeker appearance than the ’17, and Suzuki engineers also did away with the RM-Z’s aluminum fuel tank, replacing it with a resin tank that holds more fuel—1.6 gallons to be exact. The new fuel tank shaves .6 lbs. (empty) over the aluminum tank.

The word “thin” kept coming up when describing the RM-Z’s cockpit. Its seat, bars and pegs all feel as if they’re perfectly located, which helps the rider transition between seated and standing riding positions. Everything just falls into place, and when you don’t have to think about such things as a handlebar that’s too high or foot pegs that are positioned too far forward or aft, you can focus on the track ahead better. The 2018 Suzuki RM-Z450 affords a lot of focus.

Since most riders will be able to go a lot faster on the 2018 Suzuki RM-Z450, it’s also nice to know that Suzuki addressed the brakes on the new machine—not that we ever had man complaints with the previous model’s brakes despite its smallish 250mm front rotor. For 2018, a 270mm front rotor replaces the 250mm unit. The larger rotor is still clamped by a two-piston caliper, while the rear rotor remains at 240mm with a single-piston caliper.

While KTM and Husqvarna still dominate the braking category in the 450cc class, the RM-Z’s binders are clearly among the best of the Japanese bikes. The Suzuki’s brakes offer excellent stopping power with easy modulation—strong without being overly touchy. They do an excellent job of hauling the 2018 RM-Z450 down from high speeds.

We don’t yet know how the market will treat the 2018 Suzuki RM-Z450, although at we can say that its MSRP of $8849 makes it a relative bargain in the 450cc motocross class. It may not be our favorite 450, but that doesn’t mean it’s not competitive or boring to ride. In fact, it’s quite the opposite. Taken on its own merit, the 2018 RM-Z450 is a very good bike that exhibits strong power, great suspension, good brakes and that classic Suzuki RM-Z450 handling.

For Suzuki fans seeking a better RM-Z450, the 2018 delivers big-time.

2018 Suzuki RM-Z450 Specifications

MSRP: $8899
Engine Type: 449cc, liquid-cooled, single-cylinder, four-stroke
Bore and Stroke: 96mm x 62.1mm
Compression Ratio: 12.5:1
Valve Train: DOHC, four valves
Fueling: Keihin Fuel Injection, 43mm throttle body
Ignition: Electronic CDI
Transmission: Five-speed, multi-plate wet clutch
Final Drive: Chain
Front Suspension: 49mm inverted Showa fork with rebound and compression damping adjustability; 12.0 in. of travel
Rear Suspension: Pro-Link® Showa single shock with adjustable spring preload, rebound and compression damping adjustability; 12.3 in. of travel
Front Brake: Single 270mm disc w/two-piston caliper
Rear Brake: Single 240mm disc w/single-piston caliper
Front Tire: Bridgestone Battlecross X30 80/100-21
Rear Tire: Bridgestone Battlecross X30 120/80-19
Wheelbase: 58.3 in.
Rake: 27.8°
Trail: 120mm (4.7 in.)
Seat Height: 37.8 in.
Ground Clearance: 13.0 in.
Fuel Capacity: 1.6 gal.
Claimed Wet Weight: 246.4 lbs.
Measured Wet Weight: 250.3 lbs.
Available Colors: Yellow/Blue

For more information, visit www.SuzukiCycles.com.

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