I must preface this review with the disclaimer that this is the first Beta I’ve ever ridden. I’ve had the opportunity to spend time on various other two strokes in this genre, but the 2021 Beta 300 RR is the first from the Italian brand that I’ve had a chance to get out and ride. So don’t expect a thorough year-to-year comparison. I just can’t do it, captain!

What I can do though was drive 12 hours northeast from our base here in southern California to pop two cherries with one, uh, stone? My first ride on a Beta would also be my first four-day trail ride in Colorado. New bike, new terrain, 12-inch wide trails on the side of 13,000 ft mountains. Why not?

Even though I didn’t get the chance to ride it, the 2020 Beta 300 RR brought with it a host of upgrades that included an all-new chassis including the frame, swingarm, fuel tank, seat, and bodywork. The engine was also equipped with a counterbalance shaft to reduce vibrations. If we consider 2020 a revolutionary model year for the Beta 300, 2021 is more evolutionary with subtle suspension tweaks, sleeker bodywork, higher-quality electronics, and a beefier subframe.

With that in mind, let’s take a deeper look at the 2021 Beta 300 RR.

Two Smokin’

While the Beta-built 293.1cc liquid-cooled two-stroke engine is carbureted, it benefits from oil injection meaning no pre-mixing of gas and oil is necessary. This is achieved by a separate oil tank under the seat that uses engine rpm and a throttle position sensor to vary the metering of oil into the engine. This led to pretty good mileage at approximately 35 mpg with the 2.55-gallon tank providing 90 miles or so of range. There are also two warning indicators: one if your oil reservoir is running low, and another if the system encounters a failure.

The counterbalanced engine quells vibration from the motor significantly. Having the opportunity to ride a ’13 KTM 300 XC-W (not counterbalanced) back-to-back with the 2021 Beta 300 RR proved night and day in terms of the smoothness of the Beta’s engine. Another nice feature of the Beta for those who care about keeping riding areas open versus racing is that the bike is reasonably quiet.

We had to re-jet the 36mm Keihin PXK carburetor since the altitude at camp was over 10,000 feet and temps were a fair bit cooler than California. Thankfully, as with most two-strokes, there is plenty of room to get in there and twist the carb around to get these changes done fairly easily. After the jetting changes, we ended up tweaking the air screw a bit to make it richer off idle.

The Beta 300 RR also has what I’ll call a rain or shine mapping system with the button to change between the “sunny” or “rainy” setting mounted near the steering stem on top of the frame. Effectively, this button delays ignition timing in the “rain” setting so the power comes on later which can be better for slimy wet conditions. Only the last day did I find use for this setting during one of our trails which had the most mud, rocks, and roots. The rest of the time, I found “sunny” to be just fine for most riding and would likely never switch it back home in southern California.

Beta says this about its RR models:

“Our RR models are designed for a casual off road rider or racer that is looking for more than just a play bike. We take pride in our slogan “Rideability” as it truly points out the real strength of a Beta. Others are focused 90% on building a race bike that is sold to the average rider. Beta takes pride in designing a motorcycle that appeals to the ‘common’ rider. The layout of the engine, the lower seat height, and the smooth power delivery are all traits of the bikes that provide the average rider more confidence.”

While I never ended up tweaking the adjustable power valve (Beta sells an accessory knob so riders are able to easily adjust the power valve without tools), the low-end power delivery seemed a bit softer than expected, even causing the bike to flame out when I tried to tractor the motor down too low in the revs. This soft power delivery could be welcome in “east coast” riding conditions, but it didn’t deliver the same low-rpm punch that pulls hard into the mid-range that I’ve experienced on KTM 300 and 250 two-strokes. That’s not to say that the power isn’t there once you get closer to its mid-range, though. The engine still delivers plenty of umph once it starts spinning faster.

The six-speed wide ratio transmission is great for wide-open spaces and worked nearly as well in tight places. The Brembo hydraulic clutch gives smooth positive actuation without being remotely fatiguing. I would say, for the tight trail work I would be interested in doing with this bike, I would change the final drive ratios from the stock 14/48 to something around 13/52.

Although you could never get away with plating the Beta 300 RR here in California, the bike comes all wired up and ready for turn signals with the left switchgear, including buttons for brights, a horn, and indicators should you live in an area where you can license a two-stroke and are so inclined. It even comes with a nice display that shows speed, average speed, maximum speed, total miles, trip meter, hour meter, and battery voltage and is flanked by warning lights.

“Designed for a casual off road rider or racer”

Hmm. Designed for both the casual rider and racer. How do you go about doing that? I suppose the smooth power delivery, relatively low 36.6-inch seat height (it doesn’t feel that high), ability to add DOT-required necessities, oil injection, and electric start do make the 300 RR an approachable machine for anyone. Also keeping with the ease of use theme, the airbox cover and seat can be removed without any tools or keys. The seat easily pops off via a button located on the left rear fender. At the same time, if I were to race this bike, there are some changes I would make. While I already mentioned the gearing change, wrap-around handguards are probably the only other things I would do if I wanted to enter a race with the Beta 300 RR. I guess they’re right, it is a pretty great bike for everyone.

The handlebars are six-way adjustable and the seat-to-footpeg distance is quite comfortable for 5-foot 8-inch me. What’s not comfortable is the seat. Oh man. If you plan on sitting for any amount of time, you’ll want to replace it immediately.

One thing a casual rider might consider changing, unless we’re talking about aggressive weekend warriors, is the suspension. I found the suspension fairly stiff at the stock settings for my 185 pounds (with gear), but it’s really quite well-damped front and rear. It never felt harsh. I added some preload to the fork which helped the front end feel more planted, but aside from that, I was quite happy with the 48mm Sachs fork and Sachs linkage-type shock. Both are fully adjustable with the fork’s adjustments all able to be made from the top of the fork tubes without tools. The fork and shock provide 11.6 and 11.4 inches of wheel travel, respectively.

Once the pace ramps up, the suspension works even better, and you forget how jarring it can feel while going slow over bumpy terrain. The rigidity of the chassis, the suspension, and the Michelin Enduro tires all provide an excellent stable platform that stays compliant at speed without deflecting. The 300 RR feels nimble through tight trees as well; it was only the lack of low-end punch that left me wanting in those scenarios.

The Nissin two-piston front caliper bites a 260mm rotor while a single-piston caliper squeezes the rear 240mm rotor. It took me a little while to get used to the front brake. The initial bite isn’t too bad, but the stopping power ramps up quite quickly afterward meaning that the line between stopping quickly and locking the front is a fine one. As for the rear brake, I really appreciated the size and position of the pedal which made it easy to modulate.

To top it all off, the Beta 300 RR is one of the lowest priced bikes, if not the lowest, in its category at $9,199. That’s a great deal, particularly for riders looking for a casual, yet highly capable enduro bike. The biggest let down for me was the lack of a strong low-end hit and pull into the mid-range. It’s one of the things I love about the KTM’s I’ve ridden. If you’re not bothered by the softer smoother power delivery at low rpm, this bike is just as good as anything else out there.

The post 2021 Beta 300 RR Review appeared first on Dirt Bikes.

Tractoring up the single-track ascent, switchback after switchback with relative ease, a few thoughts ran through my head. One, this thing’s street-legal. Two, it’s kicking ass on this trail. Three, two-strokes aren’t the only machines that can be comfortable doing technical trail work. Admittedly, I’ve become somewhat smitten with my own two-stroke dirtbike, so much so that I had forgotten just how well a four-stroke can handle similar terrain, despite having begun my off-road riding career on a four-stroke 250.

The Husqvarna FE 350s manages to bridge the gap between 250 top-end and 450 grunt while maintaining the lightweight handling and maneuverability of the former. The lowercase s in the model’s name denotes it’s street-legal status. Like other FE models, the 350s gets top shelf componentry making it a great choice for those looking for a nimble dual-sport motorcycle. Similar to KTM’s EXC-F line, Husqvarna’s 350 is by no means a lower-spec lower displacement machine; rather the FE 350s combines some of the best characteristics of smaller and larger machines into what might just be the “goldilocks” package for size and power.

The Power Plant

The 350cc DOHC four-stroke Single uses much of the architecture from the now-defunct FE 250 (Husqvarna will only offer 350 and 501 “enduro” models for 2021), allowing the engine to remain compact and light despite the mid-level displacement. The FE’s Single is comfortable cruising at 60 mph down the highway while still having a little umph left to give should you need it. On the trail though, it’s the low- to mid-range torque that keeps the FE 350s pulling through technical climbs when one might expect a higher-revving Single to flame out.

For 2020, the engine receives slight updates throughout. Camshaft timing has been revised, and a focus was placed on reducing friction with a DLC coating added to the finger followers pushing titanium valves. The cylinder head features new cooling architecture, and with a new head gasket, compression ratio increases from 12.3:1 to 13.5:1. The forged bridged-box-type aluminum piston also keeps oscillating mass low, which adds to the motor’s free-spinning nature. The lightweight die-cast casings house the new six-speed Pankl Racing Systems gearbox which operates positively and effortlessly with the Dampened Diaphragm Steel (DDS) clutch and Magura hydraulic system. A single diaphragm steel pressure plate versus traditional coil springs makes the clutch pull very light while also integrating a damping system for better traction and durability.

Husqvarna says the engine itself weighs 61.5 pounds, which makes up a little under a quarter of the bike’s total weight of 254 lbs (fully fueled and ready to rip).

The Chassis

The Husqvarna FE 350s’ unique frame design incorporates a two-piece carbon fiber composite subframe – which Husqvarna claims saves 2.2 pounds – to the blue powder coated chromoly steel hydro-formed frame. “While retaining the advanced geometry of its predecessor, it features an increase in longitudinal and torsional rigidity, for improved rider feedback, better energy absorption and increased stability,” says Husqvarna.

As one might expect, WP suspenders are used fore and aft. The XPLOR fork that we’ve lauded with praise on many different models provides nearly 12 inches of travel from its open cartridge layout. For those unfamiliar with the XPLOR setup, both fork tubes include springs, but separate damping functions with rebound on the right and compression on the left. Damping can be easily adjusted by hand via the clickers on top of the fork tubes, each of which offers 30 clicks of adjustment. The preload adjusters on each fork leg allow for easier adjustment without the use of tools, as well.

Out back, the WP XACT shock also delivers full adjustability and 11.8 inches of travel. Unlike many of its orange brethren, the FE 350s uses a linkage-type suspension which is the same system used in the Husqvarna motocross range. Both high and low speed compression damping can be adjusted as well as preload and rebound, all of which use a standard setup for adjustment.

Magura components handle the stopping power on the 350, with a single 260 mm rotor and dual-piston setup up front and a single-piston caliper with a 220 mm rotor on the rear. Both the front and rear brake are easily modulated off-road.

The Niceties

There are a lot of niceties on modern dirtbikes and dual-sports. Electric start, or “the magic button” as some of my older riding buddies call it, is one of them. The FE also comes with a lightweight lithium-ion battery. Fuel injection is another welcome tech upgrade. The FE 350s uses a 42mm Keihin throttle body that’s positioned to ensure the most efficient flow into the combustion chamber. The throttle cable is mounted directly without a throttle linkage to provide immediate throttle response and improved feel. The 2.25-gallon tank provides enough fuel for approximately 130 miles (as always… you know the drill).

Then, of course, you have all of the necessary bits to make the bike street-legal. Turn signals, license plate holder, mirrors, lights, etc. The small LCD dash relays all of the standard information you might want (odo, trips, speed, so on and so forth).

Where the rubber meets the dirt

Back to my first thoughts. I didn’t get to spend multiple days back-to-back riding the FE 350s, but I did manage to log nearly 100 miles during my day riding, almost all of which was off-road and about 70% Colorado single-track.

When I first set off down the gravel road from camp, the front tire would push at even the slightest of turns. It was a slick gravel road, but after a few miles to the trailhead, I decided some work needed to be done before we started our ride. The fork tubes were all the way down in the triple clamps so I raised them up to the highest of the three markers which left just barely enough room to still be able to adjust damping and preload. This made a massive difference and adding a little preload helped as well. The bike was back to being its normal quick handling self. I also screwed the adjustable steering locks all the way in so I’d have maximum maneuverability while we were dicing through trees.

Off we went. Almost immediately, I was faced with switchback after switchback as we gained elevation rapidly. I was prepared to be using a lot of clutch for the tight uphill single-track but was pleasantly surprised that the motor would lug down pretty low without feeling like it was going to stall. Furthermore, around each uphill hairpin turn, the motor had plenty of grunt at low rpm to loft the front wheel for tight pivot turns.

During a particularly fun trail snaking through Aspens, it also became evident just how quick and nimble the FE 350s could handle a tight flowing trail. The bike soaked up bumps like a Cadillac and remained composed while effortlessly darting between trees. That was one of the faster trails of the day and the bike handled it really well.

Later in the day in the day we hit a trail that was new to all of us thanks to a new trail plan implemented a few months ago. The new trail proved to be steep and unrelenting all the way to the top. Again, the Husqvarna FE 350s left me wondering why it had been so long since I’d ridden a four-stroke on tight single-track. The suspension handled the slow going steep climbs very well keeping the tires planted and biting during the ascent. Boulders and rock ledges between and in the middle of switchbacks were no match for the Husqvarna. Even during all of the slow going, the bike never managed to boil its gas or spit coolant. While I had started the day worrying about frying the clutch due to the stock gearing, I ended up having zero issues.

“Man,” I thought to myself during the aforementioned new trail, “this bike has really surprised me.” As I mentioned in the beginning, the best part of all of this was that the FE 350s is street-legal and kicking ass on even the most technical trails we rode that day.

With all of that adoration heaped on the white bike, could it get better? The answer to that question is yes. I dialed in the suspension damping a bit at both ends to better suit the riding we were doing, and while I didn’t deviate far from the manufacturer specs, that was probably more of a result of the terrain suiting the suspension than vice versa. I imagine the 350s would have felt soft in the California desert’s wide open expanses at speed.

Getting a license plate on a bike like the 350 requires more than just slapping turn signals and lights on a bike and calling it good. Regulatory emissions standards have to be considered from the engine itself, to the exhaust, to how much noise the tires make on the ground and performance is almost always lost at this expense. If you don’t need a plate and you want more performance, the FE model (sans s) should do the trick.

For technical riding, if I were to purchase the FE 350s, there would be a small handful of mods that I would make before I ever hit the trail. One of the first things I would do would be changing the final drive gearing. Dropping one tooth on the countershaft sprocket and adding two or four to the rear. Also, a tire swap would be required. The TKC80s are fine if you’re doing mostly street or fire roads, but for anything more, the benefits of full knobbies can’t be overstated. I’d definitely swap out the stock mirrors for something a little less intrusive – and probably only use one. Wrap around handguards I’ve also found to be a necessity (more on that in an upcoming story). I would get out and ride it in some of my favorite areas before doing any suspension work, but for my purposes, which include as little street and fire road as possible, I’d probably bump up the suspension’s spring rates.

As we always say though, your mileage may vary. If you see yourself using the bike for commuting, going to school, some trails, etc., you’ll probably be fine leaving the bike bone stock. It all depends what you’re planning to do with it. Other than Husqvarna throwing some propper knobbies on it, I rode the bike in stock form and it impressed me so much that my riding buddies were probably tired of hearing about it at each snack stop. The FE 350s is a great platform that I thoroughly enjoyed off-road – and it’s street-legal! At $11,099, the price of admission isn’t cheap, but you’d be hard pressed to find a bike that handles nearly every situation as well as the FE 350s does.

The post 2020 Husqvarna FE 350s Review appeared first on Dirt Bikes.

KTM has come to the rescue of GasGas, forming a joint venture with the Spanish off-road brand that will see it continue to produce motorcycles in Girona, Spain.

GasGas was having financial issues earlier this summer (it’s somewhat of a recurring motif for the brand, to be honest), taking measures to cut costs and improve cash flow. GasGas’ owner, Black Toro Capital, turned to KTM and worked out a deal that would ensure continued production of GasGas motorcycles as well as Torrot electric vehicles.

“(This news) represents a major step forward in our project to consolidate GASGAS as a world leaderof trial, it allows us to develop a new growth phase for GASGAS incorporating new models with cutting-edge technology with the best possible partner for the future of GASGAS,” says Ramón Betolaza, managing partner of Black Toro Capital.

Terms of the deal (which is still subject to the approval of antitrust authorities) were not released, though some outlets report KTM is taking on a 60% share of GasGas. In addition to existing models, the deal will see development on future trial and enduro bikes for GasGas. The new products will make use of KTM technology, similar to how Husqvarna shares tech with the Austrian brand.

Black Toro Capital says GasGas will be expanding its portfolio to different segments and engine displacements, with a focus on four-stroke engines and electric motorcycles and electric bicycles. GasGas currently produces two-stroke dirt bikes in 200cc, 250cc and 300cc displacements, and two-stroke trials bikes in 125cc, 250cc 280cc and 300cc sizes, plus the electric TXE trial bike (pictured at top) and a range of electric youth models.

For KTM, the arrangement achieves a couple of goals. First, it gives KTM a larger presence in Spain, including access to GasGas and Torrot’s production facilities in Girona. The deal could also add a third brand alongside KTM and Husqvarna. KTM will also be able to draw on the electric vehicle technology used by GasGas and its sister brands Torrot and electric scooter brand Muving.

KTM is already working on several electric motorcycle projects. In addition to the already in production Husqvarna EE5, KTM SX-E5 and Freeride E electrics, KTM has already confirmed plans for a lightweight Freeride Light for 2020 and an electric Husqvarna scooter for 2020/2021.

The post KTM is Forming a Joint Venture with GasGas appeared first on Dirt Bikes.

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

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

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

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

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

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

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

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

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

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

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

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

MATTIGHOFEN, AUSTRIA – April 24, 2018 – Husqvarna Motorcycles are pleased to release an action film showcasing the limitless riding potential of their revolutionary new TE 250i and TE 300i enduro machines.

Always pushing the boundaries of technological evolution, Husqvarna entered a new era with the production of their next generation fuel-injected 2-stroke enduro less than a year ago.

Perfectly embodying the brand’s pioneering spirit, the revolutionary new TE 250i and TE 300i machines allow enduro enthusiasts of all riding levels to push further past the obvious geographical boundaries and discover an entirely new world of endless possibilities.

Husqvarna Motorcycles. Tradition on two wheels since 1903.

Husqvarna is widely known and respected in the off-road world for a heritage of competition and numerous motocross and enduro world championships. Originally founded in Sweden in 1903, Husqvarna Motorcycles have been designed and manufactured in Mattighofen, Austria since 2013.

The post Explore Uncharted Territory on Husqvarna’s Fuel-Injected 2-Stroke Enduros + Video appeared first on Dirt Bikes.

Claiming a career-first overall victory, Rockstar Energy Husqvarna Factory Racing’s Billy Bolt has ended the 2018 FIM SuperEnduro World Championship as runner-up in the final championship standings. Delivering arguably the best performance of his career, series rookie Bolt raced his way to two wins from three starts at the final round of the championship in Sweden to secure the top step of the podium. 

Entering the fifth and final stop of this year’s SuperEnduro series in Lidköping on top form following a victory at last weekend’s British Extreme Enduro Championship, the Husqvarna rider was determined to end his first season of indoor enduro racing on a high.

Proving fast from the off, the 19-year-old put in a fantastic opening heat race to place a close second behind rival Taddy Blazusiak. Making the best of the reversed start order for heat two, Bolt put his FE 350 out front at the end of lap one. Despite slipping back to second on lap three, he continued to apply pressure on race leader Manuel Lettenbichler before retaking the lead with four laps to go. Upping his pace, he broke clear of the chasing pack to win by almost eight seconds. 

Knowing the chance of winning his first overall podium was within his grasp entering the third heat of the night, Bolt kept his composure and remained focused on the job in hand. Making a near-perfect start, the Husqvarna rider took control on lap one and was never headed, despite early pressure from Blazusiak. Going on to secure a comfortable margin of victory, Bolt claimed the top step of the podium while also ending the 2018 series as runner-up.

For out-going champion Colton Haaker, the final round of the championship in Sweden was another difficult outing. Starting things off positively with a third-place result in heat one, Haaker finished fourth in heat two. In contention for a possible podium result, numerous mistakes in heat three saw him finish seventh, dropping him back to sixth overall on the night.

With the 2018 FIM SuperEnduro World Championship complete, the Rockstar Energy Husqvarna Factory Racing team now look forward to the opening round of the World Enduro Super Series in Portugal May 11-13. 

Billy Bolt: “It’s been the perfect end to the series — winning my first round overall and then ending the championship as runner-up. I couldn’t ask for more than that, especially in my rookie season. Tonight was a great night and I felt my riding really came together to take the overall victory. We’ve worked tirelessly as a team to improve little by little and the end result has paid off with the top step of the podium here in Sweden. My speed wasn’t any better or worse than previous rounds, but my mistakes were fewer and that’s made the difference. I felt much more consistent in my riding and was able to handle the intensity better, taking two race wins tonight. Regards the final championship standings it was a shame for Taddy Blazusiak to have an issue like he did and it definitely swayed the end result in my favour, but I guess that’s the luck of racing sometimes. Finally, I just wanted to say a huge thanks to the Rockstar Energy Husqvarna Factory Racing team for their support and belief in me to get this result.” 

Colton Haaker: “Overall, it’s just been a strange season for me in SuperEnduro. Finishing sixth overall tonight and fifth in the final standings is not the results I wanted to end my second consecutive title defence on. I need to take stock of how things went this season, of course they weren’t what I wanted but I need to look at why. Definitely starting the season coming off an injury wasn’t ideal but I don’t want to use that as an excuse. At every round I felt fast and my lap times were always strong. But through a combination of bad luck and situations out of my control, the results weren’t there to put together an overall result that I know I’m capable of.” 

Results — FIM SuperEnduro World Championship, Round 5 

Prestige Class — Overall
1. Billy Bolt (Husqvarna) 57pts; 2. Jonny Walker (KTM) 41pts; 3. Taddy Blazusiak (KTM) 40pts; 4. Manuel Lettenbichler (KTM) 39pts; 5. Cody Webb (KTM) 38pts; 6. Colton Haaker (Husqvarna) 34pts… 

Prestige Race 1
1. Taddy Blazusiak (KTM) 10 laps, 7:22.231; 2. Billy Bolt (Husqvarna) 7:26.764; 3. Colton Haaker (Husqvarna) 7:29.421; 4. Cody Webb (KTM) 7:32.650; 5. Jonny Walker (KTM) 7:50.702… 

Prestige Race 2
1. Billy Bolt (Husqvarna) 10 laps, 7:19.234; 2. Manuel Lettenbichler (KTM) 7:27.188; 3. Cody Webb (KTM) 7:40.248; 4. Jonny Walker (KTM) 7:55.227; 5. Colton Haaker (Husqvarna) 9 laps, 7:31.958… 

Prestige Race 3
1. Billy Bolt (Husqvarna) 10 laps, 7:12.810; 2. Taddy Blazusiak (KTM) 7:27.718; 3. Jonny Walker 8:00.623; 4. Manuel Lettenbichler (KTM) 9 laps, 7:15.765; 5. Blake Gutzeit (Yamaha) 7:26.143… 7. Colton Haaker (Husqvarna) 7:57.784… 

2018 SuperEnduro World Championship Standings (Final) 

1. Cody Webb (KTM) 240pts; 2. Billy Bolt (Husqvarna) 226pts; 3. Taddy Blazusiak (KTM) 225pts; 4. Jonny Walker (KTM) 194pts; 5. Colton Haaker (Husqvarna) 180pts… 7. Alfredo Gomez (Husqvarna) 105pts…

The post Billy Bolt Claims Rookie Season SuperEnduro Victory in Sweden appeared first on Dirt Bikes.

With some exciting racing over the five-round series, it was Webb and Red Bull KTM Factory Racing’s Taddy Blazusiak who were separated by 17-points going into the closing event of the championship. Blazusiak set a blistering pace for the Akrapovič SuperPole lap in qualifying and won the opening race of the night in impressive style, closing down on the points gap to fellow KTM-rider Webb and certainly turning up the heat on the championship battle.

Unfortunately, after an initial battle between the two contenders, a technical issue ruled Polish-star Blazusiak out of the second moto, and Webb took third position, which was enough to award the KTM-star the World Championship title with a race to spare aboard his KTM 350 EXC-F. On the night Jonny Walker finished runner-up on the podium and fourth in the standings, with six-time SuperEnduro World Champion Blazusiak, who only recently returned to racing following a short retirement, taking a podium third for third overall in the championship.

Adding the FIM SuperEnduro World Championship to his 2017 AMA EnduroCross title, American-ace Cody Webb is undisputedly the man to beat in indoor enduro. Despite a tough final round, the 29-year-old from Watsonville, California was overjoyed with his first ever world title.

For the KTM Factory Enduro riders all attention is now focused on the outdoor World Enduro Super Series championship (WESS), which combines a variety of enduro disciplines throughout the seven-event series, and kicks off with its opening round at the Extreme XL Lagares in Portugal on May 11.

Cody Webb: “I am so happy, I can’t tell you what this means to me. Of course, I feel bad for Taddy, he was riding really well tonight. The championship has been great and for it to come down to the wire shows how high the quality really is – I have so much respect for every single rider in this series. I was riding really tight tonight – I think because of my nerves – and Taddy was pushing so hard. He had some bad luck tonight, but I’ve had a couple of bad rounds too. After having a year out of racing in Europe, to come back and be World Champion is amazing – this is definitely the most important title I have won so far. After my riding tonight, I know there are still some things I have to work on so I’ll go away now, regroup and prepare for the WESS this summer.”

Fabio Farioli (KTM Enduro Team Manager): “It is great for KTM to take another SuperEnduro World Championship. It was a good championship for us and Cody (Webb) was consistently strong. In the first half of the series he certainly put the hammer down, and in the second half of the championship we saw a more conservative rider; he of course was then the target for all and it was not an easy position to be in. I’d like to congratulate Cody on his win, as this is certainly a special victory to add to his impressive achievements and it represents a lot of hard work from the team, from KTM and the success story of our KTM 350 EXC-F. It was unfortunate for Taddy (Blazusiak) in some respects; he also had some bad luck, and was very competitive this year, despite having some time out from competition. But this is racing, and it was great for us to see a real battle and the duo fighting for the title right until the last race of the season – of course, although I know he is disappointed, it was good for Taddy to take third in the championship in the end. Now we are looking forward to the forthcoming World Enduro Super Series, in which we expect some really exciting racing.”

Final Standings SuperEnduro 2018 after 5 of 5 rounds
1. Cody Webb (USA), KTM, 240 points
2. Billy Bolt (GBR), Husqvarna, 226 points
3. Taddy Blazusiak (POL), KTM, 225 points
4. Jonny Walker (GBR), KTM, 194 points
5. Colton Haaker (USA), Husqvarna, 180 points
Other KTM
6. Manuel Lettenbichler (GER), KTM, 171 points

The post FMF KTM Factory Racing’s Cody Webb Is The 2018 SuperEnduro World Champion appeared first on Dirt Bikes.

IRVINE, CA – March 22, 2018 – Answer Racing, Iron Cobras, and WLF Enduro have joined forces for “Dirt Don’t Hurt,” a film launching Answer Racing’s new OPS (Off-road Performance Series) riding apparel line.

In 1976, Answer Racing was founded on a mission to ride dirt bikes as much as possible, and have as much fun as possible. Today, we teamed up with riders, builders, and an idea to showcase that original mission to riders looking to get out there more, and to those just exploring the world dirt bikes have to offer. As with most great ideas, “Dirt Don’t Hurt” and its two mechanical heroes were dreamt up around a campfire surrounded by friends.

The Answer Racing crew has always loved the off-road space and, after years in the lab, we’re ready to field test our world-class off-road apparel line. Fortunately, when your friends are incredible bike builders like Iron Cobras’ Evan Scott and WLF Enduro founders Luke Takahashi and Keith Culver, a healthy dose of dirt testing is merely an email away.

Within hours, the assembled crew had a plan: 2 bike builds – one inspired by off road’s past, and one its DAKAR-tested present, a group of friends, and one mega trail test from Southern California to The One Show in Portland, Oregon.

Two 2017 Yamaha WR450F dirt bikes were acquired. One would become The 81 – a vintage inspired shred machine. The other would become The Ghost, a modern rally-inspired beast.

Evan Scott of Iron Cobra Fabrication only had six weeks to take the bikes from stock to a show form that could also handle a week of punishment. It was down to the wire, but the bikes were ready to go.

Scott Sagud of MAG Group and Keith Culver of WLF Enduro, the two guys beginning the trip with Scott, convinced him that the trip was pointless if they babied the bikes. The ensuing ride would be a torture test for gear, bike, and rider, and out the other end all three remained mostly unscathed, minus a few well-earned broken bones and dents.

The final day of riding would be at the Pacific Northwest’s Holy Grail: Tillamook State Forest. With the rest of the WLF Enduro crew joining, they had perfect conditions for many of their first times at this world-renowned riding spot, making for a day they’ll never forget.

Finally, our band of merry men ended the trip at The One Moto Show in Portland, Oregon, where The 81 and Ghost sat amongst the custom world’s best and garnered more than their fair share of attention both for their appearance and the mud tracks they brought in through the front door.

From heat, sand, mud, rain, and trips to the ER – bikes, bodies and the upcoming Answer Racing OPS kit came out the other end ready for the trails ahead and the stories yet to be made.

About Answer Racing

Answer Racing started in 1976 with the goal to provide hardcore motocross enthusiasts with products they can trust. Fast forward to today and Answer Racing has not lost sight of the original vision. We put our 40 years of experience behind bars into every product we make. Whether you are a diehard racer or a weekend warrior, we’ve got you covered.

About Answer Racing OPS (Offroad Performance Series)

OPS is an expansive range of off-road apparel and accessories geared toward rugged conditions where performance, comfort, and durability are non-negotiable. Through collective decades of off-road riding, our team has identified areas in which innovative product can elevate the rider’s experience. We noticed most off-road gear is re-purposed mx gear. So we decided to incorporate lightweight and durable Cordura Stretch fabrics, heat resistant aramids, Cooling fabrics from 37.5, high denier nylons, waterproof/breathable laminants, and functional storage solutions resulting in the most functional, comfortable, and tough assortment of purpose built product we could imagine. By focusing on the specific needs and real-life situations the rider may face on the trail, we are able to create outstanding product that is everything you need and nothing you don’t.

For more information on the new Answer OPS (Offroad Performance Series), contact Scott Sagud at scott.sagud@maggroup.com

For more information on Answer Racing Editorial and or general Marketing opportunities, contact Randy Valade at rvalade@answerracing.com

For more information on getting rad on dirt and dual sport bikes, contact Keith Culver or Luke Takahashi at founders@wlfenduro.com

For more information on the builds, contact Evan Scott at evan@ironcobras.com

The post Answer Racing: Dirt. Don’t. Hurt. appeared first on Dirt Bikes.

As champion of the 2107 Alèstrêm Hard Enduro in France, Graham Jarvis was hungry to secure another victory at the 2018 Alèstrêm Hard Enduro, the fourth edition of the race. Frustratingly, the Rockstar Energy Husqvarna Factory Racing rider damaged his clutch while challenging for the lead during Sunday’s main race, forcing him to pit for repairs before charging back up the leaderboard to earn a runner-up result.

Getting his participation in the two-day event off to a strong start, Jarvis put in an impressive ride in the Saturday night SuperEnduro styled prologue to finish second on his TE300i.

Knowing Sunday’s three-lap, 150-kilometre long main race would be a tough one, Graham was happy to let close rivals Mario Roman and Wade Young lead during laps one and two, prior to the tougher sections on lap three.

But in damaging his clutch hose on a branch at the end of lap two, Jarvis was left without a functioning clutch just as he was about to begin the crucial final lap. Rapid repairs in the pits by Rockstar Energy Husqvarna Factory Racing mechanic Damien Butler saw Jarvis get going again in fourth, albeit over 10 minutes behind the leaders. Putting everything into the final lap, Jarvis managed to fight his way back to second but couldn’t make a challenge for the win, settling for a hard-fought runner-up result.

“Congratulations to Mario he rode great and I was looking forward to battling with him on the final lap,” Jarvis said. “Unfortunately, my clutch got damaged and I thought my race was over, but somehow Damien fixed it in a couple of minutes. That saved my race for sure. To be honest, at that stage I thought finishing on the podium would be a big ask, but I was feeling really good on the TE300i, and riding really good. The bike was performing great on the hardest sections, and quite quickly I managed to make my way into third. With about three-quarters of a lap to go I was in second, but Mario was just too far ahead. Despite giving it everything, I had to settle for the runner-up result.”

2018 Alèstrêm Hard Enduro
Alès, France
Results: January 21, 2018

Overall
1. Mario Roman (Sherco)
2. Graham Jarvis (Husqvarna)
3. Wade Young (Sherco)
4. Travis Teasdale (Beta)

The post Jarvis Finishes Second at 2018 Alèstrêm Hard Enduro in France appeared first on Dirt Bikes.

Seriously, in the face of ever-tightening emissions laws, two-stroke internal combustion engines aren’t exactly smiled on by pollution-policing agencies such as the EPA and the California Air Resources Board, the latter reportedly pushing to sunset the red sticker program that has made it possible for emissions exempt dirt bikes from being operated on the state’s public land

It remains to be seen whether KTM and Husqvarna’s bold move to introduce the 2018 KTM 250 XC-W TPI and 2018 Husqvarna TE250i with their revolutionary fuel-injected two-stroke engines will further revitalize the two-stroke market, but in the meantime, ringy-dingy fans who prefer tackling single track trails rather than motocross track ruts, jumps an whoops, have a plethora of options available through motorcycle dealerships, and they aren’t all just 250cc two-stroke enduro models.

So here’s a look at the ten best two-stroke dirt bikes on which we’d plonk down funds to purchase. They run the gamut from European to Japanese brands and also displacement. Check it out, as we’re betting that one of the Ten Best Two-Stroke Dirt Bikes on this list will suit your style.

10. KTM 150 XC-W, $8199

While we still lament the discontinuation of the Kawasaki KDX200, which we named as one of the best used dirtbike buys of all-time, and KTM ceased production of its 200cc XC-W of its XC-W off-road model, but the 150 XC-W (it actually displaces 143.9cc) is a solid choice if you’re in the hunt for a lightweight two-stroke off-road machine with modern conveniences such as electric start. The 150 XC-W benefits from KTM’s latest chassis upgrades, which include the WP Xplor 48mm fork, which make it a better choice than a used 200 XC-W in our opinion, and what it may give up in torque is offset by more horsepower than the old 200cc engine made in stock form.

The post Ten Best Two-Stroke Dirt Bikes for Off-Road Riding appeared first on Dirt Bikes.