The 2021 Kawasaki KX250X is essentially the same motorcycle as the ‘21 KX250(F) with a few necessary changes to convert the motocrosser to an off-road racing machine. That’s not a bad thing by any means, particularly because the KX250F just received a major overhaul this year. Since this “new” model marks Kawasaki’s focus on off-road racing – a genre it has had major success in in the past – we couldn’t wait to get our hands on this latest model. 

Way back in the middle of 2019, we tested Honda and Yamaha’s cross-country 250s – both of which are also heavily based on their corresponding motocross models. These off-road machines are not only weapons for off-road racing, but also exciting performance-focused trail bikes. Now that Kawasaki has a new entry into the XC segment, we were excited to see how the KX250X would stack up to others in the field. 

What turns an F into an X?

In Kawasaki’s eyes, not a lot. Just the essentials. The changes consist of a 21/18-inch wheel combo (instead of the standard 21/19 for motocrossers) which is fitted with off-road specific rubber, revised suspension, an extra tooth on the rear sprocket, a plastic skid plate and rear rotor guard, and a handy, convenient side stand for when you can’t find anything to lean your bike against. 

The KX250X’s 21/18-inch wheel combo is wrapped in Dunlop’s standard off-road rubber – the Geomax AT81. These tires are developed specifically for use in off-road environments which can require a more rugged tire as well as extra sidewall height. This acts as the motorcycle’s first line of suspension when the rubber meets the trail. The extra sidewall height commonly found on 18-inch tires helps an off-road motorcycle to be more compliant by offering more flex than a lower profile MX-style tire. 

Kawasaki is in its second year of using KYB suspension on its KX250, and we see the same components used on the X model. Adjustments have been made to soften up the suspension, with the 48mm coil-spring fork going one spring rate softer (4.7 N/mm) and getting dedicated valving. The shock uses the same Uni-Trak rear suspension link as well as spring rate at 54N/mm, although valving is said to be tuned for off-road environments. The KYB shock features a 50mm shock body and 16mm shaft. Kashima coatings are used on both ends for durability. 

The 51-tooth rear sprocket helps the 250X feel torquier and is more resistant to stalling when riding through technical slower terrain. The KX250X retains the close-ratio five-speed gearbox from the motocross model. 

Other than the aforementioned, Kawi finished the X off with a plastic skid plate fitted between the lower frame rails, a plastic guard for the water pump and rear rotor, and a kickstand. While the plastic bits are actually more robust than one might initially think, it’s probably best to replace them before bashing your way through a boulder field. 

2021 KX250 Platform

We’d be doing Kawasaki a disservice if we didn’t discuss the fairly substantial overhaul that the bike received for 2021. At Motorcycle.com, we haven’t historically covered bikes of the off-road or MX persuasion, at least not thoroughly and consecutively due to the fact that all of the other guys around here are scared to get their boots dirty. We don’t have a review of the ‘21 motocrosser to link to, so I’ll include below the list of items that culminate in a thoroughly revised motorcycle for the 2021 model year.

The 250 motor received updates in 2017 as well as revisions in 2020. The 2021 motor continues the trend with a number of new features. First off – and most importantly to some – Kawasaki’s 250 finally joins the rest of the class with the magic button powered by a lightweight lithium-ion battery. Starting is also made easy by the automatic centrifugal decompression system on the exhaust cam which lifts one of the exhaust valves when starting. 

With the addition of lighter finger-follower valve actuation in 2020, Kawasaki has continued to increase power output with the latest model while also increasing the rev-limit to 14,500. The engine features a 14.1:1 compression ratio with a 78mm bore and 52.2mm stroke. Titanium intake (32mm) and exhaust (26.5mm) valves are used, adding lightness to the system. DLC coatings protect against wear.

The cylinder itself is offset 3mm forward, while plateau honing on the bore results in a smooth surface with good oil retention. A downdraft intake design is used to efficiently pull in air while the 44mm throttle body aids in high-rpm performance. 

The new hydraulic clutch system uses a single coned-disc spring rather than the traditional multi coil spring system. Kawasaki tells us this contributes to lighter clutch actuation while also providing better heat dissipation, reducing clutch fade. Revised clutch plates and materials also aid in heat resistance as well as reducing drag when the clutch is pulled in. 

The KX250 also comes with three couplers that can be used to change the fuel map. Black, green, and white couplers represent the least to most aggressive maps in that order. Should you pop for the accessory KX FI Calibration kit, you can further alter those map settings to your liking.

Moving on to the chassis, the KX250 uses a KX450-derived frame with small changes to better suit it to the KX250. The lightweight aluminum perimeter frame is constructed from extruded, forged, and cast pieces. This is said to offer the right balance of frame rigidity to deliver light handling and traction. The swingarm also borrows heavily from the 450 design. 

As mentioned before, KYB suspension is used throughout with specific settings for the motocross and XC models. 

Braking supplies the petal-type discs with a 270mm rotor up front and a 240mm in the rear. Nissin handles the rest of the braking responsibilities with the two-piston front caliper and single-piston rear unit as well as fore and aft master cylinders. 

Adjustable ergonomics can be found throughout including a four-position adjustable 1-⅛-inch Renthal Fatbar and two-position adjustable footpegs. The flatter design at the top of the fuel tank allows riders to more easily move as far forward as they wish, unencumbered. Adding to the slim feeling of the bike overall are the single-piece radiator shrouds which help keep the motorcycle as narrow as possible. 

The X Factor

Back to the KX250X. So, what’s it like to ride? Thrilling. Exciting. Titillating. Generally, a lot of fun. Really, the KX250X has all of its motocross sibling’s tendencies and brings with it the necessary accouterment for off-road racing – except handguards (sigh). The changes Kawasaki made to the KX250 are the first things folks looking to race GNCCs or WORCs are going to do – and for only $100 over the KX250’s MSRP. It would cost plenty more than that to make the modifications yourself.

Are you going to have to start dumping cash into it once you get it off of the showroom floor? I certainly don’t think so. Unless maybe you’re racing near the top of your class in the previously mentioned series or are abnormally big or small. 

I spent three days in the middle of the CA desert living in a wigwam doing nothing but peyote and riding the KX250X with no human interaction of any kind. I shat in foxholes, hunted jackrabbits for sustenance, and blasted through the desert fully nude atop the green motorcycle. It seemed like a fitting way to say farewell to the raging dumpster fire that was 2020 while welcoming the warmth from 2021’s nearly instant spontaneous combustion.  

After those days of back-to-back testing in everything from tight technical rock crawling to flowing singletrack and high-speed sand washes, I came away slightly surprised by how well the Kawi handled everything. I expected the power to be too abrupt in rocky technical bits and the suspension too harsh. That wasn’t the case at all. Did I have to modulate the clutch more than the 2-stroke enduro in my garage? Yes. Did the suspension ever feel harsh? Not really. 

The KYB suspension on the X model handled everything I forced it over exceedingly well. Aside from setting the sag, I left the fork and shock at its factory settings. After all, suspension settings for off-road riding – particularly in the California desert – will always be a compromise. If you plan to ride through 50% rocks and 50% sand, then you’ll want to have your suspension settings dialed right in the middle. That said, if you ride a certain type of terrain or live/ride in an area with more consistent terrain, the KYB units offer plenty of adjustability to get you dialed in. It seemed the faster I went (with my moderate skill level), the better the KYB units worked. Kawasaki did a great job finding that “goldilocks” setting. 

There are three different couplers that come with the bike to change the fuel map. The 250X that I picked up from Kawasaki had the green (standard) coupler installed and again, for the mixture of riding I did, it was nearly perfect. Off the showroom floor, the black coupler will be installed on the X. I didn’t have the chance to test the black (mild) or white (wild) maps, but found the green to provide enough throttle response in sand while not being too abrupt in the rocks. 

Even during slower technical sections that required more clutch work, the hydraulic unit was easy to modulate and fatigue never crossed my mind (or left hand), nor did I have any clutch fade due to excessive use. The clutch’s strong precise engagement also made lofting the front wheel, pivot turns, etc. effortless. The 51-tooth rear sprocket also helped in these scenarios.

Ergos for 5-foot 8-inch me worked well in the factory settings with the handlebar in the closer position and the footpegs in the higher position. Larger or more particular riders can move the handlebar further forward and footpegs slightly forward and lower. The bike feels very menuevarable and slim. Weighing in at 240 lbs wet, it’s also easy to manhandle, should you need to. 

The brakes are strong and provide good feel. For those who like a softer lever, I would say the KX250X definitely errs on the stiff side, but this is my preference. So, I felt really comfortable with the front and rear brake power and feel overall. 

There are just a few downsides that I found with the KX250X. First is the fuel tank. The Kawasaki – unlike the equivalent Honda and Yamaha – brings with it the same 1.64-gallon fuel tank as the MXer. If you find yourself racing long distance or for hours on end, a larger tank will be an essential upgrade. Equally essential, would be handguards – as is evident by the amount of thorns embedded in my knuckles. 

My only other minor complaint is the close-ratio five-speed gearbox. My complaint here isn’t with how the system works as much as with where I live. The extra tooth on the rear sprocket combined with the close-ratio tranny means the bike not only pulls hard AF when you’re in the meat of the power curve, but also that you flip through the gears pretty quickly in open sections. Folks back east and those riding tighter tracks or trails likely won’t have any issues with this set up, but in the wide open west, the 250X runs out of steam quicker than I would like.

Typically, with XC machines we see these models getting updates a year or so after the motocrosser gets an overhaul. With Kawasaki’s new X model coming out the same year as the KX250’s overhaul, we get all the latest and greatest updates right out of the gate. I would say the KX250X falls right in between the Honda and Yamaha in terms of character, which means it could be right in the sweet spot for many riders. 

The first dirtbike I had in California was a 2009 Kawasaki KX250F with all of the modifications plus some (extra flywheel weight) – that Kawasaki has included with the 250X. Now, riders interested in Kawasaki have a ready-made bike from Team Green that’s race-ready (except handguards) off of the showroom floor. Like its motocross model, the KX250X is poised to dominate the category. We’ll have to see for ourselves how things shake out down the trail. 

The post 2021 Kawasaki KX250X Review appeared first on Dirt Bikes.

KTM announced its 2021 enduro range including three two-stroke models, two four-stroke off-road models, plus their two four-stroke dual sport versions. For 2021, KTM North America will offer the two-stroke WC-W models with its transfer port injection (TPI) system in 300, 250 and 150 displacements. The four-stroke XCF-W and their street-legal EXC-F versions will come in 500 and 350 displacements.

All seven models receive new graphics and an updated WP XPLOR fork with a new external preload adjuster. The 150 XC-W TPI also receives a new cast piston replacing the previous model’s forged piston, with KTM claiming improved durability without much weight gain.

Begin Press Release:

KTM’S 2021 ENDURO RANGE REACHES NEW HEIGHTS OF PERFORMANCE

Introducing a series of refinements and key touches to its advanced 2-stroke and 4-stroke model lineup for 2021, KTM has reinforced the best and most comprehensive Enduro range available in the market today.

For 2021, the combination of three 2-stroke models with the ground-breaking transfer port injection (TPI) system and four 4-strokes ensures that adult riders and racers of all ages and abilities will have the equipment to suit their needs, whether for competition or the ultimate play weapon on the toughest trails around the globe.

KTM’s expertise and experience gained from the WESS Enduro World Championship, including rounds at Red Bull Romaniacs and Red Bull Erzbergrodeo, among a range of other racing disciplines worldwide, permeate the evolving shape of KTM EXC-F and XC-W TPI technology. The 2021 KTM Enduro portfolio is set apart by its fresh and truly READY TO RACE graphic scheme and updated color palette, while the major enhancements for 2021 include changes to suspension components, as well as engine refinements.

The KTM 300 XC-W TPI is the leading 2-stroke in the line with an impressive power-to-weight ratio and supreme handling to thrill even the most demanding rider. 2021 marks the fourth year of KTM’s advanced and electronically controlled 2-stroke fuel injection system. Breathing new life into the 2-stroke engine, TPI extended the possibilities for performance, rider experience and the delivery of dependable power right into the rider’s fingers. The advantages are clear: there is no need for re-jetting for the climate, altitude or conditions. Automatic and electronically applied oil injection is another major asset.

As with all KTM EXC-F and XC-W TPI motorcycles in the 2021 ensemble, the KTM 300 XC-W TPI benefits from an additional external preload adjuster in the WP XPLOR front fork that allows for easy setting changes for varying track or trail conditions. Additionally, the ultra-lightweight KTM 150 XC-W TPI has been given a new piston, which brings increased performance, consistency and durability.

KTM refuses to kick down a gear in its mission to continue making the KTM EXC-F and XCF-W models the best dual-sport and offroad 4-stroke machines on the market. The 2021 KTM 500 EXC-F and 350 EXC-F models not only ensure their presence at the top of the dual-sport segment, but also make them serious consideration for any extreme offroad riders with high-quality WP XPLOR suspension, BREMBO brakes and an ultra-light chromoly steel frame.

Based on the same performance platform as the EXC-F models, the KTM 500 XCF-W and KTM 350 XCF-W machines make a definitive performance statement in the KTM 4-stroke Enduro line. With advanced Traction Control and Map selection activated with the touch of a button, controllable power is put to the ground in the most challenging terrain. As with all the models in the range, they also feature NEKEN handlebars, No-Dirt footpegs and CNC-milled hubs with GIANT rims fitted as standard equipment, encapsulating their READY TO RACE DNA.

Alongside the 2021 KTM Enduro models, dedicated lineups of KTM PowerWear and KTM PowerParts have been developed to deliver the highest levels of performance, protection and agility for both the rider and their motorcycle.

Bikes will be arriving in the summer. All details for each of the 2021 KTM EXC-F and XC-W TPI models will be available on www.ktm.com from June 22 onwards.

2021 KTM XC-W TPI

2021 KTM XCF-W

2021 KTM EXC-F

The post North American 2021 KTM Off-Road Range Announced appeared first on Dirt Bikes.

Remember back in the good ol’ days of 2019 when we were gathering en masse, kissin’ hands and shakin’ babies? I do. Well, way back in September of last year MO had the opportunity to test three new Kawasaki motorcycles: the street-legal KLX230, and the off-road only KLX230R and KLX300R. Shortly after, as is usually the case, my reviews went live on Motorcycle.com to tell you all about the KLX230 and KLX230R. Why wasn’t the KLX300R included? Because I was only able to spend a third of one day riding it and honestly, I believed it deserved a more thorough test because it really is a compelling motorcycle for what I think could be a large audience, and at the low price of $5,499, it becomes even moreso.

It’s been a while since Kawasaki had a 300cc trail bike. So long in fact, that some newer riders may not be aware of its long run and popularity in the 1990s through the early 2000s. As interest in trail bikes began to wane and the popularity of sportbikes increased, Kawasaki all but abandoned its off-road lineup, leaving only smaller displacement models like the KLX110 and 140 in production.

Now that trail bikes, dual-sports, and all sorts of off-road motorcycles are some of the only categories on two wheels seeing an uptick in sales, it makes sense that Kawi would jump back into the game and the 300 is back to lead the KLX-R model range.

Nice Package

If you remember the KLX300R from the early aughts, you likely note the similarities of the engine, frame, and overall specs. That’s not necessarily a bad thing. The KLX300R has had a long reputation of being a solid platform and now, it’s kind of in a category of one when considering the market. For those outgrowing bikes like the Honda CRF230, Yamaha TT-R230, or Kawasaki’s own KLX230R, the KLX300R makes total sense for a trail bike that offers better performance and more power without being the least bit intimidating. For street riders interested in riding off-road, again, a fantastic option that will be easy for dirt noobs to hop on and feel comfortable from the first push of that fantastic electric start button. Even experienced riders will come away with an appreciation of what the KLX300R is capable of.

Back to that magic button. The 2020 Kawasaki KLX300R boasts electric start and fuel injection – both things that make living with, riding, and maintaining the new 300 nearly effortless. The 292cc DOHC Single delivers predictable and progressive power across its mid-range and is able to tractor up obstacles fairly easily – within reason. The 34mm throttle body responsible for the bike’s fuel injection is very well metered and incredibly smooth at the throttle. Thumb the starter button and the bike fires up immediately without hesitation and instantly falls into a quiet steady idle.

Ergonomically, the bike feels pretty well-suited for 5-foot 8-inch me. The handlebar is four-position adjustable to help dial in the rider triangle for all sorts of rider preferences and sizes. The footpeg to seat ratio feels spot on and transitioning from sitting to standing feels totally natural. The front fairings shrouding the 2.1-gallon fuel tank and radiators aren’t too wide either, allowing the rider to scoot up easily on the bike when trying to get weight onto the front wheel. It’s only the rather tall tank that will inhibit forward movement. The grippy flat seat also allows for plenty of movement aft as well. The 36.4-inch seat height sounds more intimidating than it actually is, as the shock settles a fair amount once mounted. My 30-inch inseam had no issue getting both boots on level ground.

The six-speed transmission feels nice and precise and clutch pull at the lever is light and unlikely to cause fatigue for most riders. The one issue I found here wasn’t with the transmission or clutch itself, but rather with the distance between the shift lever and the rather small dated-looking footpegs (probably leftovers from the ’90s). The distance between the two constantly caused accidental upshifts or downshifts which, naturally, came at the most inopportune times. Not only was the distance an issue, but the entire lever is far enough away from the engine that even if you’re not pressing the end of the lever with your toe, you’re likely to hit the lever further back with the inside of your boot. With size 10 motocross boots, I feel I’m probably in the average range for most riders so this is likely to be an issue for a lot of people. A new gearshift lever would be the second aftermarket purchase I would make, after addressing the lack of OE-equipped handguards.

Newer riders, intermediate riders, and folks that are content with cruising will be happy with the KLX300R’s KYB 43mm USD fork (adjustable for compression) and gas-charged piggyback linkage-type shock (adjustable for preload, rebound, and compression), both delivering 11.2 inches of travel. Experienced riders who typically find themselves on slower technical trails will also likely be content with the stock suspenders, though will probably tweak the shock’s settings. Bottoming resistance is also commendable, so long as you’re not hucking it at the motocross track. It’s only once the pace really picks up that the stock suspension starts to feel overwhelmed, otherwise, it delivers a comfy, cushy ride.

The relatively short 56.5-inch wheelbase makes the bike easy to maneuver around on tight trails and the 21/18-inch wheel combo keeps the KLX300R compliant over obstacle-strewn terrain. The Dunlop MX52s also provide great traction, although I’ve noticed they don’t tend to last long in rocky desert environments. At a measured 288 pounds full of liquids, the new 300 isn’t too heavy, but if you’ve been riding lighter bikes (maybe a one with a couple less strokes) and you tip over on this one, you’ll be reminded it isn’t the lightest either. The two-piston caliper paired with a single 270mm disc up front does a great job of getting things slowed down while the rear single-piston caliper gives good modulation at the lever and is plenty powerful to stop its 240mm rotor. The front brake lever also offers some adjustment.

The bike’s plastics look entirely modern and shroud the other not-so-modern bits. I dig the choice to use the green/black/gold throwback graphics which are also found on the latest KX models. They give the bike a little extra character.

All in all, the 2020 Kawasaki KLX300R is a great bike. It never feels overly fast or intimidating, but it can handle technical trails, two-trackers, and single track all day. If all-out performance isn’t what you’re looking for, or if you’re new to riding off-road and/or want a bike that won’t break the bank, the resurgence of Kawi’s KLX300R is an indomitable choice. I mean, come on, for $5,499 everyone should have one in their garage.

The post 2020 Kawasaki KLX300R 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.

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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.

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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.

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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

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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.

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CYPRESS, CA – April 10, 2018 – Yamaha Motor Corp., USA, employees celebrated the company’s Outdoor Access Initiative’s (OAI) 10-year anniversary this past weekend, through the completion of their 10^th volunteer project in the San Bernardino National Forest in support of OHV access opportunities. Working with members of the Southern California Mountains Foundation (SCMF) and U.S. Forest Service (USFS), the effort continued a 10-year tradition of Yamaha Outdoor Access Initiative volunteer projects in the nation’s most frequently visited forest.

For a decade, the Yamaha OAI has led the motorized recreation industry in creating and defending access to land for outdoor recreation through efforts promoting safe, responsible use of OHVs, educating the public on proper recreational land use and wildlife conservation practices, and protecting appropriate and sustainable access to public lands. In celebration of this milestone, more than 80 volunteers, including Yamaha employees, their friends and family members gathered at the Cactus Flats OHV Staging Area, near Big Bear Lake, California, to contribute more than 250 hours of volunteer service through projects including staging area and trail restoration and maintenance.

“For 10 years, Yamaha employees, the Southern California Mountains Foundation, and U.S. Forest Service volunteers have come together to realize OAI’s mission,” said Steve Nessl, Yamaha’s ATV/SxS group marketing manager. “Yamaha is dedicated to supporting sustainable access to public lands like the San Bernardino National Forest – and each year our employees, families and friends invest their personal time in these projects, because outdoor recreation is a major part of our lives.”

“Yamaha Motor Corporation has been a valuable partner for more than a decade and has helped us accomplish numerous restoration projects in the San Bernardino National Forest,” said Stacy Gorin, executive officer of the Southern California Mountains Foundation. “This 10-year anniversary is a significant milestone for Yamaha, but also for our work together as we continue to act on our mutual, long term commitment to OHV land stewardship, and our mission of educating people to recreate responsibly.”

For more information on the Yamaha Outdoor Access Initiative, or to submit a grant application for similar projects, visit www.YamahaOAI.com. Follow Yamaha Outdoors at Facebook, Twitter or Instagram. #Yamaha #YamahaOAI #REALizeYourAdventure #ProvenOffRoad #SocialGood #CSR #Volunteer #Philanthropy

About the Yamaha Outdoor Access Initiative
The Yamaha Outdoor Access Initiative is the industry leader in guaranteeing responsible access to our nation’s land for outdoor enthusiasts. Through this program, Yamaha has directly and indirectly supported thousands of miles of motorized recreation trails, maintained and rehabilitated riding and hunting areas, improved staging areas, supplied agricultural organizations with essential OHV safety education, built bridges over fish-bearing streams and partnered with local outdoor enthusiast communities across the country to improve access to public lands. Each quarter, Yamaha accepts applications from nonprofit or tax-exempt organizations including OHV riding clubs and associations, national, state and local public land use agencies, outdoor enthusiast associations and land conservation groups with an interest in protecting, improving, expanding and/or maintaining access for safe, responsible and sustainable public use. A committee then reviews each application and awards grants to deserving projects. Examples of appropriate projects for grants include, but are not limited to:

• Trail development, restoration and maintenance
• Trail signage and map production
• Staging area construction, renovation and maintenance
• Land stewardship, safety and education

Updated guidelines, an application form and information on the Outdoor Access Initiative are available at www.YamahaOAI.com. For specific questions about the Outdoor Access Initiative, call Yamaha’s dedicated hotline at 1-877-OHV-TRAIL (877-648-8724), email OHVAccess@Yamaha-Motor.com or write to:

Yamaha Outdoor Access Initiative
Yamaha Motor Corp., USA
1270 Chastain Road
Kennesaw, GA 30144

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