In recent years, motorcycles like the 2021 Kawasaki KLX300 have become increasingly more popular, not only due to its small displacement, but also because it gives riders the versatility of having a mount that’s street legal while being able to handle duties in the dirt without being too intimidating. The KLX update couldn’t come at a better time for folks interested in dual-sport motorcycles. In a world ravaged by COVID-induced change, motorcycling – particularly the off-road segment – has enjoyed a welcome surge of interest for those looking for a new way to fill their time while still maintaining a safe distance from their fellow humans. 

The off-road, adventure, and dual-sport segments have been showing growth even before the world was tossed into a tailspin by the pandemic. It’s human nature to want to explore the unknown and dual-sport motorcycles provide the best mix of off-road capability and on-road legality. 

Not only has the KLX received a boost in displacement, Kawasaki also brought a new model to the line with the 2021 KLX300SM. Made up of most of the same components, the 300SM focuses on street performance with choice revisions to make it an excellent runabout that is a bushel of fun on the tightest of twisty roads, but more on that another time. For now, let us focus on the KLX300 dual-sport.

What’s new with the KLX300?

For those familiar with Kawasaki’s dual-sport line, the KLX namesake is a familiar one. Sure, certain models have gone on sabbatical throughout the years, but some iteration has been around since 1979 when the three letters were first used to denote Kawi’s trail bikes back in the day. The 2021 KLX300 should remind you a lot of the outgoing 250 because it is basically the same motorcycle. The boost in displacement is essentially the only real change, but it’s a change that makes an obvious improvement in performance. 

Stepping up from the 250 to 300 – 292cc, to be exact – we now see the KLX300 using the same power plant from the KLX300R that we reviewed last May. The increase in displacement was achieved by widening the bore 6mm to 78mm. Stroke remains the same at 61.2mm. The more aggressive cam profiles of the 300R engine lend a quick-revving nature while the larger displacement and 14/40 final gearing give the KLX300 a decent punch of low-end torque that’s helpful both off-road and around town. That’s not to say that you won’t see the LCD speedometer start to fall flat should you find yourself heading up a long gradual climb, but it gets to 70 mph and stays there without issue. Top speed registered on flat ground was 83 while a face-melting 87 mph was indicated heading downhill. 

Electric start and fuel injection help ease the learning curve for new riders and are a welcome nicety to anyone who’s spent time without. Kawi tells us the KLX’s cold-blooded nature has been addressed which was apparent on our cool morning start as the bike had no issue firing right up and settling into idle confidently. More than a few riders experienced weak battery issues during our ride caused by leaving the key on at stops, mind you those stops weren’t very long and I hadn’t experienced this issue in other settings. Hopefully, this little niggle was confined to our group of test motorcycles. 

Let’s not forget the one other area aside from graphics that has changed: MSRP. Starting at $5,599 in Kawasaki green, the KLX300 can also be had in Fragment Camo Gray for an extra $200. The hip camo bike also comes blacked out from its swingarm and frame to fork and wheels, giving the murdered out look that the cool kids crave. I did happen to notice that the camo option seemed to scratch easily under my knee braces leaving white scuffs under the graphics. 

Other than that, the KLX is largely the same as the model it replaces. We still have 10.1 inches of suspension travel from the 43mm inverted fork with 16-way adjustable compression damping. The Uni-Trak linkage-type rear suspension has 9.1 inches of travel and is 20-way adjustable for compression and 30-way adjustable for rebound while also offering pre-load adjustment. All of that ends up giving the rider just over 10 inches of ground clearance, though the larger the rider, the less you’ll end up with once geared up and cruising down the trail. Seat height may be an issue for those short of inseam at 35.2 inches, but the light weight and slim hips of the motorcycle make it less intimidating than the numbers on the specsheet would suggest. Kawasaki claims 302 pounds full of juice. 

A 21/18 wheel combo gives riders dozens of options for tire choice, though the Dunlop D605s equipped from the factory provide pretty great traction off-road without feeling ponderous on asphalt. Single rotors front and rear are used with a 250mm disc up front gripped by a dual-piston caliper and a 240mm one in the back squeezed by a single-piston caliper. Initial bite on both can feel a bit touchy if I’m nitpicking, but I try not to because braking power is perfectly adequate for a machine with this amount of power. 

KLX250 riders around the ‘net report anywhere from 50-70 mpg with their bikes so expect somewhere between 100-140 miles of range out of the KLX300’s two-gallon tank as well. This is, of course, as always dependent on the heft of your wrist.

Versatility at a (low) price

As mentioned up top, dual-sport bikes provide a nearly unparalleled level of versatility. Arguably more than any other segment in motorcycling. It is of course, always a trade-off. Adventure bikes are comfortable for touring and can deliver pretty great performance on-road and off. It’s only once you get far to either end of the spectrum that you find their weaknesses on the trail or trying to keep up with your peers on sporty machines (the rider makes the biggest difference here most of the time). Dual-sport motorcycles are much the same.

The KLX300 isn’t a surprising motorcycle. It does exactly what you expect it to and it does it well. The motor is tractable for riding off-road and delivers power in a totally unintimidating way that anyone could be comfortable with. Having adjustable suspension at this price rarely happens and opens the door to a larger swath of riders to feel comfortable on the machine. It’s not rewriting the books on suspension performance, but like the brakes mentioned earlier, it does the job and offers adjustability where many others don’t. For larger riders, it will feel under sprung and for smaller, the opposite, but being able to adjust damping settings will at least help riders get closer to optimum settings before they have to consider swapping springs. 

That said, at stock settings, the bike kept itself tracking straight through whoops sections and gobbled up rocks like a Cadillac. I did bottom both ends under more extreme conditions and managed to whack the bottom of the tiny skid plate, but overall, I think the stock setup is commendable. 

At 5’8” I didn’t have an issue with seat height or riding whilst sat, but when standing off-road I found myself wishing the bars were higher. Some handlebar risers should take care of that easily, though. The footpegs are somewhat small, but I didn’t have much issue during our day of trail and street riding. The slimness of the entire bike and relatively low weight made it an easy machine to maneuver through anything we threw at it – also for when the inevitable happens and you need to pick it up. 

All in a day’s ride

Our morning started off brisk. Layers were donned, and then more layers, and probably a buff or two. We took off out of town and jumped on the nearest freeway to transport ourselves to more tranquil and serene surroundings.

On the freeway, the bike gets up to speed with ease, not necessarily quick, but not too slow either. Cruising at 75 isn’t difficult for the KLX300 and it still had a little more to give with me on board. Once we came to a long gradual uphill though, the speedo slowly began to give up miles, settling in around 70 or just under. I was happy to end our short freeway stint, mostly because it was chilly, the bike felt pretty smooth at speed, not busy like one might expect.

Scooting through small towns and backroads on the KLX300 began to illustrate the motorcycle’s intended use. Even the Dunlop D605s held their own on twisty bits of tarmac without squirming much. We peeled off onto a gravel road and kept on truckin’. Small rocky trails on either side of the road offered fun, quick excursions. At speed, trying to traverse bumpy terrain without slowing probably isn’t wise, as you will run out of clearance and suspension travel, but slow things down and you’ll be rewarded with a plush, comfortable ride.

Later in the day, when we got to poke around an OHV park, the motor’s torque was adequate in most conditions, and as long as momentum was maintained, tackling short climbs or long reasonably steep ones was relatively effortless. 

The suspension again showcased its plushness over trails lined with softball to grapefruit-sized rocks and kept tracking straight without deflecting. Again, check your speed and you’ll be fine. If you start trying to hammer through the aforementioned sections or slamming through whoops, you’ll find the bike’s limits quickly.

Keeping a slower pace also allows you to “stop and smell the roses” or in our case while in northern California, listen to the frogs croak in the creek beds and enjoy the cool morning as the sun sifts through gnarled tree branches as you snake between green hills alongside moss-covered boulders continuing down dirt roads. Exploring just to explore and knowing that you probably won’t get yourself in over your head too easily. 

At the end of the trail

For families looking for a bike to share whether its to use around town or around a farm, the KLX300 should be an easy bike to keep in the garage. Not to mention that its dirtbike-style setup means it’ll take a lickin’ and keep on kickin’. Servicing the machine should be a cinch as well and easy for those new to maintaining motorcycles. 

Having a day out riding trails with your friends and exploring is what it’s all about, and being able to run errands around town when you’re not is what makes the KLX300 attractive to many. Our own E-i-C, Brasfield is planning to ride one alongside his daughter as she learns to ride a small dirtbike. It will be a great learning experience for both of them (stay tuned for that heartwarming story). Just another scenario that Kawasaki’s KLX300 is perfectly suited to. 

The post 2021 Kawasaki KLX300 Review – First Rip appeared first on Dirt Bikes.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The news just keeps getting better. Alta has announced the latest addition to its growing family of electric-powered dirtbikes. This time it’s the ‘R’ version of the Bay Area-based manufacturer’s fully street legal dual-sport, the 2019 Redshift EXR.

A couple months ago, we got to see how Alta’s motocrossers, the Redshift MX and MXR, stood up and compared to regular gas-powered bikes, and we came away impressed. It’s crazy how easy and intuitive riding the Redshifts is. It takes a couple minutes for your brain and moto-senses to recalibrate and forget there’s no clutch or gears to click through, and there’s a whole new set of sounds to get used to as well (or lack thereof). However, as soon as you get over all of that, everything falls into place and you feel like you’re riding a bike no different from anything else. It’s kind of a trip…

2018 Alta Motors Redshift MX and MXR First Ride Review

Just like the MX and its upgraded MXR version, the EXR offers more horsepower than the EX (50 vs. 42) and more torque (42 lb-ft vs. 38) thanks to its R5.8 battery pack who’s state-of-the-art cell chemistry is able to deliver full power for longer, while remaining cooler. The R vs. non-R models received additional upgrades to the firmware and software to increase range and power while decreasing charge time. The EXR weighs 273 lbs (2 lbs less than the EX) and can be yours for $12,495. With a couple tweaks here and there, the EXR is essentially the MXR with a headlight, taillight, mirrors, handguards, an 18-inch rear wheel and a license plate, which means this thing can boogie off-road – and it has a claimed top speed of 71-mph, meaning it can handle a trip on the highway. Though, being an electric motorcycle, prolonged highway riding will deplete the battery quicker. Then again, dual-sports weren’t built with highway prowess in mind, anyway.

Nonetheless, we’re excited about the 2019 Alta Redshift EXR as a new electric alternative to dual-sport motorcycling, as environmental concerns and some people’s “get-offa-my-lawn” crabbiness to noise forever continue to intensify…

Read on below for all the details on the new Alta EXR.

Alta:

Alta Motors Announces the 2019 Redshift EXR

Offering more power and capability than ever before, the Redshift EXR empowers riders with the control and confidence to ride faster, safer and smoother

Brisbane, CA – Alta Motors, the leader in high-performance electric motorcycles, today announced the release of its highly-anticipated Redshift EXR. The 2019 Redshift EXR is the ideal multi-terrain motorcycle for the performance enthusiast, but equally intuitive and easy to ride for beginners. It recently made a clandestine global debut at the notorious Erzberg Rodeo and made history as the first electric bike to ever qualify for the main event. Ty Tremaine positioned his EXR on the front row in 43rd position, ahead of 457 other bikes, proving the EXR’s performance in the most extreme race conditions.

“The Redshift EXR climbs ridiculously well,” said Ty Tremaine. “Even on the most treacherous trails, like the Iron Mountain, it’s really intuitive and easy to control. Hands down, this is the best enduro bike on the market, and a lot of fun to ride.”

Alta created a bike that can be ridden to local trails and unleashed to flow through off-road obstacles and effortlessly conquer even the most daunting hill climbs. Impossible to stall and incredibly sure-footed, the EXR is a purebred, single-track slayer with street legal capabilities. As a zero-emission, street legal dirt bike, the Redshift EXR has full access to all areas that permit off-highway vehicles, regardless of the season. With minimal engine noise, the riding experience heightens the rider’s senses to the terrain around them while promoting responsible land usage.

The 2019 Redshift EXR will be available at over 60 dealerships nationwide midyear. Click here for the full brochure.

Key Features and Benefits

R-Pack

Building off of Alta’s industry-leading A-pack technology, the highest-energy density battery ever put in a motorcycle, the new R-Pack represents the next evolution in battery performance. Alta’s new R-Pack utilizes state-of-the-art cell chemistry that delivers extended full-power range at cooler operating temperatures. The Redshift platform’s firmware and software upgrades result in more range, increased power and faster charge times, making the 2019 EXR one of the most capable multi-terrain motorcycles available.

Electronics

Alta’s proprietary software is developed to be lean and elegant. The company’s development cycles are extremely fast and have enabled Alta to create the most refined throttle feel in the industry as well as swiftly release new controls and capabilities. Four unique performance maps allow the rider to change the power delivery character, engine braking freewheel, and flywheel effects. The Open loop “rate of change” torque control has a response rate of 5,000Hz, yielding the closest thing to “theoretically perfect” torque control yet achieved in the motorcycle industry. The seamless drive technology lets you focus on the terrain and the obstacles rather than what the engine clutch and transmission need from you. This means more of your attention is on the ride.

Full Specs: 2019 Alta Redshift EXR

Top Speed: 71 MPH
Power: 50hp, 42 ft-lbs (claimed)
Charge Time: 1.5 Hours (240v) / 3 Hours (120v)
Front Tire: Metzeler 6 Days 80/100-21
Rear Tire: Metzeler 6 Days 120/90-18
Forks: WP Xplor 48
Shock: WP Alta Custom Spec
Front Brake: Brembo 260mm rotor, Brembo dual piston caliper
Rear Brake: Brembo 220mm rotor, Brembo single piston caliper
Curb Weight: (wet) 273 pounds
Wheelbase: 58.75 in
Seat Height: 36.5 in
Rake: 26.3 degrees
Trail: 113 mm
Triple Clamp: 18/22 mm adjustable
Handguards: Cycra Stealth
MSRP: $12,495

The post 2019 Alta Motors Redshift EXR Dual-Sport Enduro First Look 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 Clark, owner of Jay Clark Enterprises, admits, the KTM 350 EXC-F isn’t the easiest bike from which to pull huge gains, but only because the stock machine is so good already.

The KTM EXC line of bikes is simply amazing for dual sport usage, but we thought we would tinker with our 350 EXC-F to see just how good we could make it for the trails,” Clark said. “There really isn’t much that you have to do to a KTM 350 EXC-F because the bike already has plenty of power for the track or the trail.”

Unlike a lot of Clark’s projects, which feature a host of internal engine mods, this particular KTM doesn’t boast any internal changes such as a camshaft or piston swap. Instead, Clark focused on shaping the power from the outside. The first order of business was to remove the backfire screen in the KTM’s stock airbox, thus improving air flow into the engine. He also used a stock KTM two-stroke air filter cage, which further decreases air restriction in the stock airbox and allows the engine to produce a bit more low-end snap for a lively feel off the bottom. Air filtration is handled by a Uni Filter two-stage air filter. In the clutch department, Clark beefed things up by going with a Hinson Racing full inner hub and pressure plate kit, fiber plates, steel plates and springs along with an outer clutch cover kit.

Even so, this KTM does sport two significant upgrades, one in the ignition department and the other with the exhaust. For the ignition, Clark went with a Vortex X10 ECU from Twisted Development, which allows the user to tailor the ignition spark timing and voltage output but also fuel mapping for more power. The X10 features 10 pre-programmed fuel and spark timing maps, but it features three additional switches to allow the dialing-in of the fuel curve at low, mid and high throttle openings. The X10 is a simple plug-and-play ECU, connecting directly into the standard KTM wiring harness to interface with all the standard engine sensors such as ECT (Engine Coolant Temperature), IAT (Intake Air Temperature), MAP (Manifold Absolute Pressure), TPS (Throttle Position Sensor), CPS (Crank Position Sensor), so that it can automatically adjust fuel and spark timing for optimum power delivery in all weather, altitude and load conditions. When combined with the Vortex’s accessory software, the ECU can also be programmed to allow modification of several parameters, including rev limit, throttle enrichment and decay time, fuel timing, high resolution mapping, dwell time, voltage output and trim tables for cold starting, air intake temperature (IAT), engine coolant temperature (ECT), barometric pressure, battery voltage and more. With the additional software, the ECU can also log and graph data from these parameters in real time.

For the exhaust, Clark went with a tried-and-true part, FMF Racing’s slip-on Factory 4.1 RCT muffler/spark arrestor. We can vouch for the massive power gain of the FMF muffler since we recently slapped on a Husqvarna 501 test machine during our FMF Racing Factory 4.1 Dyno Test and were blown away by its performance. In fact, since it made 4.3 additional horsepower on that Husqvarna, it got us to thinking that maybe the 4.1 nomenclature in its model name is there for a reason. The Factory 4.1 RCT features FMF’s trademark Resonance Chamber Technology, which breeds a muffler core shape that alters the exhaust pressure wave for maximum power output while minimizing exhaust noise. The RCT is also shorter in overall length, which helps to tuck in better and be less susceptible to crash damage.

The only other noteworthy change to alter the power feel of the bike was a gearing change. Clark took a tooth off the countershaft sprocket, going from 14 teeth to 13 teeth to once again enhance the snappy feel at trailbike speeds. The 13/52 gearing and O-ring chain are from Supersprox.

DirtBikes.com test rider Nick Stover was on hand to swing a leg over our KTM project bike and give us his feedback. After busting around on the off-road trails inside Cahuilla Creek MX Park for the better part of two hours, Stover came back with a smile on his face.

“You can’t say anything bad about the KTM 350 EXC engine to start with, but the changes that are made are serious improvements,” Stover said. “It’s just awesome everywhere. The overall power delivery doesn’t feel any different than the stock bike except for feeling snappy right off the bottom. Otherwise it just feels like a stock bike with a lot more bark everywhere in the rev range. The 350 is such a fun engine, but this one takes that to the extreme, not because it feels any racier than before but because it’s just a lot easier to ride with the additional power on tap.”

While the KTM’s stock WP Xplor fork and PDS shock are also very competent, Clark went ahead and fiddled with the suspension anyway, enlisting a company that might be as synonymous with WP as others, Factory Connection.

“Factory Connection is known as the Honda suspension guys, but they really know how to do magic to the WP explore and PDS shock,” Clark said.

Factory Connection set up the KTM fork with .45 KG/mm springs and set the oil level at 100mm in the fork tubes. The low-speed rebound was set at 12 clicks out and the high-speed rebound was set at 10 clicks out. The fork height is set at 2mm above the top of the triple clamp. Out back, Factory Connection dialed-in the shock to balance with the fork.

With the mods, the KTM suspension is able to tackle whatever nasty terrain comes it way. Stover bounced through rocks and slithered through sand on Cahuilla’s off-road trails before heading out onto the motocross track to burn a few laps. Afterward, he gave the Factory Connection suspension upgrade high marks.

“It’s really controlled,” Stover said of the suspension action. “It’s clearly set up more for trail riding than moto. On the track, it was a little on the soft side, but it was still pretty good. Out on the trail, though, it’s really plush, especially in low-speed stuff. It doesn’t deflect or bounce around at all. They [Factory Connection] did a good job on it.”

The rest of the KTM is modified with a host of parts from the aftermarket companies that partner with Clark on his builds. For more range, Clark added an IMS Products fuel tank that swells fuel capacity to 2.6 gallons. Cycra Racing supplied a complete new plastic kit along with its Full Armor skid plate and Ultra Pro-Bend full wrap-around hand guards. For added protection on the lower frame and to keep the machine looking new, Clark also went with a set of KTM Hard Parts orange frame guards.

Even more protection comes from various suppliers. Bullet Proof Designs’s radiator braces and rear swingarm guard protect vital components from being thrashed by bushes and rocks while a TM Designworks chain guide is stronger than the stock chain guide.

The stock wheels have also been replaced by a host of Tusk Off-Road’s durable and relatively economical wheel sets wrapped in Dunlop AT-81 tires. The stock KTM brakes are held in place via a Tusk brake bolt kit, with the rear disc receiving added protection from a Tusk shark fin brake rotor guard. A Tusk sprocket bolt kit is also used. The only other Tusk item is a lightweight Lithium-ion battery that saves weight while also supplying plenty of juice for the KTM electric starter.

To provide better ergonomics, the stock handlebars are replaced by Renthal 604 Fat Bars and Tacky grips. On the throttle side, a Motion Pro Titan throttle tube also does away with the stock KTM part. Down low, Scar Racing titanium footpegs shave weight and provide an aggressive tooth pattern for better boot traction when riding.

Of course, throwing all of these cool parts on a bike with OEM graphics wouldn’t do much to deliver the message that this KTM is a cut above a stocker, so Clark called on DeCal Works to wrap the 350 E-XCF with a Semi-Custom graphics kit and pre-printed number plate backgrounds. Topping it all off is a Custom Cool seat cover from the folks at Moto Seat.

What you end up with is a KTM 350 E-XCF that offers more power, better suspension and a lot of neat components that can go just about anywhere and look good doing it. If you’re interested in any of the parts found on this bike, we’ve highlighted them below along with the links to their respective manufacturers.

FMF KTM 350 EXC-F Parts List

KTM

Two-stroke air filter cage

Orange frame guards 79003094000EB

FMF Racing                                        www.fmfracing.com             310-631-4363

Slip on 4.1

Supersprox                         

www.supersproxusa.com                     800-328-5454

Rear Stealth Sprocket 52T

Front Sprocket 13T stock is 14T

O-ring Chain

Twisted Development                        

www.td-racing.com              951-698-7222                       

Vortex X-10 ECU

IMS                                                    

www.imsproducts.com           800-237-9906                    

Oversized Fuel tank

Cycra Racing

www.cycraracing.com        740-929-0188

Ultra Pro-Bend Full Wrap Around hand guards

Full Plastic kit

Full Armor Skid Plate

Uni Filter

www.unifilter.com

Two-stage Air Filter

CV4       

www.cv4.net                                       800-874-1223

High pressure radiator cap

Formed Silicone Coolant hoses

Moto Seat                                                          www.motoseat.com                            951-258-5229

Custom Cool seat cover

Works Connection              

www.worksconnection.com  800-349-1475

Bike Stand

Brake caps

Hinson Clutch Components             www.hinsonracing.com           909-946-2942

Fibers, steels, springs and Outer Cover kit

Full Inner hub pressure plate kit

Tusk Off-Road     

www.tuskoffroad.com                         800-336-5437

Stock front and Rear rotors

Complete Wheel set

Brake bolt kit

Sprocket Bolts kit

Lightweight Battery Lithium battery

Rear brake rotor guard (shark fin)

Dunlop Tire

www.dunlopmotorcycletires.com  800-845-8378

AT81 front  90/90-21

AT81 rear  120/90-18

Factory Connection                         www.factoryconnection.com              800-221-7560

Suspension set up

Bullet Proof designs                                           www.bulletproofdesigns.com              816-695-3784

Rear Swing arm guard

Radiator Braces

DeCal Works                                     

www.decalmx.com                    815-784-4000

Semi-Custom Graphics kit

Pre printed number plates backgrounds

Scar                                                                   

www.scar-racing.com                          215-258-5124
Titanium Footpegs

Motion Pro                                         www.motionpro.com                                          650-594-9600

Grip Glue

Titan throttle tube

TM Designworks

www.tmdesignworks.com                    541-772-4161

Rear Chain Guide

Renthal

www.renthal.com                 877-736-8425

604 Fat Bars

Tacky  grips

The post FMF KTM 350 EXC-F Project Dual Sport appeared first on Dirt Bikes.

The CRF250L may not qualify for hard-core dual-sport status, and yet it leads the category with 20 percent of the market share. Around 4000 customers ponied up for a CRF250L in 2016—we’d like to think it’s because of our 2016 Honda CRF250L Ride Review. Whatever the case, people are buying CRF250Ls and loving ‘em, and we can’t fault them for that. Even though the CRF250L isn’t the quickest or fastest quarter-liter machine in the class by a longshot, that’s fine. It was never designed to be a massive off-roader as much as an off-roader for the masses.

Now, you might think that idea harshes your cool, but believe us when we say that you want the OEMs to produce machines like these, because if they are successful, and more people decide to move on to a full-fledged dirt machine, the manufacturers will produce more and better dirtbike models. That’s how it works.

The CRF250L already has a reputation as a “go anyplace within reason” dual-sport machine. Heck, we even had our 2016 test unit on a motocross track and had fun doing it! All we’ve ever really begged for is just a little more power. Well, for 2017 Honda has not only updated the standard CRF250L to give it a little more zest, it has also added a second, eye-catching model. In addition to the standard CRF250L, the all-new 2017 CRF250L Rally boasts Dakar Rally styling lifted straight from Honda’s CRF450 RALLY machine, slightly taller suspension and more fuel capacity than the CRF250L so you can have even more fun between filling stations. For 2017, the CRF250L costs $5149 while the CRF250L Rally costs $5899.

Honda recently invited us to sample both machines in Southern California, using the California headquarters of Johnny Campbell Racing as its headquarters. If you don’t know who Johnny Campbell is, then you must not know off-road racing, because the San Clemente-born Campbell is a legend in the discipline with a plethora of SCORE Baja 500 and 1000 wins as well as two finishes in the Dakar Rally. Now retired from racing, Campbell fields Honda factory-backed teams in the AMSOIL Grand National Cross Country Series, where team rider Trevor Bollinger is the reigning champion in the XC2 Pro class.

[See image gallery at www.dirtbikes.com]

Our band of journalists got the chance to sample the CRF250L and CRF250L Rally equally while embarking on a self-guided tour using the Rever navigational app on a route that mixed a good portion of off-road riding in with two-lane blacktop as we rode to and from the Robert Renzoni Winery for lunch before swapping models and heading back to JCR in the afternoon.

While the CRF250L Rally is technically an all-new model, it shares the updates made to the CRF250L, which include a 2mm larger throttle body (now 38mm rather than 36mm) and a revised airbox with a 100mm longer connecting tube for improved throttle response. The airboot has also been reshaped to give the CRF250L a better “pulse feeling” when riding. Its two-chamber structure is also more compact and thus a little lighter than the previous component. In search of a little more peak horsepower while reducing emissions, Honda also fitted a new ECU and increased the exhaust headpipe size by 10mm, to 38mm.

Chassis-wise the CRF250L receives a few more upgrades for 2017, including updated instrumentation that features a bar-graph tachometer to keep track of revs, LED bulbs in the taillight for improved reliability and brighter lighting, an updated license-plate holder and a new wave-style 256mm front rotor (the CRF250L Rally’s is bigger still, 296mm). Even better, both 2017 CRF250Ls are available with optional two-channel ABS that can be deactivated for dirt riding.

Where the CRF250L boasts new CRF motocross-style graphics, the CRF250L Rally offers an entirely different look. In addition to the engine upgrades the Rally model’s Showa fork travel is stretched 1.18 inches while its Showa shock rides on a different linkage than the CRF250L. Its Dakar-influenced styling also incorporates a 2.7-gallon fuel cell, .6 of a gallon more than the CRF250L.

Our day began with the CRF250L Rally, and it included some rather technical fire road terrain with plenty of rocks and huge washouts, courtesy of last winter’s torrential rains. It made for an excellent test of the Rally’s capability.

Despite the upgrades, the CRF250L and CRF250L Rally’s shared, CBR250R-based 249.6cc four-stroke Single is still no power monger, and yet it’s still a blast to ride. Its 76mm bore and 55mm stroke, DOHC four-valve favors rpm over torque, and there’s plenty of breath to keep the Rally rolling down the road or along the trail. The 250L motor is truly electric in feel despite its lack of grunt, and its smooth-shifting six-speed gearbox and linear-feeling cable-operated clutch facilitate the multiple gear changes needed to keep the engine in the “meat” of its powerband. The CRF250L’s ratios are identical to the CBR’s, but the CRF transmission boasts wider gears and strengthened shift dogs. The clutch is also fitted with a judder spring in its hub to absorb shock loads through the driveline if the rear wheel should snag a rock or a tree root on the trail.

The engine’s smooth and precise fuel-injection is a real plus, delivering clean, quick throttle response, though you still need to rev it up and snap the clutch in order to pop over rocks, ruts and other obstacles on the trail. When the going gets slick, the L motor has just enough flywheel inertia to maintain sure-footed traction through most of the off-road terrain you’re likely to attempt on the Rally. The real beauty of the Honda motor is that it instills confidence that allows the rider to grow his or her off-road capabilities without getting into trouble. Previous CRF250L testing has shown us that the engine’s fuel economy is around 73 mpg, so the CRF250L and the Rally should be as user-friendly at the gas pump as it is on- or off-road.

Neither the CRF250L Rally nor the CRF250L are lightweights either. Honda claims curb weights of 341.7 lbs. for the CRF250L Rally and 317.5 lbs. for the CRF250L in non-Abs trim, but weight isn’t really a shortcoming when you’re knocking about on either machine. The chassis shared by the CRF250L and the CRF250L Rally features a combination of twin oval-section main spars, a semi-double cradle bottom connected to a round steel, bolt-on subframe. Thanks to its greater fork travel, the CRF250L Rally’s wheelbase measures 57.3 inches, with the front-end geometry checking-in at 28.1° of rake and 4.5 inches of trail while the CRF250L rides on a 56.9-inch wheelbase with a 27.6° rake and 4.4 inches of trail.

Both machines deliver reasonably precise steering thanks to wide handlebars that afford the rider plenty of leverage when transitioning from left to right and back again. The chassis on both machines delivers a stable feel, allowing you to push either machine harder than you’d think you could. Experienced off-roaders might be wanting more performance in a few key areas, but not so much that the CRF250L or the Rally are a big letdown to ride in stock trim.

If there’s one area where the CRF250L Rally does come up a little short—and that’s ironic—it’s in the suspension department. Despite its 1.18-inch longer, 11.3-inch travel, 43mm coil spring Showa inverted fork up front, the added weight of the Rally’s bodywork and heavier fuel load tend to make the front suspension action feel mushy when reasonable hits are encountered. While the shock is mounted to a Honda Pro-Link rear suspension system with a monobloc tapered aluminum swingarm to yield 10.6 inches of rear suspension travel, both ends are on the cushy side once the pace goes beyond casual trail riding speeds.

That isn’t the case on the lighter CRF250L, which features essentially the same fork and shock but with 9.8 inches and 9.4 inches of travel respectively. The standard model doesn’t reach its off-road speed limit quite as quickly as the Rally will. We found out during our return leg to Johnny Campbell Racing that it is surprising just how silly you can get on the CRF250L before common sense prevails and keeps you from going on your head. The sensation is that the CRF250L’s suspenders simply have more spring tension, which delivers a tauter and more controlled feel that helps when you find yourself going a little too quickly in the rough stuff, and the CRF250L’s smaller and slimmer overall feel encourages such shenanigans in the first place.

But if you should find yourself needing to get on the binders, at least Honda didn’t scrimp on their performance. The 296mm wave-style front rotor on the CRF250L Rally and the 256mm wave-style rotor on the standard CRF250L, which are both clamped by Nissin twin-piston calipers, deliver a smooth and controllable feel when applied. The action is more akin to dirtbike brakes than streebike brakes, which is to say more linear than downright powerful, but the front brake on either machine works well with the 220mm rear disc and single-piston caliper out back to provide plenty of stopping power, and with the optional ABS there’s even less reason to worry about locking up either wheel during a panic stop. Adding the ABS option will set the customer back an additional $300 more than the base MSRP on either machine.

But whether you do or don’t opt for ABS, plan on spending a lot of time enjoying either of these machines. If you’re more of a long-distance guy or gal, then the CRF250L’s larger fuel tank, slightly larger feel and excellent wind protection should be to your liking. If you’re going to spend more time experiencing tight single-track trails, the CRF250L is probably a better bet. The Rally’s larger feel and windscreen enhance its all-day comfort, and it would be our first choice for a long road or trail ride. The standard CRF250L offers smaller, more dirtbike-like ergonomics for riders who really want to test their mettle on technical trails. Neither machine feels cramped or otherwise uncomfortable in the cockpit.

Either way, know that both machines boast the same top speed—about 81 mph—which is plenty for highway use. However, riding them that fast for any length of time isn’t all that pleasant. Despite their smooth-revving performance and vibration-quelling, gear-driven counterbalancers, our experience on the super slabs was that 6000 rpm was about the limit before secondary vibration began to creep through the bars, pegs and seat, making the ride less pleasant. Unfortunately, the bar graph tachometers on both showed that indicated 65 mph comes at a buzzy 6800 rpm. Keeping the revs to 6000 produces an indicated 58 mph, not really enough for Southern California freeway use but more than enough for two-lane, backroad exploration.

Even so, aside from the few shortcomings that are obvious concessions to their economy bike status, the 2017 Honda CRF250L and CRF250L Rally are very capable machines for the entry-level or casual dual-sport rider. Both deliver just enough engine performance, comfort, handling and braking to justify their existence, something to which the CRF250L’s sales figures already bear witness. More experienced riders might wish for more power or better suspension performance in the dirt, but that wouldn’t stop us from sticking either one of these little Hondas in our garage.

2017 Honda CRF250L Specifications
Engine Type: Liquid-cooled, fuel-injected, DOHC, single-cylinder, four-stroke
Bore x Stroke: 76.0mm x 55.0mm
Compression Ratio: 10.7:1
Valve Train: DOHC; four valves
Fueling: PGM-FI; 38mm throttle body
Ignition: Full transistorized ignition
Transmission: Six-speed
Final Drive: Chain
Front Suspension: 43mm Showa telescopic inverted fork; 9.6 in. travel
Rear Suspension: Pro-Link, Showa single shock; 9.4 in. travel
Front Brake: Single 256mm disc w/Nissin twin-piston caliper (ABS optional)
Rear Brake: Single 220mm disc w/Nissin single-piston caliper (ABS optional)
Front Tire: IRC Trails GP 3.00 x 21-inch
Rear Tire: IRC Trails GP 120/80-18-inch
Rake: 27.6°
Trail: 113mm (4.4 inches)
Seat Height: 34.4 inches
Ground Clearance: 10 inches
Wheelbase: 56.9 inches
Fuel Capacity: 2.1 gal.
Claimed Curb Weight*: 317.5 lbs.
Color: Red
MSRP: $5149 (add $300 for ABS model)
*Includes all standard equipment, required fluids and full tank of fuel.

2017 Honda CRF250L Rally Specifications
Engine Type: Liquid-cooled, fuel-injected, DOHC, single-cylinder, four-stroke
Bore x Stroke: 76.0mm x 55.0mm
Compression Ratio: 10.7:1
Valve Train: DOHC; four valves
Fueling: PGM-FI; 38mm throttle body
Ignition: Full transistorized ignition
Transmission: Six-speed
Final Drive: Chain
Front Suspension: 43mm Showa telescopic inverted fork; 11.6 in. travel
Rear Suspension: Pro-Link, Showa single shock; 10.3 in. travel
Front Brake: Single 296mm disc w/Nissin twin-piston caliper (ABS optional)
Rear Brake: Single 220mm disc w/Nissin single-piston caliper (ABS optional)
Front Tire: IRC Trails GP 3.00 x 21-inch
Rear Tire: IRC Trails GP 120/80-18-inch
Rake: 28.1°
Trail: 114mm (4.5 inches)
Seat Height: 35.2 inches
Ground Clearance: 10.6 inches
Wheelbase: 57.3 inches
Fuel Capacity: 2.7 gal.
Claimed Curb Weight*: 341.7 lbs.
Color: Black/Red/White
MSRP: $5899 (add $300 for ABS model)
*Includes all standard equipment, required fluids and full tank of fuel.

The post 2017 Honda CRF250L, 2017 Honda CRF250L Rally Ride Review appeared first on Dirt Bikes.

If there’s one thing that Honda knows well, it is how to produce fun, reliable and practical lightweight single-cylinder dual-sport machines such as the 2016 Honda CRF250L.

True, at 324 lbs., with a full fuel load, the CRF250L is no feather, yet it is still able to span large gaps, though they’re more figurative than literal. The CRF250L marries high tech with low cost in an EPA-legal motorcycle that is capable enough to please veteran dual-sport riders while being affordable enough to attract millennials to the sport of motorcycling.

That’s a tall order, but the CRF250L has enjoyed four years of solid sales success thanks to a proven platform that has achieved its design goals. If the CRF250L wasn’t a winner, then it’s doubtful that Honda would waste the time and effort to introduce a new version of the machine, the 2017 Honda CRF250L Rally.

While the CRF250L was technically an all-new model for Honda when it was first introduced for the 2013 model year, its liquid-cooled, fuel-injected, four-stroke single was already a proven commodity in Honda’s successful entry-level sportbike, the CBR250R. The engine displaces 249.6cc via a large 76mm bore and short 55mm stroke. Its compact four-valve cylinder head features dual overhead camshafts and a centrally located spark plug to help fight detonation. Each cam features a single lobe that bumps a forked roller rocker arm to actuate the valve pairs, reducing valve train friction. A shim-over-bucket tappet design makes valve adjustments a snap because the valve shims can be replaced without removing the camshafts.

To further reduce parasitic drag, the piston features a short skirt and is impregnated with a slick molybdenum coating. Light striations on the piston retain engine oil as the piston moves up and down in the bore, which allowed Honda engineers to use lower-tension rings. The CRF250L’s cylinder center-line is also offset 4mm forward of the crankshaft centerline, which helps to decrease piston-to-cylinder wall thrust and free up even more horsepower. A spiny finish on the cylinder sleeve is incorporated to minimize blow-by gasses and reduce oil consumption. The sleeve itself is centrifugally cast, an expensive process that creates a uniform wall thickness that is thinner and lighter than a poured cast-iron sleeve.

The CRF250L’s state of tune differs from the CBR250R’s, however, favoring low-end grunt and mid-range torque for increased tractability. Honda employs a different ECU to control the CRF250L’s ignition and EFI mapping. The CRF250L also uses a different airbox and a new intake manifold that provides a straighter path between the airbox and the cylinder head. The CRF250L’s Keihin PGM-FI 36mm throttle body is also 2mm smaller than the CBR’s, and the L’s head pipe is smaller in diameter and longer overall than the CBR’s to improve low-rpm air velocity through the engine. That said, in completing our due diligence for this story we noticed that the recently announced 2017 Honda CRF250L Rally (and by extension the CRF250L) will get the 38mm throttle body to enhance top-end performance. We confirmed that fact with Honda officials as well.

In an obvious concession to its street heritage, the engine is electric start-only, with no kickstarter back-up. We’re okay with that.

The CRF250L isn’t exactly a powerhouse. Our test unit spun the drum on Chris Repath’s MotoGPWerks.com dyno to the tune of 18.2 peak horsepower at 7500 rpm while delivering a maximum of 13.6 lb.-ft. of torque at 5800 rpm. Still, what’s there is enough to propel the CRF250L down the road or through the dirt at a good pace. The engine is silky smooth and linear, but it lacks punch, forcing our expert test riders to fan the clutch an stir its six-speed gearbox to stay in the sweet spot of the power. It won’t even loft the front end without a vigorous snap of the clutch.

But that’s okay because the CRF250L engine is a willing revver with extremely smooth fuel-injection and a clean and quick throttle response, which helps when you do snap of the clutch and blip of the throttle to clear rocks, fallen logs or other obstacles in the dirt. And, despite its free-revving nature, it has just enough flywheel to deliver solid traction in most off-road conditions. The end result is a power character that is almost certain to instill confidence in off-road newbies and deliver a fun if not blazing fast ride for veteran off-roaders. It’s also very efficient. Honda claims that the CRF250L gets 73 mpg, good for a theoretical range of 153 miles from its 2.1-gallon fuel tank.

And speaking of the transmission, the CRF250L’s six-speeder is also beefier than the CBR250R’s. Its internal ratios are identical to the CBR’s, but the CRF250L boasts wider gears and strengthened shift dogs and transmits power through a two-teeth larger (40-tooth) rear sprocket, which lowers the CRF250L’s final gearing—again for better low-end grunt. The CRF’s cable-operated clutch is also fitted with a judder spring in its hub to absorb shock loads through the driveline if the rear wheel should snag a rock or a tree root on the trail.

While its engine may have been borrowed from a sportbike, the frame that houses it is purpose-built for dual-sport riding. Made of steel, the chassis features a combination of twin oval-section main spars, a semi-double cradle bottom connected to a round steel, bolt-on subframe. Wheelbase is 56.9 inches, with the front-end geometry checking-in at 27.6° of rake and 4.4 inches of trail. Hitting our scales at 324 lbs.—or roughly 4 lbs. more than a race-ready V-twin Harley-Davidson XR750!

But that doesn’t mean that the CRF250L handles like a pig, because it really doesn’t, at least not when there’s nothing around to compare it to. Placing 152 lbs.—just under 47 percent of its weight—on the front wheel, the CRF isn’t lightning-quick in the steering department, but it is accurate enough at most speeds, and its wide handlebar gives the rider plenty of leverage to crank the bike into a turn. That helps the chassis to behave itself quite well on all but the roughest, high-speed trails where the CRF’s portly weight can make itself known.

When riding around town or down the highway to your favorite off-road fountainhead, you’ll appreciate just how comfortable the CRF’s seat and relaxed ergos really are. Its seat is extremely narrow near the tank, but it is noticeably rider as it tapers toward the middle and rear portions. The wider mid-section offers a very comfortable ride around town or on the highway.

Part of that feel may be due to the suspension. In keeping with its budget-conscious design, neither the CRF250L’s 43mm coil spring Showa inverted fork nor its Showa shock are likely to be mistaken for last year’s CRF motocross suspension. Both ends are preload adjustable, and the shock features a rebound adjuster as well. The shock is mated to a Honda Pro-Link rear suspension system with a monobloc tapered aluminum swingarm. Our veteran testers found that the 9.8 inches of travel up front is plush but too soft for aggressive off-road riding. Likewise, the 9.4 inches of travel out back also tends to be too cushy when the going gets really rough. Still, the CRF250L’s suspension delivers decent control of the bike’s heft at the speeds that most of its customers are likely to travel.

Honda doesn’t scrimp in the wheel department, however. Its 21-inch front and 18-inch rims are made of aluminum rather than polished steel, and its spoke pattern is the same as Honda’s CRF motocrossers because that particular lacing pattern is claimed to make the wheels more rigid. That’s a plus, but they’re shod with IRC Trails GP tires (3.00-21 front, 120/80-18 rear) that are definitely more competent on the street than in the dirt. The good news is that the rim sizes give the customer an option of some very good D.O.T.-approved off-road rubber, such as Dunlop’s D606s for example. More traction through better tires will definitely up the CRF250L’s fun factor, and that’s the first mod we would make.

Braking chores are handled via a single 256mm wave-style rotor and twin-piston caliper up front and a 220mm with single-piston caliper out back. The brakes offer plenty of power with a linear feel the dirt, which we like. Street riders may want more power on the street, but we’re confident that Honda erred on the right side of the equation. The design of the rotors is inspired by Honda’s motocross machinery and thus is intended to deliver a certain level of self-cleaning ability in wet and muddy terrain. Honda also offers an ABS-equipped CRF250L that costs $300 more than the standard CRF250L’s $4999 MSRP.

Being a street machine means that the Honda also features an instrument pod, and the CRF250L’s digital instrumentation offers the bare essentials, including speedometer, odometer, dual trip meters and a fuel gauge.

We really don’t have any major complaints with the Honda CRF250L. When ridden as it should be, it is a spritely and fun do-it-all dual sport machine. There are are machines, particuarly of European manufacture, that lean much closer toward the hard-core dirtbike side of dual sporting, but they aren’t as adept at street riding as the CRF250L, nor are they as inexpensive. The Honda fits nicely in the niche of “jack of all trades, master of none.”

2016 Honda CRF250L Specifications
Engine Type: Liquid-cooled, fuel-injected, DOHC, single-cylinder, four-stroke
Bore x Stroke: 76.0mm x 55.0mm
Compression Ratio: 10.7:1
Valve Train: DOHC; four valves
Fueling: PGM-FI; 38mm throttle body
Ignition: Full transistorized ignition
Transmission: Six-speed
Final Drive: Chain
Front Suspension: 43mm Showa telescopic inverted fork; 9.8 in. travel
Rear Suspension: Pro-Link, Showa single shock; 9.4 in. travel
Front Brake: Single 256mm disc w/Nissin twin-piston caliper
Rear Brake: Single 220mm disc w/Nissin single-piston caliper
Front Tire: IRC Trails GP 3.00 x 21-inch
Rear Tire: IRC Trails GP 120/80-18-inch
Rake: 27°, 60’ (‘ = minutes)
Trail: 113mm (4.4 inches)
Seat Height: 34.4 inches
Ground Clearance: 10 inches
Wheelbase: 56.9 inches
Fuel Capacity: 2.1 gal.
Claimed Curb Weight*: 321.9 lbs.
Measured Wet Weight*: 324.0 lbs.
Color: Red
MSRP: $4999 (add $300 for ABS model)
*Includes all standard equipment, required fluids and full tank of fuel.

The post 2016 Honda CRF250L Ride Review appeared first on Dirt Bikes.

Photos By Kevin Wing

The Husqvarna revival is complete.

Since its purchase by KTM under the guise of the Pierer Group in 2014, Husqvarna has enjoyed year over year sales increases that have shattered the sales record set in its heydays during the 1970s and 1980s. The 2014 model year saw Husky sell 16,000 units sold globally, and that figure swelled to 20,500 units in 2015, with the U.S. market responsible for 27% of those sales.

That’s better than the brand has ever done, but that’s because Husqvarna is in better hands than it has been since it was Swedish-controlled. With KTM’s engineering acumen guiding the product, and with a small but dedicated and enthuiastic staff pushing the brand in North America, it isn’t inconceivable that Husqvarna could give more than one Japanese brand a run for its money in the off-road segment.

Skeptical? Then swing a leg over Husqvarna’s all-new 701 Enduro, and if this new thumper can’t put a smile on your face, see a doctor.

The 701 Enduro owes its existence to the KTM 690 Enduro R, but the Husky is more than just a KTM wearing white, yellow and blue. There are areas where the two machines differ, and some of those differences, such as the 701 Enduro’s use of WP’s 4CS closed-cartridge fork, actually favor the Husqvarna.

The engine, however, is the same Austrian-built 690cc SOHC four-valve Single, delivering potent yet user-friendly power. With its large, 102mm bore, short 84mm stroke and 12.6:1 compression ratio, the 701 doesn’t need to rely on stratospheric rpm to make power like a 450cc motocross bike does. In fact, Husqvarna claims that the 701 produces its maximum of 67 crankshaft horsepower at just 7000 rpm while its 49 lb.-ft. of peak torque occurs at 6500 rpm.

Breathing is handled via a closed-loop Keihin fuel-injection system with a 46mm throttle body that takes air from a front-mounted airbox under the seat. The fuel/air mixture enters the combustion chamber via a pair of 40mm intake valves, while spent gases exit through 34mm valves. Ignition chores are handled by a Keihin Engine Management System (EMS) that features a twin spark plug layout with independent ignition curves for each plug. Husqvarna says that the ignition system not only allows the fuel charge to burn more completely for better power production and greater fuel efficiency, but it also helps to smooth the power delivery. Like the KTM, the Husqvarna also offers the rider a choice of three power modes, Soft, Standard or Advanced, to tailor the power output to rider preference or riding conditions. The mode can be changed via a small rotary dial located under the seat.

We sure couldn’t have asked for a better day or a better location for our introduction to the 701 Enduro, as Husqvarna graciously invited us on a two-day ride that included one day of scouring the serpentine two-lane roads that lead from Husqvarna’s Temecula, California, down to Borrego Springs in the Anza-Borrego Desert aboard the 701 Enduro’s twin sister, the 2016 Husqvarna 701 Supermoto. Day two was then spent gloriously grinding out 130 miles on a different course back to Temecula. With over 70% of the route taking place in the desert, our test group had great fun whooping it up in Anza Borrego’s sand washes, fire roads and twisty two-track trails.

Hop aboard the 701 Enduro, thumb the electric starter, and the engine burbles to life with ease. That’s partially because the engine features an automatic decompression system on the camshaft that allows the starter to spin the engine over more freely and partially because the fuel-injection mapping appears to be dialed-in perfectly. The latter is something you notice no matter how aggressively you roll on the throttle, but there’s something else at play here as well: The 701 features a ride-by-wire throttle system that delivers a light and a linear feel regardless of throttle position. As you twist the throttle, the throttle valve is electronically controlled by the EMS, which continuously compares engine parameters with data from various sensors and adjusts the throttle valve as necessary to deliver the right amount of power. There’s zero lag, so the 701’s throttle response is crisp. At the same time its large volume muffler tones the thump from that big 102mm, forged, box-type piston, keeping the exhaust note at a respectable volume regardless of how hard you get on the gas. For the sake of comparison, the 701 sounds more like a Honda XR400 than a Husqvarna FC 450 motocrosser, and that’s a good thing since treading lightly has never been more critical to keeping our public riding lands open.

But you won’t confuse quiet for a lack of power. Click the 701 Enduro’s six-speed transmission into gear, and engage its slipper-style Adler Power Torque Clutch (APTC) to get rolling, and that’s about the last time you may need to use it while the Husky is in motion. The 701’s engine may be relatively new, but it churns out old-school four-stroke power. A tasty dollop of low-end torque makes it easy loft the front end, the 701’s broad, flat torque curve keeps it pulling throughout the rev range. There’s never any need to flick its light and smooth hydraulically assisted clutch lever except to occasionally control wheel spin when the going gets slick or rocky. In most cases, you can just pick a gear and lug your way up and over any hill or through any rough technical section. Power delivery is seamless, and the 701 is good at maintaining forward momentum in a taller gear than you might think. The engine will always seems to take up the slack if you should need a sudden burst of power even with its tallish stock 15/45 final gearing. This may be one of the most tractable engines ever devised for dual-sport use.

It was the same story on the highway stretches we encountered when linking our dirt sections. The 701’s gear ratios are nicely spaced for long-distance road work. She’ll break the ton without breaking a sweat, something we had to be wary of as we encountered our fair share of local law enforcement, some of whom duly warned us that “in response to calls from local residents,” (yeah, sure) we needed to watch our speed.

But speed is an easy thing to manage when you’re aboard a motorcycle with a sure-footed chassis, and the Husqvarna’s is about as confidence-inspiring as any dual-sporter we’ve ever ridden. We’re suckers for chrome-moly trellis frames, which typically offer excellent rigidity without compromising road feel. Produced by KTM subsidiary WP, the 701’s lovely laser-cut/hydroformed and robot-welded “birdcage” weighs a scant 18.5 lbs. bare, and it’s mated to a Husqvarna trademark Polyamide subframe that also serves as the 701 Enduro’s 3.4-gallon fuel cell. The curvaceous unit only weighs another 11.5 lbs. empty. A lightweight, one-piece die-cast aluminum swingarm completes a superstructure that delivers excellent straight line stability, even over choppy terrain. In deep sand, the 701 Enduro refuses to twitch or shake. The Husky’s chassis is well-balanced, and its center of gravity feels very low, which only adds to rider confidence. Full speed ahead!

We also had no complaints about the 701 Enduro’s suspension, which includes the same version of WP’s 48mm 4CS closed-cartridge fork that is found on the KTM 450 SX motocross bike albeit with different specs. The four-chamber spring fork’s design splits the damping circuits between its two legs, with the compression damping in the left leg and the rebound damping in the right. We dialed-in the quality of the fork’s 10.8” of travel simply by backing off a couple clicks of compression from the stock setting and found perfect harmony in the dirt as well as on the road. The 4CS is a very competent fork, offering a taut feel that isn’t unduly harsh, and it can soak up hits from rain ruts and the occasional rock without deflecting or punishing the rider through the bars.

The same can be said for the 701’s ergos. First of all, Husqvarna engineers worked hard to eliminate as much vibration from the package as possible, and they largely accomplished this by fitting the engine with a large, gear-driven counterbalancer, any vibration that might still make its way to the handlebars is quelled by rubber-mounted bar clamps. The net result is a single-cylinder motorcycle that is almost as smooth feeling as a triple, even when you are revving it out in a lower gear, which is really unnecessary because of the engine’s broad torque curve. The package is so smooth that we didn’t notice any vibration through the footpegs either.

The 701 boasts a roomy cockpit, with a wide and flat handlebar, nicely tucked-in radiator shrouds and a seat that is slim near the front to allow the rider to get forward for cornering and wider at the rear to offer a little better dispersion of the rider’s weight. The seat material itself isn’t the softest we’ve ever encountered, but 120-miles in the saddle prove to be no trouble at all.

A few words about the 701 Enduro’s Brembo brakes—loved ‘em, even better than the brakes on the 701 Supermoto. A massive-looking 300mm floating wave rotor and Brembo two-piston caliper can be found up front, while a 240mm floating wave rotor and Brembo single-piston caliper are located out back, and the 701 Enduro benefits from a Bosch 9M two-channel ABS that can be deactivated if the rider so chooses. Our test unit came equipped with a Husqvarna catalog accessory dongle that allowed the front ABS to remain activated while the rear ABS was deactivated. We could actually feel the front ABS at work in some of the more slippery dirt sections, and we appreciated the extra peace of mind it gave us. Braking performance was smooth and predictable without being grabby, something that cannot be said for the road-race style Monobloc front caliper found on the 701 Supermoto.

We also dig the choice Husqvarna made when it comes to tire fitment. We’ve long been fans of Continental’s TKC-80 dual-sport tires, and the 90/90-21 front and 140/80-18 rear didn’t disappoint. Grip and feel are excellent on the road or in the dirt. In fact, not having been on them in a while, we were pleasantly surprised—again—by their off-road performance when you consider that we never aired down for the dirt sections on our route. There was still just enough sidewall flex in the Contis to maintain decent grip in all but the most dry-slick portions of the trail. And again, thanks to the slow-revving and predictable nature of the 701’s power delivery, we never found ourselves suddenly engaged in an impromptu break dance due to an unexpected loss of traction.

We know, the 701 Enduro sounds too good to be true, but there are some hitches in the Husky’s giddyup, starting with the transmission. Sure, we like the fact that the brawny engine allows us to ride a gear tall in most situations, but what we don’t like is having to row through the transmission, which isn’t the smoothest-shifting gearbox we’ve ever encountered. It’s definitely not the most precise, especially when you try to shift under a partial throttle load. We missed shifts on several occasions, and on three different test bikes, which was enough to lead us to believe that it isn’t just an isolated incident. The one-two and five-six upshifts are particularly balky, and finding neutral isn’t an easy thing to do when the engine is running. This is one area where the 701 could use more refinement.

Another thing, while we were perfectly happy to stick with the Advanced power mode on our ride, we don’t understand why, four years along now, KTM (and now Husqvarna) has not made the power mode feature switchable via a button mounted on the handlebar or the instrument display. Cheesy.

We also don’t particularly care for the front numberplate/headlight design. There is nothing wrong with the performance of the headlight itself, but during our breezy early morning rides we noticed that the unit diverts air straight into the rider’s chest. We’ve tested a lot of dual-sport machines with the same basic nose configuration, and most of them have offered at least some wind protection. Not the Husqvarna. Husky officials appear to be well aware of this, however, as they showed us a drawing for a forthcoming accessory windscreen. If we lived in wetter or colder climates, it would be a must-have item.

But even with the transmission gripe, you’d have to go a long way to find a more sorted first-year dual-sport machine than the Husqvarna 701 Enduro. It delivers the perfect combination of power, handling and suspension on or off the trail. It looks great, and its engine performance alone is worth the $11,299 asking price. Husqvarna is taking orders for the 701s as we speak. If you’ll excuse us, we need to go get in line.

2016 Husqvarna 701 Enduro Specifications
MSRP: $11,249
Engine Type: 690cc liquid-cooled, SOHC, four-valve, four-stroke Single
Claimed HP: 67 hp (crankshaft) @ 7000 rpm
Claimed Peak Torque: 49.5 lb.-ft. @ 6500 rpm
Bore and Stroke: 102 x 84.5mm
Compression Ratio: 12.6:1
Fuel Delivery: Keihin EFI, 46mm throttle body
Ignition: Keihin EMS w/ride-by-wire throttle, selectable ignition mapping
Transmission: Constant mesh, 6-speed, w/hydraulically actuated APTC (Adler Power Torque Control) slipper clutch
Final Drive: Chain
Final Gearing: 15/45
Front Suspension: 48mm WP 4CS cartridge fork; compression and rebound adjustable, 10.8-in. travel
Rear Suspension: WP single shock; compression and rebound adjustable, 10.8-in. travel
Front Brake: 300mm floating wave rotor w/Brembo two-piston caliper
Rear Brake: 240mm floating wave rotor w/Brembo single-piston caliper
ABS: Bosch 9M two-channel ABS
Front Tire: 90/90-21 Continental TKC-80
Rear Tire: 140/80-18 Continental TKC-80
Chassis: Chrome-moly trellis mainframe w/Polyamide subframe/fuel tank
Steering Head Angle: 27°
Triple Clamp Offset: 32mm (1.26 in.)
Trail: 1504mm (4.4 in.)
Wheelbase: 59.2 in.
Seat Height: 35.8 in.
Ground Clearance: 11.0 in.
Fuel Capacity: 3.4 gal.
Color: White/Blue/Yellow
Claimed Wet Weight*: 319.0 lbs.
* Weight includes the vehicle with empty fuel tank but with standard equipment and all fluids, including oil and coolant (as applicable).

The post First Ride: 2016 Husqvarna 701 Enduro appeared first on Dirt Bikes.

Husqvarna is enjoying a resurgent buzz that rivals Indian, the only difference being that, unlike the American iconic cruiser brand, the Swedish-born Husqvarna has never gone out of business in its 110-year existence as a motorcycle manufacturer. The two brands share similar stories in that both evoke passionate memories of glorious years at the top of their respective genres. And both brands pissed off a lot of their hardcore fans by fumbling the ball.

In the late 1960s and 70s, Husqvarna was the leader in off-road motorcycle sales, earning numerous motocross and off-road championships both in America and around the world. That all changed after a sale to Cagiva led to hard times. The Italians woefully mismanaged the Husqvarna brand in the late 1980s, which led to a wholesale abandonment of the brand by a legion of dyed-in-the-wool Husky fanatics. Husqvarna was tossed from its throne as king of the off-road world, seemingly never to recover.

But Husky never died. Instead, the brand languished for over 20 years, a shadow of its former self. While Husqvarna motorcycle production never ceased, Husky still endured its share of hard knocks, virtually disappearing in a America as constant apathy toward its US dealers by the parent company served as a grim reminder to Husky fans who “remembered when.”

Then, in 2007, Husqvarna got a huge boost when it was purchased by BMW, and Husky’s subsequent purchase by KTM appears to have put it on a healthy single-track to recovery. Husqvarna’s small team of North American executives all share a connection to the brand’s glory years, and they are dedicated to regaining some of the ground lost during the past two decades by pushing forward with an all-new line of KTM/Husaberg-engineered motocross, off-road and dual-sport machines. The 2015 Husqvarna FE 350 S and FE 501 S are the latest to emerge from Husky’s new Austrian digs.

Husky invited us to its North American headquarters, located right next door to KTM in Murrietta, California, to sample the FE 350 S and the FE 501 S, and after putting 100 miles on them, we’re happy to report that both machines more than uphold the honor of the brand’s illustrious Swedish crown logo.

The Gene Pool
The FE 350 S and FE 501 are more than just based on the versatile FE 350 and FE 500 off-road machines that Husqvarna debuted in 2014, they practically are those very models, adorned with the necessary lighting and emissions equipment to certify them for road use. Husqvarna says that the FE 350 S and FE 501 S models are meant to basically be fully capable off-road machines with turn signals, which should satisfy demands by experienced and hard-core off-road riders seeking uncompromised off-road thrills with the convenience of street-going capability.

The FE 350 S features the same KTM-designed DOHC, four-valve, four-stroke, single-cylinder engine architecture utilized by factory KTM riders such as Antonio Cairoli and Kailub Russell on their respective World Championship Motocross and AMSOIL GNCC title-winning motorcycles. Premium components abound in the form of its titanium intake and steel exhaust valves, DLC (Diamond-Like Coating) rocker arms, F1-style bridged box piston and Pankl connecting rod and crankshaft, the latter slightly heavier than the unit found in the race machines for improved tractability. The Pankl crankshaft also uses a plain big-end bearing with two force-fitted shells that run directly on the crankpin, which is pressure lubricated. Husqvarna says that this style of bearing allows for increased durability and longer service intervals.

The 350’s 349.7cc engine transmits its power through an innovative DDS (Damped Diaphragm Steel) clutch that uses a single steel diaphragm spring instead of traditional coil springs. There’s also an integrated damping system in the clutch to help ensure smooth control and a light lever pull to help the rider maintain optimal traction when the terrain gets really gnarly. Its wide-ratio six-speed transmission uses ratios designed to make the most of the 350’s high-revving power character, which Husqvarna intended to represent the best of both worlds: the torque feel of a 450cc machine combined with the light weight of a 250 to aid handling.

While the engines are derived from KTM, the Husqvarna line differs substantially in the chassis department from its Austrian sisters. Morphed from the now-defunct Husaberg brand, the FE 350 S and FE 501 S main frames are constructed of laser-cut chromoly steel and are fitted with innovative, cross-linked polyamide subframes. Polyamide is a high-tech, carbon fiber-impregnated material that is designed to offer excellent rigidity while offering more flex than aluminum or steel. The unique subframes house the airboxes and electronics while also providing an ideal grab handle. Husqvarna says that while it has only ever seen one subframe component suffer sufficient damage to warrant replacement (one of Husky’s factory riders went down while running wide open in a high-speed desert race), the beauty of the subframe’s multi-piece construction meant that only one piece needed to be replaced in order to make it as good as new. Try doing that with a one-piece aluminum subframe—it ain’t gonna happen.

The KTM connection has yielded more than just strong engines and chassis for Husqvarna. It has also facilitated the fitting of the latest and greatest from KTM’s premium in-house suspension firm WP. Accordingly, the FE 350 S and FE 501 S are fitted with CNC-machined triple clamps, 48mm WP 4CS four-chamber forks and DCC (Dual Compression Control) WP monoshocks. The Husqvarna’s differ from the KTMs in that their rear suspension is mounted to Husky’s one-piece cast aluminum swingarms via a progressive linkage rather than being directly mounted to the swingarm sans linkage like the KTMs.

Husqvarna says that the 4CS four-chamber fork represents the pinnacle of WP’s consumer suspension technology by offering the sophisticated capabilities of a closed-cartridge fork with the benefits of an open-cartridge design. Its clicker settings are easily adjustable via dials on top of the fork tubes–rebound (red) is on the right, while compression (white) is on the left. The WP DCC shock is fully adjustable, offering easy compression and rebounding damping tenability as well as preload adjustability. Both the front and rear are set up with spring and valving rates optimized for dual-sport riding.

Husqvarna has also fitted both S models with other swanky parts to maximize their utility on and off the trail. TrailTech’s well-appointed enduro computer comes standard on both, allowing riders to track speed, time and distance. Both machines also sport temperature-controlled cooling fans to keep air flowing through the radiators at slow speeds. The radiator layout is integrated with the chassis, and the radiator hoses route through the frames for better crash protection and a more efficient cooling system. Brembo hydraulic brakes, D.I.D Dirtstar rims and CNC-machined hubs are standard fare, as are heavy-duty skid plates and handguards—two parts that are accessory-only on the KTM EXC dual-sport models.

Let’s Ride
To demonstrate the capabilities of the FE 350 S and FE 501 S, Husqvarna Media Relations Manager Andy Jefferson led us on a 120-mile loop to and from Husky’s Murrietta headquarters through the tall pines of the San Jacinto Mountains to Idyllwild, California. Jefferson brought along a couple of off-road legends to help him, and both are certified Husky royalty—none other than nine-time AMA National Enduro Champion Dick Burleson and four-time AMA National Enduro Champion Terry Cunningham! Husqvarna is justifiably proud of its Swedish history, and recalling Burleson and TC to serve as ambassadors to the brand is only just the beginning of what we expect will be a massive homecoming call to its former racing heroes. Having Burleson and TC with us along made for a very memorable day in the dirt.

The route consisted of about 4000 feet of elevation change with plenty of fast fire road and rock-strewn two-track sections with silt beds reminiscent of the Baja 1000. Right off the bat, we learned that despite their shared engineering, the FE 350 S and the FE 501 S are two very different animals. Just as the difference in their relative engine displacement would suggest, the 350 is more of a revver, while the 501 capitalizes on its broader and more substantial torque curve. Whiles the 350 does make decent low-end torque, its 88mm bore and short 57.5mm stroke still emphasize 250cc-style thrust, so riding it effectively means keeping its motor spinning in the upper revs, with strict attention paid to fanning its light and linear clutch and rowing its six-speed gearbox. By contrast, the 501’s larger engine, with its squarer 95 x 72mm bore and stroke, offers a lot of grunt, and it is easier to lug along in a taller gear, requiring fewer shifts and only an occasional flick of the clutch lever to keep it churning. Both machines exhibit smooth and precise shifting performance, and both transmissions seem well matched to the respective power curves of the 350 and 501.

The real difference lies in their handling. What the FE 350 S yields in power to the FE 501 S, is more than made up for in its light and precise steering. While both machines share the same 58.3-inch wheelbase and 26.5-degree rake, the 350’s 242.7-pound claimed weight is just over 8 pounds less than the 501’s, but it feels like 20 when the going gets tight or the terrain gets slippery. Part of this difference is due to the 501’s heavier flywheel, which creates a little extra momentum that has to be compensated for when driving into a loose corner. We found that it was best to chop the throttle a little early to help keep the front end from washing out in flat and slippery corners whereas the 350 could just be stuffed into the same corner and it would stick like glue. The 501 also requires a little more steering with the throttle to exit corners. On the flip side, the heavier 501 is a tad more stable in a straight line over rocky or choppy trails sections.

High-quality Brembo brakes are mounted to the CNC-machined hubs of both machines, a 260mm rotor and two-piston caliper up front and a 220mm rotor and single-piston caliper out back. Both offer extremely strong braking, but some off-road riders might find them to be too grabby in off-road conditions. We say that’s simply a Brembo trademark. The brakes are extremely responsive to snatchy fingers and toes at first, but they are easy to get used to, and you’ll only appreciate them more once you do.

We definitely prefer the 501 to the 350 on the street. There, the 501’s broader torque and ample horsepower make rolling along at 70 mph a breeze, and there’s still plenty of reserve power on tap if you need to pass slower traffic. The 350’s motor is a bit of a buzzer at that speed, and that could be a real buzzkill if there are a lot of pavement miles between you and your favorite trails. It’s nothing to worry about on short commutes that don’t require a lot of sustained high-speed motoring, but we really appreciated the smoother feel of the 501 on the 55 mph+ highway sections along our route. The big motor’s user-friendly torque and looser gearing went a long way toward making the FE family’s true dirtbike ergos—and particularly firm seat—bearable when droning.

The bottom line here is that we learned there is no “one size fits all” when it comes to Husqvarna’s FE dual-sport machines. The FE 350 S is a blast to ride when the going gets tight and bumpy or the traction becomes non-existent. It handles like a scalpel, and its suspension is set up amazingly well right out of the crate. The FE 501 S will be a little more of handful in those same conditions, but it is more capable on the street, and its forgiving motor and stable chassis will endear it to less experienced off-road riders despite the weight penalty. Given our choice between the two, we would take a good, hard look at what kind of off-road riding we like to do and how many miles of pavement we had to pound in order to get to it, then we’d decide. If it was over 25 miles, we’d ride the FE 501 S, or we’d tuck the FE 350 S in the bed of our pickup truck. Either way, Husqvarna has introduced two awesome dual sports for 2015, and we’d be supremely stoked to own either one of them.

2015 Husqvarna FE 350 S Specifications
MSRP: $10,049
Engine Type: 349.7cc liquid-cooled, DOHC, four-stroke Single
Bore and Stroke: 88.0 x 57.5mm
Compression Ratio: 12.3:1
Fuel Delivery: Keihin EFI, 42mm throttle body
Ignition: Keihin EMS
Transmission: Constant mesh, 6-speed DDS (Dampened Diaphragm Steel) wet clutch
Final Drive: Chain
Front Suspension: 48mm WP 4CS inverted fork; compression and rebound adjustable, 11.8-in. travel
Rear Suspension: WP DCC (Dual Compression Control) fully adjustable single shock; 13.0-in. travel
Front Brake: Brembo hydraulic single-disc brake, 260mm
Rear Brake: Brembo hydraulic single-disc brake, 220mm
Front Tire: 80/100-21
Rear Tire: 140/80-18
Wheelbase: 58.3 inches
Seat Height: 38.1 inches
Ground Clearance: 13.6 inches
Fuel Capacity: 2.3 gallons
Color: White/Blue/Yellow
Claimed Wet Weight*: 242.7 pounds
* Weight includes the vehicle with empty fuel tank but with standard equipment and all fluids, including oil and coolant (as applicable).

2015 Husqvarna FE 501 S Specifications
MSRP: $10,249
Engine Type: 510.4cc liquid-cooled, SOHC, four-stroke Single
Bore and Stroke: 95.0 x 72.0mm
Compression Ratio: 11.8:1
Fuel Delivery: Keihin EFI, 42mm throttle body
Ignition: Keihin EMS
Transmission: Constant mesh, 6-speed DDS (Dampened Diaphragm Steel) wet clutch
Final Drive: Chain
Front Suspension: 48mm WP 4CS inverted fork; compression and rebound adjustable, 11.8-in. travel
Rear Suspension: WP DCC (Dual Compression Control) fully adjustable single shock; 13.0-in. travel
Front Brake: Brembo hydraulic single-disc brake, 260mm
Rear Brake: Brembo hydraulic single-disc brake, 220mm
Front Tire: 80/100-21
Rear Tire: 140/80-18
Wheelbase: 58.3 inches
Seat Height: 38.1 inches
Ground Clearance: 13.6 inches
Fuel Capacity: 2.3 gallons
Color: White/Blue/Yellow
Claimed Wet Weight*: 251.1 pounds
* Weight includes the vehicle with empty fuel tank but with standard equipment and all fluids, including oil and coolant (as applicable).

The post First Ride: 2015 Husqvarna FE 350 S and FE 501 S appeared first on Dirt Bikes.

In a day when even large-displacement heavyweight adventure bikes exhibit better handling than some of the bulky single-cylinder dual sport motorcycles of a decade ago, off-road riders seeking a hybrid machine with cutting-edge off-road performance now have solid choices in the Dual Sport marketplace, and the KTM 500 EXC and Beta 520 RS are right at the top of the list.

Born and bred in Austria, KTM’s 500 EXC is widely regarded as the current king of the mountain in the Open dual-sport class. But, Beta, a tiny Italian company with a reputation for building World Championship-winning trials bikes, is now taking heavy swings with some sharp (and sexy) off-road axes in attempt to chop down the Austrian giant in every off-road category where the two compete. Luckily for us, and thanks to the 520 RS, that includes the hard-core dual-sport category.

Euro Powerhouses

The Beta also features dual oil pumps, but it features separate oil chambers for the crankcase and transmission, while the KTM circulates the same oil through the engine and transmission. Both have smooth-shifting six-speed transmissions, and both come with silky and linear-feeling hydraulic clutches. But these two are miles apart when it comes to their fueling systems. The Beta still uses a good old-fashioned Keihin FC-39 (39mm) carburetor while the KTM sports a more modern Keihin EFI system with a 42mm throttle body.

While there is no malice between the two companies that we know about, each representative politely warned us to watch out for little “tricks” used by the other guy to improve their vehicle’s chances. One manufacturer warned us to make sure that the other’s bike had all of its smog-legal equipment hooked up, while the other pointed to a string of things that its rival is purported to do in order to give its bike the edge. Just goes to show you how close these two machines really are.

Full disclosure: our test KTM 500 EXC was delivered with two deviations from completely stock, and not by our choice. The first was a significant change in gearing that equated to adding six teeth to the rear sprocket to yield shorter gearing than stock. The other change was that KTM’s tech services team took the time to balance the front wheel so it would track more smoothly on high-speed pavement. Our test Beta 520 RS, on the other hand, was stone-stock as far as we could tell, a CARB-legal unit designated for California and complete with the evaporative canister and all of its breather hoses in the right places.

Funny thing, the Beta 520 RS engine turned out to be our favorite of the two whether we were on the trail or on the street. Despite its bigger bore and shorter stroke, its carburetor-fed engine is slightly less responsive and not as quick-revving as the KTM 500 EXC’s, but its power character is smoother overall, with an extremely tractable low-end pull that transitions seamlessly through a potent midrange before gently signing off near the Beta’s 9100-rpm rev limiter. Its brawny pull allows the rider to hold the same gear a long time, even with its tallish stock gearing. In fact, Motorcycle.com Editorial Director Sean Alexander noted that it reminded him of the old Honda XR four-strokes on which he grew up, and we have to agree. Rest assured, the Beta is a whole lot lighter, quicker and more powerful, and it revs much higher than any Honda XR ever did, but the impression only underscores just how the Beta’s heavier-feeling flywheels smooth its power delivery. It is one of the most user-friendly Open-class off-road engines we’ve ever experienced, but it also has an edge to it that’s the hallmark of any good race motor. We really do love it.

The KTM motor is very electric in its power delivery despite being a modern high-winding, state-of-the-art, off-road four-stroke Single. Its flawless fuel-injection gives it a linear and lightning-quick throttle response that is snappier than the Beta’s, and it revs even more quickly, (plus another 500 rpm higher) than the Beta. Yet despite its modified gearing, the KTM didn’t necessarily deliver a more powerful forward lunge when the throttle was cracked open. That’s because the KTM motor’s forte is a broad midrange that transitions seamlessly into its top-end rush. Conversely, its low-end isn’t all that potent-feeling. No wonder KTM delivered it to us with shorter gearing.

Based on our seat-of-the-pants feel, we were convinced that the Beta 520 RS would be the horsepower champion between these two bikes. However, our trip to the dyno, where gearing isn’t a factor, revealed just the opposite. The KTM 500 EXC not only delivered more peak horsepower and torque than the Beta, but its spread of power above 30 lb.-ft. was also broader. The KTM motor churns out 50.2 rear-wheel horsepower at 8,800 rpm with 34.1 ft.-lb. occurring at 7,100 rpm and staying above 30 ft.-lb. from 5,300 rpm all the way to 8,700 rpm. Though slightly down in the numbers game, and 2.5% down in displacement, the Beta compares quite well with the KTM, with 48.2 rear-wheel horsepower at 8,300 rpm and 33.7 ft-lb. of peak torque occurring at 7,400 rpm, while staying above 30 lb.-ft. from 5,800 rpm to 8,400 rpm.

The Beta’s engine is even more superior on the road, thanks to its lower vibration levels. The KTM transmits more buzz through the handlebar, which makes it less comfortable at continuous throttle settings, such as when cruising at 70 mph on the freeway where its lowered gearing forces the revs up. There is a little more zip in the KTM’s motor, but it dosen’t necessarily feel more powerful than the Beta—the KTM’s fuel-injected just engine runs a little cleaner.

Our test crew was unanimous that, while both machines have six-speed transmissions and hydraulically activated clutches, the Beta deserves the nod for its slicker-shifting gearbox. We missed a few shifts on the KTM. We didn’t miss any on the Beta.

Chassis: Which Handles Better?
As good as the Beta engine is, the KTM 500 EXC turns the table when it comes to chassis and handling of these two big-bore dual-sports. Both feature non-perimeter chromoly steel chassis with removable subframes and aluminum swingarms, but their chassis numbers differ slightly.

The KTM rides on a 58.3-inch wheelbase and places 48.4% of its 266.4-lb. wet weight, or 128.9 lbs., on its front wheel (give or take a few ounces for KTM’s sneaky wheel balancing job). On the trail, the KTM feels like a featherweight, with effortless, precise turning manners regardless of how rough or loose the terrain. With its 26.5-degree rake and 4.3-inch trail, the KTM requires little more than a nod of the rider’s head to change direction quickly, and it yet remains arrow-stable at high speeds, even on the most whooped-out trails.

Beta has a World Championship-winning heritage when it comes to building trials bikes, so we had no doubt that the 520 RS’s steering would be even more precise than the KTM’s. We were disappointed. The Beta’s wheelbase is only slightly longer, at 58.6 inches, but it’s also nearly 11 lbs. heavier, weighing 277.1 lbs. And while it places less of its weight by percentage on the front wheel, 47.8%, that equates to 132.5 lbs., or 3.6 lbs. more than the KTM. Beta claims a rake of 26.2 degrees and 4.7 inches of trail for the 520’s steering geometry.

Regardless, the 520 RS requires more effort to turn than the KTM. We wouldn’t call it cumbersome, but the extra effort required is especially noticeable when traversing rocky single-track trails or deep desert sand, where the Beta’s front end tends to plow and wander at slower speeds. By contrast, the KTM is laser-like in its steering accuracy at any speed.

There might be another factor in play here than just steering geometry, however. The Beta’s stock, DOT-legal Michelin Enduro Comp front tire has small and widely spaced knobs that clearly hurt its overall grip on our desert sand test loops.

Of course, the difference is far less noticeable on the street, as both bikes handle like dirtbikes on pavement–or a bit out of their element. Their skinny 21-inch front hoops and DOT knobby tires make them twitchier than the typical streetbike with 17-inch wheels and meaty radials. However, the Beta’s wheelbase and extra front end weight help give it a slightly more planted feel than the KTM.

Both of these machines handle great, but the KTM wins the handling category by virtue of its lighter steering and its capabilities in a wider range of speeds and in more diverse conditions than the Beta.

Suspension Sweepstakes

Both of these on/off-road warriors feature 48mm inverted open-cartridge forks clamped in aluminum triple clamps. KTM’s suspension subsidiary, WP, has even more sophisticated closed-cartridge units in its arsenal, but KTM’s North American arm continues to request that the 500 EXC be spec’d with the older open-cartridge units because its R&D team feels that they offer a more supple ride over small bumps than the closed-cartridge forks while not sacrificing control during high-speed G-outs. The 500 EXC’s WP 4860 fork features adjustable compression and rebound damping while delivering 11.8 inches of front wheel travel.

Although its motocross machines have returned to rising-rate linkage rear ends, KTM has practically perfected off-road suspension with its proprietary Progressive Damping System (PDS), and the 500 EXC’s rear end makes use of this non-linkage technology. Its fully adjustable WP 5018 piggyback reservoir monoshock mounts directly to the swingarm and offers 13.2 in. of rear travel, 1.8 inches more than the Beta.

Our testing revealed that dialing in the rear suspension is critical to getting optimum performance and handling out of the front. The Beta’s rear definitely influences its steering to a greater degree than the KTM. As delivered, our 520 RS test bike was set up with 100mm of rear suspension sag with a rider aboard, but that gave it a mushy feel at speed as the rear shock would collapse through big bumps far too easily for our tastes while also making the bike steer like a chopper. Adding preload helped tremendously, bringing the Beta much more level with KTM in terms of overall suspension quality.

But while the Beta’s suspension is very good, it does not yet match the KTM’s overall plushness, especially over smaller bumps and rocks where the KTM delivers a Cadillac ride and cushions big blows, like full compression jump landings or pounding through whoops. And the KTM does so with tremendous composure.

On the street, the Beta’s ride quality is slightly superior to the KTM’s, as its initial stiffness makes it less likely to pogo through road undulations or transfer weight too quickly on acceleration or during braking, but when considering both sides of the fence, dirt and street, the KTM still holds the advantage here.

Brakes and Other Stuff
Both machines feature similar braking hardware, 260mm front and 240mm rear wave rotors clamped by twin-piston front and single-piston rear calipers, and these binders are just another example of the high-quality componentry that abounds on both bikes. The KTM’s brake package is all-Brembo, while the Beta’s brakes are sourced from Nissin (calipers) and Galfer (rotors).

The KTM’s brakes are superb, delivering dirtbike-style braking performance and character on- and off-road. That is to say they’re extremely linear and feel supremely powerful in off-road conditions while at the same time requiring more effort at the lever to approach anything close to a one-G stop on the pavement. They rule in the dirt, yet they’re more than adequate on the street.

However, street-oriented riders will undoubtedly like the Beta’s braking performance even better than the KTM’s because its front brake has a strong initial bite, while its rear brake is hard to lock up, which practically eliminates the potential for an unwanted skid in the event of a panic stop. But even after we dialed back the leverage at the master cylinder by twisting out the adjuster knob on the Beta’s brake lever – a nice detail, we might add – we weren’t able to get the Beta to match the KTM’s linear feel in the dirt. The Beta’s front brake comes on too strong initially, while its rear brake tends to be rather mushy at the pedal. The Beta’s brakes are good, but the KTM’s are better.

Both bikes also ride on identically sized rims and D.O.T.-legal tires, with 21-inchers up front and 18-inchers out back. At the end of the day, we preferred the KTM’s Maxxis Enduro 90/90-21 front and 140/80-18 rear tires to the same-sized Michelin Enduro Competition tires on the Beta, primarily because the Maxxis tires have larger knobs and tighter lug spacing that offered noticeably superior traction in the California desert.

Couch Potatoes and Video Games
Any time you have a motorcycle saddle that can make a KTM seat feel like a sofa, that’s an issue. Lurking underneath the Beta’s beautiful two-tone red and black seat cover must be the hardest foam in the universe. We experienced severe “numb bum” after just 70 miles in the 520 RS’ saddle. Its sharp-edged contour is also a source of irritation, although we do appreciate the added utility of the small-windowed case at the front of the saddle. Larger riders will appreciate the Beta’s roomy ergonomic layout, while shorter riders will probably also dig its slim feel. The Beta’s 37-inch seat height is also more than an inch lower than the KTM’s 28.1-inch height, which could make a difference when straddling uneven terrain.

It’s too bad, because, except for its seat, the Beta has a roomier and generally better overall ergonomic feel than the KTM. Its mid-section is a slimmer, and when the rider is standing over the Beta on the pegs, it feels like one of the company’s world-class trials bikes in that there is almost nothing felt between the rider’s legs. Most of our testers also preferred the reach to and the bend of the Beta’s aluminum handlebars more than the KTM’s.

The Beta’s instrumentation blows the KTM’s into the weeds in terms overall cool tech. Betas come equipped with Trail Tech’s awesome Voyager GPS/speedometer unit, which gives the rider a powerful array of functions, including a GPS, speedometer, bar-graph tachometer, tripmeters, clock, engine temperature, compass, altitude, ambient temperature, an hour meter and a volt meter. The Voyager can also readily accept GPX files through a micro SD memory card slot on its right edge, making it easy to download pre-calculated riding routes to its map display. During daytime riding, we appreciated just how easy it was to keep tabs on our speed and trip distance thanks to the Voyager’s large LCD screen. The Beta’s Trail Tech Voyager GPS/instrument panel is one of our favorite highlights on the 520 RS. It’s flat awesome!

The KTM’s compact LCD instrumentation also offers a wealth of functions as well, including a digital speedometer, odometer and tripmeter functions as well as a standard clock and average speed function along with more competition-oriented features such as a lap timer, a mileage meter and a stopwatch function for enduro competition. However, its screen is sensitive to the position of the sun during daytime rides, which sometimes makes it hard to read.

After Dark

Viewing the instrumentation on both bikes at night also revealed a substantial difference in visibility as well. Whereas the KTM’s narrow viewing screen can be difficult to read, the Beta’s Voyager unit is generally easier to see. However, at night the KTM’s screen offers superior backlighting to make monitoring vehicle speed and other functions much easier at a glance than the Voyager display, which isn’t nearly as bright.

A Few Details
When it comes time to gripe, it could be argued that neither of these machines is properly equipped for extreme off-road use. Close, but not quite. The KTM 500 EXC comes standard with excellent handguards, a must for woods riding. The Beta 520 RS doesn’t, but the Beta comes with a durable aluminum skid plate to protect its engine cases and side covers, and the KTM doesn’t. We found this out the hard way as pounding through the rocks left both side covers of our 500 EXC test unit leaking oil, which forced us to dig the JB weld out of our emergency kit and apply a couple splotches before we could ride it again. Both machines offer the respective missing pieces as accessory catalog items, but we have a hard time accepting why they aren’t fitted from the get-go. If forced to choose between the handguards or the skid plate, though, we would rather have the skid plate every time.

The Beta’s riding enjoyment is interrupted by its smallish 2.1-gallon fuel cell. That might not be so bad if it had EFI for more-precise fuel metering, but our carb’d 520 RS was far thirstier than the fuel-injected KTM, delivering an average of 53.5 mpg for an estimated total range of 112 miles between fill-ups. The Beta is however fitted with a reserve petcock, so at least the rider isn’t completely SOL when it starts gasping for fuel. The KTM’s EFI is paired with a larger 2.4-gallon tank to offer better fuel economy and substantially better range, the 500 EXC averaging 58.1 mpg for an estimated range of 139 miles.

Both machines are equipped with electric start plus a kickstarter for a back-up. We only ever needed to use the kickstarter on the Beta, as its tiny battery balked under the strain of multiple stops and starts while performing a photo shoot out on the trail, leaving us without enough juice to spin the starter.
If this were a beauty contest, the Beta would win, hands-down. The Italian machine screams “Sexy!” and always seemed to draw attention wherever we rode it. There’s just something about that sleek bodywork and stark white with red and black accents and those bright red frame tubes that elevate the heart rate. Face it, the Beta looks as sexy as an Italian beauty queen. Its stylish bodywork and red chassis offer enough visual eye candy to quicken the pulse. If Bimota made dirtbikes, this is what they would look like.

On the other hand, the KTM 500 EXC looks like, well, every other KTM, sort of. The orange, white and black EXC isn’t homely, but it can’t hold a candle to the Beta’s exotic looks. To be fair, KTM places substance over style, but there’s nothing wrong with a little bit of sex appeal, is there?

And The Winner Is…
Beta has worked very hard to bring the 520 RS up to par with the class-leading KTM 500 EXC, and if we were the Austrians, we would start sweating a little. The 520 RS comes very close without mimicking the KTM’s vibe, but it misses the mark by the slimmest of margins. It has an awesome engine, sexy looks, great ergos and value-packed instrumentation, but its suspension and chassis that simply need more refinement if it is going to truly topple the KTM from its throne.

Sure, KTM tried to stack the deck with its unsolicited gearing adjustment, but in the end that didn’t really help the KTM nor hurt the Beta in our judgment. The KTM 500 EXC’s sweet-handling chassis, superior suspension quality and linear brakes are enough to keep it ahead of the slower-handling, stiffer-suspended and heavier Beta 520 RS—for now. Since the two perform similarly on the pavement, albeit with different character, the KTM’s chassis and suspension simply make the difference in the dirt, where it counts, as dirt-riding is the reason most people buy this class of dual-sport in the first place.

The KTM 500 EXC is the not-so-clear winner in this battle, but we love the Beta 520 RS, and have no doubt Beta is going to continue to improve it. If Beta makes the right tweaks to the 520 RS, it will be game on again in 2015.

Specifications

2014 Beta 520 RS
MSRP: $9799
Engine: Liquid-cooled four-stroke single, DOHC four-valve head
Displacement: 497.9cc
Bore x stroke: 100.0 x 63.4mm
Horsepower: 48.2 hp @ 8300 rpm
Torque: 34.1 lb.-ft. @ 7400 rpm
Compression ratio: 12.0:1
Fueling: Keihin FCR 39mm carburetor
Ignition: DC-CD w/variable timing
Clutch: Hydraulically activated clutch
Transmission: Six-speed
Final drive: Chain
Frame type: Chromoly steel w/removable subframe; aluminum swingarm
Front suspension: Inverted Sachs TFX 48mm, adjustable compression and rebound; 11.4 in. of travel
Rear suspension: Sachs fully adjustable monoshock w/piggyback reservoir, 11.4 in. of travel
Front brake: Nissin two-piston caliper w/Galfer 260mm wave-style disc
Rear brake: Nissin single-piston caliper w/Galfer 240mm wave-style disc
Front tire: Michelin Enduro Comp, 90/90-21
Rear tire: Michelin Enduro Comp III, 140/80-18
Wheelbase: 58.7 in.
Rake/trail: 26.2/4.7 in.
Seat height: 37.0 in.
Ground clearance: 12.6 in.
Wet weight: 277.1 lbs.
Fuel capacity: 2.11 gal.
Color: White, Red & Black

2014 KTM 500 EXC
MSRP: $10,099
Engine: Liquid-cooled four-stroke single, SOHC four-valve head
Displacement: 510.4cc
Bore x stroke: 95.0 x 72.0mm
Horsepower: 50.2 hp @ 8800 rpm
Torque: 34.1 lb.-ft. @ 7100 rpm
Compression ratio: 11.8:1
Fueling: Keihin EFI w/42mm throttle body
Ignition: Electronic w/digital adjustment
Clutch: Hydraulically activated DDS (Damped Diaphragm Steel) clutch
Transmission: Six-speed
Final drive: Chain
Frame type: Chromoly steel w/removable subframe; aluminum swingarm
Front suspension: Inverted WP 4860 48mm, adjustable compression and rebound; 11.8 in. of travel
Rear suspension: WP 5018, fully adjustable monoshock w/piggyback reservoir, 13.2 in. of travel
Front brake: Brembo two-piston caliper w/260mm wave-style disc
Rear brake: Brembo single-piston caliper w/240mm wave-style disc
Front tire: Maxxis Enduro 90/90-21
Rear tire: Maxxis Enduro 140/80-18
Wheelbase: 58.4 in.
Rake/trail: 26.5/4.3 in.
Seat height: 38.1 in.
Ground clearance: 13.6 in.
Wet weight: 266.4 lbs.
Fuel capacity: 2.4 gal.
Color: Orange, White & Black

The post 2014 Dual Sport Comparison: Beta 520 RS vs. KTM 500 EXC appeared first on Dirt Bikes.