Dear Ryan Adams,

Just wanted to drop a quick note to say thanks that your vacation plans totally shat on your chance to compare Husqvarna’s all-new entry into the Middleweight Adventure Touring category, the 2022 Husqvarna Norden 901. I know how you were looking forward to traveling to the Azores to sample what might be a game-changer for the Swedish-turned-Austrian brand, which has experienced a remarkable renaissance under the wing of PIERER Mobility AG.

Frankly, dude, other than not having to endure pissing-down rain on the first day, you missed out.

Now, I know you might think, like a lot of ADV hardcores, that the Norden 901 is just a gussied-up version of the KTM 890 Adventure R you sampled back in February, but it just ain’t so. Husqvarna has arguably taken the Katoom’s basic architecture and hyper-refined it with, dare I say, a gentlemanly character. As a result, the Norden feels quite different from your beloved 890 Adventure R. It’s an ADV machine that should appeal to a more diverse crowd than the KTM. It isn’t the ultimate hard-edged off-road steed. The Norden 901 can chew the same dirt as its KTM cousin, just not in the same way. It favors a slightly less frenetic pace off-road, while offering greater comfort during long stints on the highway. According to Husky officials, that was the goal from the start.

What’s the same?

Of course, the Norden 901 and the 890 Adventure R share a lot of the same technology. Yes, the Norden 901 packs the same 889cc parallel-twin engine in the same chrome-moly steel frame as the 890 Adventure R. Its engine is tuned identically to the KTM, which produced 92.5 hp at 8,300 rpm and 64.1 lb-ft. at 7,100 rpm. Comparison to the KTM is inevitable, but get over it.

Besides, you already know the magic of the Norden’s motor. Smooth as silk and oozing torque everywhere except maybe at the very top of the rev range, the Norden can practically help you move a mountain, let alone negotiate its curves and inclines. Its dynamic and responsive Dell Orto throttle bodies and EMS allow you to dial up the precise amount of power for just about any obstacle in your way. You can almost lug the engine low enough to count the cadence of every firing stroke, or you can scream it very close to the rev limiter. It simply produces whatever thrust you need. Magnificent!

Like I said before, Ryan, the first of our two days of riding the Azorian island of San Miguel was a real soak-fest. At first, I thought it would suck having to guide the 498-lb (fully fueled) Norden 901 along the island’s narrow and curvy roads. Topped with wet asphalt, and worse – the snottiest of slick cobblestones I’ve ever experienced, these surfaces definitely put the Norden 901’s plethora of rider-aid electronics to the test. Accessible through Norden’s excellent new 5-inch TFT display (not the 7-incher found on the KTM 1290 Adventure as some surmised), the package includes three standard riding modes (Street, Rain, Off-Road). There’s also an optional Explorer mode if you really want to get jiggy with it in the outback. In addition, the Husky is equipped with the same switchable Bosch Cornering ABS which utilizes Street and Off-Road modes and the handy Cornering Motorcycle Traction Control (MTC) with nine levels of intervention (plus off) at your fingertips.

With traction at a premium, I played around with the Norden’s electronics and ultimately found bliss in Off-Road mode with the MTC set at 3 (9 is the highest level of intervention) and turning off the rear ABS. Explorer would’ve been the right call in wet, tacky conditions, but rear wheelspin was just a bit too much in the slick conditions. Conversely, Street mode curtailed the thrust a little too much. And Rain mode? It might as well be called Ice mode because it freezes the Norden’s peak power delivery at 82 horsepower. I simply don’t see where a competent rider would need that much intervention, but it’s there if you do need it. Training wheels aren’t included…but the point is…you can dial in a practical power setting for any conditions you encounter on your own adventure. The Norden always has your back.

And what’s different?

Alas, my dear Ryan, there are componentry differences that separate the Norden 901 from its KTM counterpart where it comes to ultimate off-road mastery. The most obvious of these is the suspension. Husqvarna opted to fit the Norden with a 43 mm WP APEX fork rather than the WP XPLOR-USD, 48 mm fork on the 890 Adventure R. It’s a fully adjustable separate-function fork, housing the compression damping in the left leg and the rebound damping in the right. That said, the APEX’s 8.8 in. (220 mm) of travel is a full 0.8 in. (20 mm) shorter than the EXPLOR’s 240 mm. Likewise, the Norden’s WP monoshock isn’t nearly as trick as the 890 Adventure R’s. It’s still a direct-link system, but with no PDS or piggyback reservoir and no compression adjustability either. However, Norden’s shock does get a handy preload adjuster knob. I’m told the ’21 890 Adventure R didn’t have that, but I guess we’ll see what happens in 2022, huh?

Husky officials told me they were willing to sacrifice a bit of off-road prowess for an added measure of on-road comfort on the Norden. True enough, the Norden delivers a plush and supple ride on asphalt, concrete, or cobblestone. My test bike was a little jouncy with the stock settings, but that was quickly cured with a one-click increase in compression up front and two additional clicks of rebound front and rear. With that, the next 200 miles were controlled and comfortable, no matter how bumpy the serpentine ribbon that lay ahead.

It was a little different matter when the pavement ended, however. The Norden can be dialed in to handle some rough country, but that 20 mm loss of travel is most noticeable when you push the pace. It’s not difficult to blow through the travel if you happen to hike the big Norden into the air, here or there. Said landings usually result in bottomed-out suspension front and rear, but nothing more. The Norden’s chassis maintains its composure, so you don’t have to worry about being thrown into a headshake condition. Still, that suspension clank is a polite reminder to dial back your aggression a little bit.

Whether you do or you don’t, though, the Norden 901 chassis is unflappable. It steers lightly and offers excellent feedback over whatever terrain you choose. It doesn’t feel too long or too short, and it places its poundage well enough that the only time you feel like you’re on a big bike is just before you let out the clutch. Even sliding the rear end is no big deal as long as you aren’t applying a lot of whiskey throttle. The Norden is as predictable and friendly as your grandma’s rocking chair.

The Norden 901 also gets an entirely different rotationally molded fuel tank in the interest of placing the go-juice in a more Cg-friendly location and to better complement that oh-so-sexy Norden bodywork. The result is a tank that is wider at the top and tucked in at the bottom for a slimmer profile. C’mon, Ryan. Can you really say you’ve ever seen a KTM that looks this good? The change costs some capacity, but the Norden 901 can probably make do with just a little over 5 gallons compared to the KTM’s 5.3. Husqvarna says you’ll still get over 248 miles of range between fill-ups. God knows that the Norden 901 can still hold out longer than you can before you start craving your favorite gas-station beef jerky. I should also mention that the fuel cell plays a part in the Norden’s excellent ergos, giving the bike a rather slim-waisted feel.

But the most critical part, the one that really separates the Husqvarna Norden 901 from the KTM 890 Adventure R, is the seat. If the Norden’s two-step adjustable saddle were the only difference between the two models, you’d probably swear you were riding two different bikes. Husqvarna fiddled with varying densities of foam until they got the one that would make the baby bear shed a tear. It’s just right! Slim enough to provide a tremendously narrow feel at the Norden’s waist when seated or standing, it tapers into a wide, almost tractor pan-like profile that allows you to scooch back and enjoy a relaxing ride all day long. It just goes to show that the Mattighofen crew does possess the talent to engineer a seat that doesn’t make you feel like you’re sitting on a sharp-edged 2 by 4.

The Norden’s braking components are by J. Juan. Lest you decry the lack of Brembos, know that these Spanish-made brakes are part of the Brembo group, so there’s little room to doubt their quality. Up front, four-piston, radially mounted brake calipers and two 320 mm brake discs apply plenty of whoa in concert with a 260 mm brake disc actuated by a two-piston floating caliper. Feel and feedback are excellent at both ends, and you can dial in power to your liking by simply experimenting with the available ABS settings. Easy peasy.

What needs to change?

Was there anything I didn’t like about the Norden 901? Yeah, as a matter of fact, there was. I can appreciate that the Husky comes standard with the Easy-Shift function, affording the ability to bang upshifts and downshifts without disengaging its smooth-and-precise Power Assist Slipper Clutch (PASC). The problem I had wasn’t with the system’s functionality but rather the Norden 901’s shifter. Unless you have boots with very little plastic and/or a fair measure of ankle articulation, you’ll probably find the shift lever arm to be too short and its location too low. With my Alpinestars Tech 5s I had a hell of a time getting comfortable, consistent upshifts, and I hit more than a few false neutrals along the route. Otherwise, the shifts were peanut-butter smooth when I got them right, and even if I shifted too early, the Norden 901 motor always made enough torque to take up the slack.

And there’s one change I’d make if I really wanted to try and get the Norden 901 on a slightly more level playing field with the KTM 890 Adventure R: tires. If I knew that my adventures would include a lot of dirt, I’d take off the Norden’s Pirelli Scorpion Rally STRs and swap them with a set of Continental TKC 80s. The Contis are still the gold standard in Adventure bike tires, and the off-road grip they provide would be a better match for the Norden’s power, particularly when cornering.

After that, it would just be a matter of accessorizing the Norden to my liking. Fortunately, Husqvarna is already offering a bunch of cool add-ons, such as a taller windscreen, Touratech aluminum side cases and top case, or Husqvarna soft cases. There’s also a suspension lowering kit that drops the seat height another 22 mm without affecting the Norden’s riding dynamics; heated seats; heated grips; and an Akrapovič titanium muffler that shaves weight and doesn’t require any ECU tuning.

Husqvarna is also developing a Ride Husqvarna Motorcycles app that lets you connect a smartphone to the Norden 901 via Bluetooth. The app gives you complete control over incoming calls, audio playing, and offers turn-by-turn navigation viewed through the TFT display. Operation is via the handlebar-mounted menu switch.

What’s the bottom line?

At $13,999, the Husqvarna Norden 901 is set to hit the ground as a reasonably priced machine that checks all the boxes for all but the most dirt-crazed riders. It may not eclipse the 890 Adventure R when the going gets really rough, but it more than makes up for that with superior comfort over the long haul. In fact, it might just be the best all-around ADV bike on the market in 2022. Time will tell.

The post 2022 Husqvarna Norden 901 Review – First Ride appeared first on Dirt Bikes.

But exactly what’s the difference between a motocross boot and an enduro or off-road riding boot? It’s the sole.

Top-of-the-line motocross boots will often have a smooth sole that works best on race tracks where a rider may spend most of his or her time actually sliding the sole on the ground while railing through flat or bermed corners. The likelihood that the rider would ever have to paddle along a rutted single-track or actually stop, get off and push his or her dirt bike up a steep, slippery slope is extremely remote. These same motocross boots will also often be designed for the utmost in protection to prevent the types of leg injuries that occur in motocross, such as extreme impacts from a botched jump or contact with another motorcycle in close proximity.

The best dirt bike boots for off-road racing, enduro or trail work will still feature excellent impact protection, but they will often be designed to provide a little more flexibility in the calf and ankle areas to facilitate walking or paddling. More importantly, there outsoles will usually feature a waffle-style tread pattern to give the foot more traction, which is so often necessary in the off-road environment.

Can you use motocross boots for enduro riding? Of course, but the added flexibility and traction makes a difference.

With that in mind, we picked out five examples of the best dirt bike boots for enduro and off-road riding. Many of these models offer the same protection features as their MX counterparts, with most of them featuring safety design work that was once considered state-of-the-art for motocross. Even better for off-road and trail riding, however, they have the right soles for their intended application. And, best of all, some of these off-road models won’t cost you an arm and, well, a leg.

5. Fox Racing Instinct X

Fox Racing says that its Instinct X boot is spawned from its championship-winning Instinct motocross boot but features refinements based on input by enduro and off-road racing legend Taddy Blazusiak. Ol’ Taddy’s suggestions are used to give the Instinct X improved comfort for both walking and riding. Starting at the bottom, the Instinct X features Fox’s exclusive Duratac rubber compound with a large, open lug pattern on the sole for better traction when the rider is navigating challenging obstacles. Full coverage at the toe box provides added protection without hindering shifting and Fox’s patent-pending buckle system offers easy entry and exit. Other features include a hinge lockout system designed to stop motion before hyperextension and a slim medial design with a Duratac burn guard that helps the rider grip the bike.

Shop for the Fox Racing Instinct Off-Road boots here

4. Alpinestars Tech 3 Enduro

One of two Alpinestars boots on our short list of best dirt bike boots for enduro and off-road use, the Tech 3 boot is claimed to be ideal for beginners but more than suitable for experts, offering maximum value and performance in a boot that costs less than $250. With its contoured TPU shin plate, reinforced leather rear plate and extended inside and outside guards, the Tech 3 provides external protection that exceeds many of its competitors’ offerings. Internal shock-absorbing padding protects ankles, while Action leather and front/rear accordion panels allow for a boot that boasts a low break-in time. As with all of Alpinestars motocross boots, the Tech 3 is CE certified and features replaceable soles and buckles. The Tech 3 features Alpinstars’ exclusive all-terrain high grip rubber compound sole with a contoured stainless steel shank and steel sole guard. An extended gaiter at the top of the Tech 3 also helps prevent water entry.

Shop for the Alpinestars Tech 3 Enduro boots here

3. Thor Blitz XP

Thor replaced the Blitz with the Blitz XP for the lowest-priced model on our best dirt bike boots for enduro or off-road use. The Thor Blitz XP is built to offer plenty of integrated protection that includes a pre-curved injection molded shin plate, a large synthetic calf overlay, and an injection-molded anti-abrasion medial plate for shift protection. Comfort is a high priority with this boot, and the XP offers such features as a secure four-buckle closure (the Blitz only had three), moisture-managing mesh liner and a flexible but grippy uni-directional outsole with a steel shank insert and toe cap.

Shop for the Thor Blitz XP boots here

2. Sidi Crossfire 2 SRS

Sidi’s Crossfire 2 SRS is a perfect example of a boot that boasts impact protection features that were once considered to be top of the line for the Italian manufacturer, and the boot has been such a popular seller that Sidi can’t see discontinuing it. That’s good news for off-road riders, as the Crossfire 2 SRS’ easily replaceable soles can be swapped for the company’s E1 Enduro sole or even its Supermoto sole, making this a versatile choice. Laminated 3mm thick Technomicro is used as the base material in all areas, and the Crossfire 2 SRS features a calf plate system with an inner double-adjustment that expands to fit even the largest calf. The insoles are made of nylon instead of what Sidi calls a a “dangerous steel shank,” and a rigid, shock-resistant, anatomically shaped heel is designed to hold the rider’s foot firm and resist twisting while offering maximum protection. The Crossfire 2 SRSis lined with anti-abrasion Cambrelle in the foot area while the upper is lined with Teflon mesh which prevents complete absorption of water and sweat.

Shop for the Sidi Crossfire 2 SRS boots here

1. Alpinestars Tech 7 Enduro

Alpinestars knows that slick MX soles just don’t work in the off-road environment, so it created the Tech 7 Enduro Boot to address the needs of enduro and off-road riders. Alpinestars engineers designed a special compound sole to provide ATV and enduro riders excellent durability, grip, feel and a high level of structural rigidity. On top of the redesigned sole is a boot with all the features that make the Tech 7 great, such as a biomechanical pivot for ankle protection. The Tech 7 chassis has been designed to give complete feel and optimized interaction with bike controls, and its buckle system is designed to allow easy, precise closure. Other features include an pper constructed from innovative microfiber material that is claimed to be flexible and abrasion resistant. The upper material is reinforced with PU for high levels of water-resistance and durability and improved weight-saving performance.

Shop for the Alpinestars Tech 7 Enduro boots here

This post was originally published December 12, 2017

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The post Best Dirt Bike Boots for Enduro and Off-Road Riding appeared first on Dirt Bikes.

What is Cyber Monday?

After brick-and-mortar stores began introducing special sales on the Black Friday, the day after Thanksgiving, online retailers extended the concept into the following Monday with another day of deals, now known as Cyber Monday. For 2019, Cyber Monday falls on Dec. 2.

If you liked our Top 5 Black Friday Dirtbike Deals, here’s another Top Five Cyber Monday Dirtbike Deals for your shopping pleasure. These deals are sure to go fast, so if something piques your interest, it’s a good idea to jump on the links below and check stock before it’s gone. Happy holiday hunting!

5. Bell MX-9 MIPS Helmet

Revzilla is running a bunch of Cyber Monday DirtBike Deals, and the Bell MX-9 MIPS Helmet can make a great gift!

When the moto gets intense, Bell’s Velocity-Flow ventilation system moves tons of cool air in, and warm air out to keep you comfortable. The Bell MX 9 Helmet packs a moisture-wicking liner that is designed to channel air where you need it and is fully removable and washable.

The Bell MX-9 MIPS Helmet offers the following features:
– MIPS Multi-Directional Impact Protection System for dramatically improved rotational impact energy displacement
– Lightweight polycarbonate shell
– 3 shell sizes
– SM: XS and SM Helmets
– MD: MD and LG Helmets
– LG: XL and 2XL Helmets
– Velocity-flow ventilation system for cooling and comfort
– Moisture-wicking, removable/washable air channeled comfort liner
– EPS-lined chin bar
– Integrated vented roost guard
– Padded chin strap with D-ring closure and strap keeper
– Five-year warranty
– DOT and ECE certified

Shop for the Bell MX-9 MIPS Helmet here

4. Leatt GPX 3.5 Neck Brace 2018

Leatt neck braces are tested and proven to help reduce neck forces that can result in serious neck injury by up to 43%. The Leatt GPX 3.5’s rigid and non-flexible structure offers revolutionary protection and comfort. It is extremely adjustable to fit most adult riders and has a collarbone cutout that keeps your helmet and brace away from fragile bones during a crash.

Leatt GPX 3.5 Neck Brace 2018:
– Independently tested and proven to help reduce neck forces
– Tests show up to 43% reduction of risk for a serious neck injury
– In-molded PC shell with a polyamide reinforced EPS construction
– CoreFlex split rear removable thoracic strut is comfortable and designed to work with the body’s natural movements
– Thoracic rear strut is engineered to snap off before applying excessive pressure to the back
– Optimal helmet rim striking platform design for a biomedical balanced head and maximum helmet clearance
– Adjustable thoracic to ensure optimum fit
– Sculptured, split front for improved comfort
– Ergonomically positioned open/closure system
– Engineered collarbone cut-out to help keep your helmet and brace away from your most fragile bones
– Injected, durable and easy-to-clean foam padding
– Air flow ribbed body padding for optimum ventilation
– Optional clear chest strap included
– CE tested and certified as Personal Protective Equipment 89/686/EEC
– Weight: 575g

Shop for the Leatt GPX 3.5 Neck Brace here

3. SYX MOTO Kids Mini Dirtbike

Not sure if little Johnny or Suzy is going to grow up to be a dirtbike rider like mommy or daddy? Don’t break the bank with a brand name dirtbike to test the waters, have a look at the SYX MOTO mini bike. Sure, it probably isn’t the highest quality scooter out there, but it’ll only set you back $283. A small investment to see if you have the next Jeremy McGrath on your hands. 

SYX MOTO Kids Mini Dirtbike Features:

• 2-stroke engine
• Speed Limiter can limit speed from 30mph to 15mph
• 365-Day Customer Service
• Warranty Covered

SPECIFICATIONS:

• 50inch x 22inch x 33.5inch with seat height 23 inches
• Dry Weight: 48.5LBS/22KG, Wet Weight:57.3LBS/26KG
• Maximun weight capacity 160 lbs.
• Fuel tank capacity: 0.45gal/1.7L
• Max Speed 24.9 mph(40km/h)
• Fuel grade: 91# gas. Mixture ratio of fuel & oil: 20~25:1.
• Front/Rear Tire: 2.5-10, with disk brakes

Shop for the SYX MOTO Kids Mini Dirt Bike here

2. Dragon Vendetta Rockstar Goggles

The Dragon Vendetta Goggles are every dirt riders’ dream. Anti-Fog treated, scratch-resistant Lexan lens provides clear vision on the inside while outer mask mounted tear-off posts handle the outside. The large, winged goggle design pulls the main body closer to the face to seal out any dirt or dust but still fits any helmet on the market. A CE certification gives riders peace of mind if anything gets hectic in the ruts.

Features:

• One-piece outer mask ABS/PC blend
• Inner frame-Polyurethane frame
• Unidirectional Air Flow System
• Moisture wicking Micro-Fleece lined Quad Foam
• Flexible single Anti-Fog treated Lexan Lens
• 100% UV protection
• Lens and Outer-Mask mounted posts for Tear-Offs
• Holds Up to 28 laminated Tear-Offs
• 10 pack of Tear-Offs included
• Silicone beaded strap
• Removable nose guard
• Large Fit
• CE certified

Shop for the Dragon Vendetta Rockstar Goggles here

1. POD K4 Knee Braces

The POD K4 Knee Brace delivers next-generation comfort and performance to the Motocross masses and is the first fully-featured knee brace offered at an affordable price.

Features:

• Glass reinforced polymer frame construction is strong and durable
• Interchangeable parts mean you can easily customize and maintain your own brace
• The K4 adapts to a variety of activities and sports through the ability to add or remove impact guards as needed
• Premium padding provides all day comfort with no pressure points
• Interchangeable hinge pads fine tune the frame for a perfect fit
• Controlled range of motion with 0 to 25 degree extension stops
• Extremely lightweight – 500 grams each
• Sold as a pair

Shop for the POD K4 Knee Braces here

We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works.

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Manufactured in Italy, Vertex has developed a reputation for quality aftermarket replacement and performance piston kits for dirt bikes, ATVs, and UTVs. The company employs both both cast and forged manufacturing processes so that it can supply a wide variety of replacement pistons to fit both performance needs and budget.

Each Vertex piston kit includes, the piston, rings, wrist pin, and circlips. The Vertex Honda CRF450R and RX pistons are forged from 4032 aluminum alloy, which Vertex has found to provide the right combination of strength and durability. The piston starts as a T-Box forging (similar to the F1-style bridged box pistons found in many modern four-stroke off-road and motocross engines). It is then heat treated with a T-6 hardening and tempering cycle, and the piston skirts are treated with a high-tech molybdenum disulfide (MOS2) coating to aid in a fast break-in time and longer piston life. Standard pistons and components are OEM replacements, but Vertex offers A, B and C sizes, so you can choose the proper fit for your cylinder, with A being the smallest and C the biggest.

Vertex manufactures Replica, High-Compression and GP Racer’s Choice piston kits. The High-Compression piston kit raises the Honda’s compression ratio from the Replica kit piston’s OEM 13.2:1 up to 14.4:1. The top-of-the-line GP Racer’s Choice piston features a different profile, combustion shape and a shot-peened dome to maximize power. Shot-peening is a process by which the surface of the piston is shot with round metallic, glass, or ceramic particles to strengthen and relieve stress in the piston by essentially hammering the surface to make it stronger. The compression ratio of the GP Racer’s Choice piston kit is 13.95:1

Vertex piston kits for the 2017-18 Honda CRF450R and CRF450RX start at $179.95 for the Replica piston kit with the stock compression ratio. The High-Compression piston kit is $219.95, and the GP Racer’s Choice piston kit is $265.95. For more information, visit http://www.na.vertexpistons.com.

The post Vertex Pistons Video: Kits for Honda CRF450R, CRF450RX appeared first on Dirt Bikes.

GP gear is prized by both weekend warriors and top-level pros for good reason, says Troy Lee Designs. Designed with comfort and minimal weight in mind, the GP gear also offers the durability that TLD is known for. Breathable and flexible material is used to allow a custom, comfortable fit for any rider, according to TLD, and the versatility of the line makes it the perfect choice for all types of riding and racing conditions.

The GP Star jersey features a ribbed stretch v-neck collar along with micro mesh fiber polyester material and a tapered and angled cuff design. A drop tail design is claimed to enhance comfort, and the famous TLD gel print logo on the tail helps keep the GP Star jersey in place. The jersey is available in Youth sizes XS-XL and in Adult sizes S-2XL. MSRP for the Youth jersey is $28. MSRP for the Adult jersey is $38.

GP Star pant features include a new articulated fit for performance and a ratchet closure system for the waist. Cowhide leather panels on the inner knee areas add durability to the pant while two-way stretch panels at the rear of the knee, the calf and the crotch add flexibility, as does the rear yoke. Troy Lee Designs uses YKK brand zippers on its GP riding gear, adding another measure of reliability. The pant is available in Youth sizes 18-28 and in Adult sizes 28-40. MSRP for the Youth pant is $99. MSRP for the Adult pant is $119.

For more information on TLD’s Limited Edition GP Star gear, along with the entire TLD line of riding and lifestyle apparel, visit https://www.troyleedesigns.com.

The post Troy Lee Designs Offers Limited Edition GP Star Riding Gear appeared first on Dirt Bikes.

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

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

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

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

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

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

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

The Aviator collection looks snazzy in its distinctive black and navy blue “combat-ready” color scheme design colorway and retains the Italian company’s attention to quality and detail. The color-way includes iconic black and gold features throughout the Tech 10 boot as well. The limited edition Aviator Tech 10 will be available while supplies last.

The Alpinestars Aviator Tech 10 boot’s construction features include:

• A one-piece co-injected foot chassis that incorporates five different advanced polymer compounds in a single streamlined and lightweight piece to offer strength and flexibility throughout the structure, while maintaining a robust structural integrity with no joints or weak points.

• An innovative, lightweight upper combines full-grain leather with advanced lightweight microfiber and an impact and abrasion resistant TPU shell.

• A medial-facing panel constructed from a one-piece, specifically formulated polymer for improved structural stability and integrity. It incorporates a rubber insert panel for maximum grip contact with bike and improved abrasion resistance.

• Frontal protection features that include a dual closure system with an internal microfiber flap, plus Velcro for a precise fit closure that attaches securely with a micro-adjustable, easy to operate, lightweight buckle. The shin incorporates a unique TPU blade system engineered to prevent frontal hyperextension and offer greater flex control.

• A contoured TPU calf protector plate that offers impact resistance and incorporates Alpinestars innovative rear blade system, formed with hard shock resistant polymer to protect the heel.There’s also a rear hyperextension guard.

• An innovative, ergonomic design for lateral and medial flex zones that is intended to provide superb front and rear flexion support and help prevent damaging torsional forces around the ankle area.

• A multi-density foot shell incorporating heel and toe protection that is highly resistant to abrasion and impact, and adds to the boot’s overall durability.

Other key Aviator Tech 10 features include:

• An Alpinestars exclusive dual compound sole that is seamlessly integrated to the multi-density foot base structure with built-in support. The sole offers superior durability, grip and feel while riding.

• A central sole insert that is easily replaceable. Alpinestars offers a full sole replacement and boot repair service.

• A new buckle closure system that includes high-impact aluminum bridge closures, with memory and a quick release/locking system with a self-aligning design for easy, precise closure and improved riding performance and security. All buckles are easily replaceable.

• A soft microfiber gaiter helps seal out excessive water and dirt entry.

• A poly-fabric lining with 3D open cell foam incorporates anti-slip suede on heel area to keep foot located inside the boot.

• An innovative biomechanical inner ankle brace that features medial and lateral “C” torsion bars to control ankle and leg rotation, while allowing freedom of movement. Wide fit torsion bar replacements are included. These dual connection torsion bars offer the rider natural ankle movement with progressive damping of torsional forces during an accident.

• TPU protection and shock absorbing padding on the heel and ankles and an ultra-thin and flexible forefoot area for increased sensitivity and control.

• A new, dual compound, removable anatomic foot-bed that includes EVA for comfort and support and aids even weight distribution.

The Alpinestars Aviator Racefend is a multi-material, durable glove optimized for tough Enduro terrain. The Racefend incorporates TPR knuckle and finger inserts for abrasion resistance, with Neoprene reinforcement and a stretch poly-fabric upper with a Clarino palm for excellent levels of comfort, durability and performance. Other key features include:

• A stretch top hand with strategically positioned Neoprene for comfort and fit. 


• A single-piece suede palm that offers excellent grip and sensitivity on the bike’s controls. 


• Clarino reinforcements on the thumb and landing zone for durability and comfort. 


• TPR inserts on the knuckles and fingers for additional abrasion resistance. 


• Hook and loop grip and TPR wrist adjustment for a 
secure, customized fit. 


• Silicone grip patterning on the fingers for improved riding control. 


• An innovative stretch insert in the adductor (palm and thumb) for improved hand movement and lever control. 


• Pre-curved finger construction that helps reduce fatigue and improve comfort.

For more information on the Alpinestars limited-edition Aviator Tech 10 boot, Racefend glove and other Alpinestars gear, visit Alpinestars.com.

The post Alpinestars Release Limited Edition Aviator Tech 10 Boots and Gear appeared first on Dirt Bikes.

Well, one way would be to grab a dirt bike, fire it up, hold it wide open, and if it doesn’t completely spit you off at that point, you’ve chosen wisely.

Seriously, though, there are a few things to think about when figuring out how to choose a dirt bike that will not only be fun right from the start but also one that can grow right along with you.

1: The first thing to consider when considering how to choose a dirt bike is ypur experience and skill level. Just because you rode your buddy’s Harley around the block once does not qualify you for the average high-performance 450cc or larger motocross or off-road machine. Oh sure, you can ride that one around the block are maybe mosey down a few trails, but without solid experience, you’d better have good health insurance.

That’s why we recommend sticking with bikes in the 200-250cc range for newbies seeking out how to choose a dirt bike. There are plenty of great models out there, and some of them can be purchased second hand for bargain prices if you shop smartly. You can check out our 10 Great Used Dirt Bike Buys guide or peruse Rick “Super Hunky” Sieman’s advice in What’s The Best Used Dirt Bike? And if you’re going to buy new, there’s nothing wrong with side-stepping a hyper-handling motocrosser or off-road machine in favor of an adult-sized trail bike. Even with all of the latest and greatst moto hardware at our disposal, some of our most memorable rides happen on these super-fun, quiet and easy-to-ride models. The key point here is to know your experience level and not get in over your head so that you don’t wind up on your head.

2: During my fornmative dirt bike years, I was once told that if you can’t pick it up after you’ve dropped it, you probably shouldn’t be riding it. That’s partially true, but I also learned some extremely painful lessons by choosing the wrong bike for my size when I was 15 years old. After selling a perfectly good running 1981 Yamaha YZ80, I made the not so subtle step up to a 1985 Husqvarna TC 500. Big mistake. Sure, I could pick it up, and I learned to ride it proficiently, but the Husqvarna was such a massive machine that I spent a lot of time picking it up after everything from simple tip-overs when I couldn’t put my feet down to massive endoes and lightning-fast loop-outs. My friends actually started calling me Evel Knievel for all the times I ate it. Point is, you should select a bike that fits your frame. If you can’t get at least the toes of booth feet firmly planted on the ground, then you may be dealing with a bike that is physically too large for you.

3: On the other side of that coin, if you’re 6 feet tall and tip the scales near 200 lbs., riding a great beginner bike such as a Kawasaki KLX140G or a Honda CRF125L isn’t going to be much fun either. Sure, it may make enough power, but you’re likely going to be riding around with your knees tucked under your chin, or worse, banging the handlebars. On top of that, when you get brave enough to actually take to the air on your first jump (we all do), you’re likely to seriously bottom the suspension on such a small bike. This is where a machine such as a Honda CRF250X begins to make a lot of sense. It’s a full-size bike with a pretty forging power curve, and as your experience level grows you can modify the X with an aftermarket pipe, cam and some ECU mods to create a true competition-worthy dirt bike.

So when figuring out how to choose a dirt bike that will be right for you, remember to consider these three points. Be honest with yourself and don’t be afraid to err a little right or left of center when choosing a bike. You just want to avoid taking a leap of faith over which you could come up woefully short.

The post How to Choose a Dirt BIke: Three Basic Tips appeared first on Dirt Bikes.

Alta claims that the 2018 Redshift MXR’s 350-volt electric motor, which is capable of 14,000 rpm, puts out 50 horsepower and 147 lb-ft of torque at the countershaft—that’s a whopping 10 horsepower and 27 lb.-ft. more than the 2017 Redshift MX’s motor output. This increased motor performance is facilitated via a new 5.8 kWh R-Pack that uses a new cell chemistry for greater energy density and increased performance while also operating at cooler temperatures than the 2017 battery pack. The R-Pack works in concert with software upgrades to give the 2018 Redshift MXR more power with greater consistency during a ride or a race, according to Alta.

“The 2018 MXR incorporates feedback from all of our factory riders, customers, dealers, and Press,” said Jeff Sand, Alta Motors’ Chief Design Officer. “We are committed to make the most compelling MX bike in the market, not just the electric market. The 2018 MXR is the pinnacle expression of engineering in service of rider control. Control gives a more exhilarating and fulfilling motorcycle
experience. The MXR delivers.”

The 2018 Redshift MXR features more than just a power train upgrade. Alta says that the new model is also 8 lbs. lighter and features upgraded suspension from one of the most recognizable names in the industry, WP. A fully adjustable WP AER48 air fork resides up front while a fully adjustable WP rear shock is located out back. In addition to offering greater adjustability to suit a broad range or rider styles and terrain, the WP components boast lower mass, contributing to the weight savings.

Other changes to the 2018 Redshift MXR include redesigned foot pegs with a more aggressive tooth profile. Alta says that the new pegs not only improve grip but also provide increased comfort via an adjusted riding angle, lower mass and better performance in the mud.

The 2018 Redshift MXR is also fitted with some of the most recognizes tires on the dirt bike market today, Dunlop Geomax MX3S tires, which have been developed in AMA Supercross and Motocross to deliver excellent handling and grip in a wide variety of terrain.

“We’ve updated and enhanced well over 20% of the parts on the Redshift, demonstrating Alta’s commitment to leading the development of electric motorcycles and producing the best motorcycle in the world,” said Derek Dorresteyn, Chief Technical Officer. “The 2018 MXR’s increased performance, better control, and lower mass all add up to more fun on the track or trail. When coupled with Alta’s revolutionary adjustable throttle mapping systems, the MXR delivers an unmatched capability to our riders.”

The 2018 Redshift MXR is priced at $11,995, and customers now have the option of purchasing a new Rapid Charger for $799 or the Standard Charger for $499.

For more information on the 2018 Redshift MXR, visit Alta’s website at www.altamotors.co.

2018 Alta Redshift MXR Specifications
Power Train
Motor: 350-Volt, 14,000 rpm
Battery Pack: 5.8 kWh R-Pack
Claimed Horsepower: 50 horsepower
Claimed Torque: 147 lb.-ft.
Claimed Torque:
Claimed Top Speed: 65 MPH

Chassis
Wheelbase: 1487.47mm (58.562″)
Rake: 27 deg
Trail: 119.38mm (4.7″)
Offset: 55mm

Suspension
Fork: WP AER 48mm
Shock: WP 2018 Alta Custom Spec

Wheels
Front: Warp9 Elite 21”
Rear: Warp9 Elite 19”

Tires
Front: Dunlop Geomax MX3SF 80/100-21
Rear: Dunlop Geomax MX3SF 100/90-19

Brakes
Front: Brembo 260mm
Rear: Brembo 240mm

Dimensions
Seat Height: 952.5mm (37.5″)
Claimed Weight: 117.5 kg (259 lbs.)

The post Alta Motors 2018 Redshift MXR Electric Dirt Bike: Shocking Performance Increase appeared first on Dirt Bikes.

Eli Tomac (3) raced to a second consecutive Monster Energy AMA Supercross Series win at University of Phoenix Stadium in Glendale, Saturday night, scoring his 15th career victory in the premier class. PHOTO BY RAS PHOTO.[/caption]

Before a crowd of 54,000+ fans, Tomac led all 23 laps of the 450cc main event to earn his 15th career Monster Energy Supercross win in the premier class hot on the heels of his win at the 2018 Anaheim II Supercross. It also moved him to 15th place on the all-time AMA Supercross winner’s list, just one victory behind former series champion Jean-Michel Bayle.

“That was a big, big push,” Tomac said afterward. “The pressure behind me was there the entire time; you couldn’t miss a line. I nailed everything… That was just awesome. We put in a big effort all day and to go out on top was the best.”

In the 2018 Phoenix Supercross 250cc SX West main event, Aaron Plessinger passed his two main title rivals to not only land his second win of 2018 but also take over the class points lead.

450
Tomac didn’t start off the night with a win at the 2018 Phoenix Supercross—he finished third behind Rockstar Energy Husqvarna’s Jason Anderson and Team Honda HRC’s Ken Roczen in the first 450cc heat race—but he had the hot clutch hand when it mattered, moving to the front as the field raced up the start straightaway, cutting to the inside, briefly slipping to third, but then using the shortest distance around the opening left-hand corner to easily claim the holeshot ahead of Monster Energy Knich Yamaha’s Justin Barcia, JGR Autotrader Yoshimura Suzuki’s Weston Peick and Anderson. Behind them, Roczen and Red Bull KTM’s Marvin Musquin were also off to good starts, placing most of the top combatants in the series within close quarters.

Peick would move into second place, ahead of Barcia, Anderson and Roczen early in the race, the Suzuki rider once again impressing by putting himself in a good position to start the main. However, Barcia wasted little time in getting back to second place by moving under Peick in a left-hand corner at the end of a whoop section.

It appeared as though the table was set for Anderson, who was running comfortably in fourth, to be the next man past Peick, but Roczen spoiled that by pouncing on Anderson for fourth place just past the finish line. After that, Anderson, who came into the 2018 Phoenix Supercross with the series points lead, began to ride erratically, and he dropped off the lead pace. Anderson would slip all the way back to eighth place in the middle stages of the race, jeopardizing a streak that includes seven consecutive 450cc supercross podium finishes.

With Tomac already 5.3 seconds ahead of Barcia, Peick continued to hold off Roczen for third place, and the two began to trade the third spot, which allowed Musquin to draw close to Roczen until Roczen executed a flawless pass on Peick over the finish line jump and into the left-hander at the start of lap seven. Musquin had a much harder time with the stubborn Peick. The KTM man wouldn’t be able to find a way past the Suzuki man until lap 11.

However, the Peick/Musquin battle also allowed Anderson to regroup and shadow Monster Energy Kawasaki’s Josh Grant into what became a four-rider battle for fourth place. Anderson somehow regained his rhythm late in the main, and he passed his way back through all of them to salvage the spot. Anderson was able to cement it when he took away Musquin’s line over a triple jump on lap 18.

Up front, Tomac continued to cruise, and while Barcia and Peick would eat into his advantage toward the end of the 2018 Phoenix Supercross main event, there was no stopping Tomac.

“From halfway, I thought, ‘Man, this is going to be a long way home,’” Tomac said. “But we were able to get it [the win].”

Barcia’s second-place finish marked his third podium out of the four rounds run thus far.

“It was a great night,” Barcia said. “I had a lot of fun tonight. I wasn’t the fastest in practice, but the whole team did a great job. It was a difficult track. It was very challenging, slick, there were some big rhythms and I missed them a few times… Eli rode a great race. Kenny was pushing me from behind. I was trying to catch Eli. It was challenging for sure. I’m just so happy to be here. This is a good situation to be in. I’m in the championship fight, were I always wanted to be.”

Roczen appeared to be satisfied with his third-place finish at the 2018 Phoenix Supercross.

“I felt pretty comfortable everywhere,” Roczen said. “I was hitting the whoops really good. I was super smooth. The track was really difficult tonight, so you really had to hit your marks. It was super technical. I’m kind of bummed about my start. I’m not happy with it. I’m just too far back, and had to make a couple passes happen, and then the front guys were gapping me a little bit. But towards the end we reeled Eli in a little bit. I got a couple close calls in the finish in the sand right here, if you didn’t time it just right. That cost me big time because I was really close to Justin, but I try to do what I can. Overall, though, I love how the team and I worked tonight. The track was super good. It was difficult. So that really made a big difference here tonight. I loved it.”

While Anderson’s podium streak came to an end, his fourth-place finish allowed him to retain the lead over Barcia in the 2018 Monster Energy AMA Supercross Series points standings with the 2018 Phoenix Supercross in the books. He leads Barcia by nine, 89-80, while Roczen has remained consistent but not yet posted a win, leaving the German rider third with 77 points. Owing to their missed starts in the series, Musquin and Tomac are still ninth and 10th respectively, in the standings as the series heads to Oakland, California, for round five.

250SX West
Monster Energy Pro Circuit Kawasaki’s Joey Savatgy got off to a great start in the 2018 Phoenix Supercross 250SX West main event by sweeping across the field from the outside to grab the holeshot ahead of Troy Lee Designs Red Bull KTM’s Shane McElrath, with Plessinger third ahead of his Monster Energy Yamalube Yamaha teammate, Mitchell Oldenburg. Savatgy’s lead very nearly came undone, though, after his front wheel clipped the top of a landing in the rhythm section. McElrath, who came into the night tied with Savatgy for the class points lead–68 points each–was unable to capitalize, however, and Savatgy led the first lap. The front three quickly began to pull away from Oldenburg and 51FIFTY Energy Drink Yamaha’s Kyle Chisholm, the latter passed by Monster Energy Pro Circuit Kawasaki’s Adam Cianciarulo for fifth place. Cianciarulo would pass Chisholm for fourth place by lap six.

But the order began to shuffle up front as early as lap two, when McElrath found the drive to through a whoop section and was able to pass Savatgy in the next left-hand corner. That left Plessinger chewing on Savatgy’s rear fender, and Plessinger leaped to Savatgy’s inside at the end of a rhythm section and took over second place on lap three. Plessinger kept the pressure on and cut into McElrath’s lead. Plessinger took a shot at McElrath on lap five, but McElrath was able to defend the attack.

Plessinger didn’t wait much longer, however, and he was able to triple a a rhythm section to gain an advantge on McElrath, who double into the same section. Plessinger sealed the deal in the next right-hand corner to take the lead. McElrath tried to take the spot right back, but his KTM hopped sideways over a jump, and he lost just enough time while trying to save it to allow Plessinger to escape.

Plessinger was able to move out to a comfortable lead after that, adding tenths of a second to his advantage to cross the finish line for his second win of the season. Plessinger was just under 3.8 seconds ahead of McElrath at the checkered flag. Savatgy came home fourth, with GEICO Honda rookie Chase Sexton putting in another strong ride to finish fifth.

“I got off to a great start,” Plessinger said. “That’s a little unusual for me, but we’ve got ’em down. The team and I went to work this week, and we practiced starts all week, and as you can see, it’s paying off. When I passed Shane, he said I cut over on him. I apologize, but, you know, I want to win. We all want to win, and there’s only one way we can do that. Me and him had an awesome race.”

If McElrath was sour about how Plessinger passed him, he didn’t let it show on the 2018 Phoenix Supercross podium.

“I was going as fast as I could,” McElrath said. “The track was really slippery, and the lappers, they seemed to be a little worse tonight. But the track is fast, and we’re learning. Aaron was just going really fast, and he was pulling me just a little bit each lap. I couldn’t do nothing with it, so hat’s off to him. He rode awesome. It’s fun battling with these guys. This what we do, and I know the fans love it. We can hear them when we’re out there, riding. We’re learning, we’re praying, and God’s faithful. So we’re moving on and looking forward to Oakland.”

Meanwhile, Cianciarulo whittled away at Savatgy’s advantage as the two battled for third place late in the race. However, it appeared that Savatgy would have the pace to keep the spot until a sudden mistake on lap 14 saw him push the front end and go over the handlebars in a right-hand corner, allowing Cianciarulo to inherit third place. Savatgy remounted in fourth place but didn’t have enough time to catch Cianciarulo, who landed another podium finish, 7.7 seconds behind Plessinger, after finishing fourth at 2018 Anaheim II Supercross last weekend.

“I feel really good to start the season, really,” Cianciarulo said. “I feel better than I ever have. It’s disappointing on my part to not execute starts like that. It’s cliche. As riders we say it all the time, but there’s no excuse. My bike is great. My coaching is great. It just comes down to me executing on the gate, and I own that. It’s completely my fault. Until I decide to fix that I’m just stuck in this spot. I mean, you can’t just expect to start 10th and then run these guys down. They’re world-class athletes. So, I need to fix that, but, overall, [I’m] grateful to be up on the podium, to be safe and to move onto next weekend.”

As it stands, just five points now separate the top three riders in the class standings after the 2018 Phoenix Supercross. Plessinger’s win moved him one point ahead of McElrath at the top of the list, 92-91 while Savatgy slipped out of his share of the series lead and his now third as the series heads to Oakland Alameda City Coliseum on February 3 for round five of the Monster Energy AMA Supercross Series.

2018 Monster Energy AMA Supercross Series
2018 Phoenix Supercross
University of Phoenix Stadium
Glendale, Arizona
Results: January 27, 2018 (Round 4 of 17)

2018 Phoenix Supercross 450 Main Event
1. Eli Tomac, Cortez, Colo., Kawasaki
2. Justin Barcia, Greenville, Fla., Yamaha
3. Ken Roczen, Clermont, Fla., Honda
4. Jason Anderson, Rio Rancho, N.M., Husqvarna
5. Marvin Musquin, Clermont, Fla., KTM
6. Weston Peick, Menifee, Calif., Suzuki
7. Justin Brayton, Mint Hill, N.C., Honda
8. Cooper Webb, Newport, N.C., Yamaha
9. Blake Baggett, Grand Terrance, Calif., KTM
10. Joshua Grant, Wildomar, Calif., Kawasaki

2018 Monster Energy AMA Supecross Series Points Standings (after 4 of 17 rounds)
1. Jason Anderson, Rio Rancho, N.M., Husqvarna (89/1 win)
2. Justin Barcia, Greenville, Fla., Yamaha (80)
3. Ken Roczen, Clermont, Fla., Honda (77)
4. Weston Peick, Menifee, Calif., Suzuki (71)
5. Cole Seely, Newbury Park, Calif., Honda (70)
6. Justin Brayton, Mint Hill, N.C., Honda (68)
7. Joshua Grant, Wildomar, Calif., Kawasaki (58)
8. Blake Baggett, Grand Terrance, Calif., KTM (57)
9. Marvin Musquin, Clermont, Fla., KTM (54/1 win)
10. Eli Tomac, Cortez, Co., Kawasaki (53/2 wins)

2018 Phoenix Supercross 250SX West Main Event
1. Aaron Plessinger, Hamilton, Ohio, Yamaha
2. Shane McElrath, Canton, N.C., KTM
3. Adam Cianciarulo, New Smyrna, Fla., Kawasaki
4. Joey Savatgy, Thomasville, Ga., Kawasaki
5. Chase Sexton, Clermont, Fla., Honda
6. Bradley Taft, Nixo, MO, Yamaha
7. Justin Hill, Yoncalla, Ore., Suzuki
8. Mitchell Harrison, Tallahassee, Fla., Husqvarna
9. Kyle Chisholm, Valrico, Fla., Yamaha
10. Christian Craig, Orange, Calif. Honda

2018 Monster Energy AMA Supecross Series 250SX West Series Points Standings (after 4 of 10 rounds)
1. Aaron Plessinger, Hamilton, Ohio, Yamaha (92/2 wins)
2. Shane McElrath, Canton, N.C., KTM (91/1 win)
3. Joey Savatgy, Thomasville, Ga., Kawasaki (87/1 win)
4. Adam Cianciarulo, New Smyrna, Fla., Kawasaki (77)
5. Christian Craig, Orange, Calif. Honda (70)
6. Chase Sexton, Clermont, Fla., Honda (69)
7. Mitchell Oldenburg, Alvord, Texas, Yamaha (58)
8. Justin Hill, Yoncalla, Ore., Suzuki (58)
9. Kyle Chisholm, Valrico, Fla., Yamaha (53)
10. Bradley Taft, Nixo, Mo., Yamaha (51)

The post 2018 Phoenix Supercross: Tomac and Plessinger Become Two-Timers appeared first on Dirt Bikes.