Motocross history is filled with examples of creative ideas that were heralded as ground-breaking, but, because of the rapid rate of change in development, sank into the swamp of forgotten technology. Although some are best left abandoned, others were truly innovative (if not ultimately successful). MXA reveals motocross’ tech trivia. Do you remember this idea? Rear forks.

Harley-Davidson’s first motocross bike was a byproduct of the marriage of Harley, Aermacchi and bowling pin sugar daddy AMF. When AMF asked Harley to enter the booming motocross market, the Italian Aermacchi firm was tapped to supply its 242cc two-stroke engine for the project. The 1975 Harley MX250’s chromoly frame was sourced from Champion Frames with a Hurst/Airheart rear disc brake. Ghost Motorcycles’ hero Sonny DeFeo debuted the MX250 at the 1975 Herman, Nebraska, National. Only 65 of these bikes were ever made. The most memorable aspect of the $1375 Harley MX250 was the combination of Showa front forks and Kayaba srear forks.

What was it like to race a bike with forks on both ends? MXA’s Jody Weisel raced one in 1975 and said, “It wasn’t fast and needed to be short-shifted. For local racers, the Kayaba rear forks (labeled as Red Wings) were surprisingly good—but not at Pro speed. They seemed to bind up in consecutive bumps. I took the rear disc brake off and mounted a Yamaha hub with a drum brake instead. It bolted right on. It was not a very good bike, but it holds a place in motocross history because of the rear suspension.”

Bengt Aberg’s Bultaco.

But don’t think that Harley was standing alone in field with it’s oddball rear fork concept. Bengt Aberg raced a rear-forked Bultaco in the 500 GPs and often claimed that he thought of the idea before Harley.

The rear-forked Suzuki.

And Suzuki tested in private, but did bring it’s rear forked bike out in public for a couple races in Europe. It had a weird swingarm that had a clamp on it that held the fork’s sliders in a location in front of the rear axle.

The post FORGOTTEN MOTOCROSS TECH: COMING OR GOING? REAR FORKS appeared first on Motocross Action Magazine.

MXA VIDEO: 2025 KTM 450SXF TESTED

The 2025 KTM 450SXF is officially here! The frame has received the most significant updates, with visible cutouts and tube-wall thickness changes around the front, engine mounts, and rear shock mounting areas. We know all about this bike because we’ve been riding and racing on the 2024-1/2 KTM 450SXF Factory Edition, which has all the same major updates as this one, plus some extra factory edition goodies. In this video, MXA’s Josh Mosiman talks about the new bike after a day of testing at Glen Helen.

READ MORE ABOUT THE 2025 KTM MODELS

The post MXA VIDEO: 2025 KTM 450SXF TESTED appeared first on Motocross Action Magazine.

By Jody Weisel

Face it, motocross is a status sport. I don’t mean that it has a lot of status : I mean that it is a sport where everybody ranks, rates and judges everyone else by the bikes they ride, clothes they wear and who paints their helmets. Motocrossers are very insecure, and while speed should be the ultimate tie-breaker in a status check, it rarely is.

We are obsessed with one-upmanship. So, to that end, I present the ultimate test of moto coolness. It’s not based on paint, fabric or plastic. It doesn’t require an earring, gold chain or bleached hair. All it takes is true-to-life moto experience.

The following 20 questions will reveal to you, and you alone, whether you have true status in the moto world.

1. Have you ever had the zipper on your leathers so clogged up with mud that you had to wear them home (only to have to resort to having your wife to pull the zipper with a pair of pliers, ripping the zipper out of the pants)?

2. Have you ever wondered why you ride your fastest after getting up from a first-turn crash and your slowest after getting the holeshot?

3. Have you ever gone to a restaurant after a race and felt that you were really connecting with the waitress. She can’t stop looking at you. Only later, when you get in your truck and look in the mirror, do you notice that you have little balls of mud dangling from your hair.

4. Have you ever hooked a tie-down from the side of your pickup to your bike’s handlebars after forgetting your bike stand?

5. Have you ever saved an oddball part in your toolbox for eight years only to forget what year of bike it fits on, what kind of bike it’s for or what it even is?

6. Have you ever reached up to pull a tear-off off only to pull all four of them at the same time? Have you ever had all four of them stick to your finger so that you have to ride the rest of the moto with tear-offs flapping from your clutch hand?

7. Have you ever worn gloves that the fingers were too long, only to have the fingertips of the glove catch under your palm so that you couldn’t turn the throttle off? Have you ever ridden barehanded in the second moto?

8. Have you ever waited three days before going to the doctor with a broken bone? Have you ever waited two months?

9. Have you ever read the pit board of the guy behind you?

10. Have you ever looked over your left shoulder to see where the guy behind you is, only to have him pass you on the right?

11. Have you ever claimed to have jumped a double that you really didn’t jump, only to find out that your buddy shot a video of your race?

12. Have you ever gotten home so late from a race that you decided to clean your bike the next day? When you went out in the morning to hose off your bike, 27 pounds of dried mud fell off on the garage floor the moment you touched it, and you spent the next hour cleaning up the garage.

13. Have you ever noticed that your friends’ stories about a lifetime of victories aren’t logically followed by a spare room full of trophies?

14. Have you ever brought a new girlfriend out to watch you race on a day when you stink so bad you finish 23rd? The next weekend, when she’s not there, you win.

15. Have you ever told everybody in the pits that you think the dogs on third gear are worn out only moments before they notice that you don’t have any teeth on your countershaft sprocket?

16. Have you ever said “Maico-Breako,” “Ker-Clunk” or “Seize-Easy” when referring to Maico, Curnutt or CZ. Do you even know what those things are?

17. Have you ever had a scoring error in your favor? If so, did you go to the scoring tower and report yourself?

18. Have you ever failed to pass a guy because he was dragging 40 feet of banner behind his bike and you were afraid to make a move because you might get the banner wrapped around your rear wheel, only to come in and find that you had banner already wrapped around your rear wheel?

19. Have you ever said “dampening” only to have eight guys correct you by reciting “damping” in unison?

20. Have you ever tried to run over a friend who was writing funny things on your pit board?

Scoring: Give yourself one point for each “yes” answer, then tally your score. If you are a real racer, you will score a perfect 20 (no matter how many questions you actually said “yes” to).

The post BEST OF JODY’S BOX: THE TRUE TEST OF MOTOCHISMO appeared first on Motocross Action Magazine.

MXA VIDEO: WE TEST THE 2025 HONDA CRF250

The 2025 Honda CRF250 is already here and MXA Josh Mosiman, Dennis Stapleton and Justin Lee spent the day comparing it to the 2024 Honda CRF250, dissecting the differences between the chassis and engine. In this video, Josh explains how it works on the track and dives into the details of what’s new for 2025.

LEARN MORE ABOUT THE 2025 HONDA’S

The post MXA VIDEO: WE TEST THE 2025 HONDA CRF250 appeared first on Motocross Action Magazine.

This test is reprinted directly from the November 2000 issue of MXA. Get your MXA subscription today.

QUESTION ONE: WHY BUILD A 134cc HONDA?

Why 134? Because in the 2001 AMA Amateur rule book, a 134cc displacement was legal in the 125 Modified class. The AMA passed this over-bore rule back in the day when bikes had steel liners, which wore out quickly and needed to be bored out to eighth-over to make them fresh again. In the age of Nikasil liners, this rule is archaic and should be changed. On the other hand, if everybody else is going to run a 134, you’d be a fool to show up on the starting line with anything less.

The MXA wrecking crew has raced a lot of 134 kit engines. In most cases, they are faster than their down-sized brethren. So much faster that it is like cheating (which it would be in the amateur stock class or at an AMA National).

QUESTION TWO: WHO IS SERVICE HONDA?

Service Honda rose to fame building aluminum-framed CR500s. Service Honda specializes in taking twin-spar CR250 frames and shoehorning water-cooled CR500 engines into them. The result is a CR500AF (AF for aluminum frame). Since there aren’t droves of people standing in line to turn two motorcycles into one, Service Honda also works on the complete spectrum of Honda products–and that includes building a Loretta Lynn-legal 134.

QUESTION THREE: IS THE SERVICE CYCLE CR134 FAST?

No, it’s slow. Dead slow. And we mean dead! The first Service Honda CR134 we tested lasted approximately 30 minutes before it blew itself to smithereens. This didn’t surprise us, because we’ve tried big-bore CR125s before and they have proven to be touchy animals–suffering from all kinds of assorted teething problems. When Service Honda bored out the CR125 cylinder, they failed to account for the fact that the exhaust port would get larger and the possibility of the rings snagging or power valve catching would greatly increase. Which is exactly what happened to the Servicce Cycle CR134 in the first 30 minutes.

We contacted Service Honda to give them an opportunity to make the bike right. They were depressed. They wanted to give up. They wanted to blame us. They dragged their feet for two months. But finally they sent out a second cylinder.

The MXA wrecking crew enlisted a Honda R&D mechanic to build the engine back up, rejet it and baby it through part two of the test. We even borrowed an HRA (Honda Racing America) test rider to do the jetting trial runs. We weren’t taking any chances.

QUESTION FOUR: HOW WAS THE SECOND INCARNATION OF THE CR134 ?

Better than the first, but only average (and we mean average for a stock CR125). Across the board, Service Honda’s CR134 runs no better than a stock 2000 CR125. It does offer a little more oomph at one spot on the curve. Surprisingly, there is no bottom and no top. Don’t even think about trying to rev this engine. The big piston is very reluctant to get any serious momentum going. If you catch every shift perfectly, while the power is still in the midrange, the bike is faster than the stock 2000 CR125. But, it was never faster than our 2001 CR125.

QUESTION FIVE: HOW DOES IT COMPARE TO A YZ134?

There is no comparison. A stock YZ125 will beat the Service Cycle CR134, so it shouldn’t come as a surprise that a YZ134 slaughters it. Our experience with YZ134 engines is that they are almost flawless, with plenty of bottom, mid and top.

QUESTION SIX: WHAT IS THE CR134 POWERBAND LIKE?

Just imagine a bike that produces power in one distinct rpm range.

(1) Low-end: If you thought, like we thought, that adding 9 more cc’s would give the CR125 more bottom, you thought wrong. The extra cc’s actually magnify the fact that the CR125 has no bottom by making the dead zone more pronounced.

(2) Middle: Luckily, when you do get into the midrange, you’ll know that you have found the sweet spot of the CR134 powerband. The midrange isn’t exceptionally broad, but it is healthy. Every test rider was impressed with the middle of the powerband and would do anything short of tap dancing on the shift lever to stay there.

(3) Top-end: Where is the rev? The MXA wrecking crew would gladly have traded a lot of the mid for a smidgen of top. This bike has absolutely no rev. And if you try to find it, the CR134 engine will protest.

QUESTION SEVEN: WHAT ABOUT THE JETTING?

Big bore engines are a challenge to jet and CR125’s, in particular, are among the most difficult bikes to fine-tune. After trying a million different needles, clip positions, main jets and pilot jets looking for the perfect spec, we finally settle on this set-up for our locale.
Mainjet: 350
Pilot jet: 45
Needle: 6BEG21-70
Slide: 4.5
Clip: 2nd
Air screw: 1 1/8 turns

QUESTION EIGHT: HOW ARE THE BORELLI FORKS?

When Service Cycle over-bored the engine, they also sent the suspension out to Borelli to have it modified. Borelli is not exactly a household name outside of the Midwest, but the MXA test crew has seen some of the best suspension concepts in the last year come from Illinois, so we had high hopes. Those hopes were dashed quickly. The Borelli modified forks offered little over stock CR125 forks. They had all the bad traits with none of the good. They hung down in their stroke, suffered from serious mid-stroke harshness and absolutely refused to get full stroke.

QUESTION NINE: WHAT ABOUT THE REAR SUSPENSION?

We loved the stock 2000 CR125 rear suspension. For once Honda had moved away from its traditional thud-style of shock absorption. After a few races on the Borelli-modified Kayaba shock, we’d just as soon go back to the stockers. The shock was over-damped, hung up at mid-stroke and deflected off every bump. The dead-feeling shock didn’t do much for test rider confidence. We would much rather have a shock that is a little overactive than a dead one.

QUESTION TEN: HOW DOES IT HANDLE?

Thanks to the new frame the CR125 received in 2000, Service Honda’s CR134 handles quite well despite the suspension fighting it. Regardless all of their mistakes, Service Honda did the CR134 right when it came to handlebars and triple clamps. The stock triple clamps, which in our book are among the best in the OEM business, were replaced with Applied’s triple pinch bolt bottom clamp and oversized rubber-mounted top clamp. The standard steel bars were replaced with Tag Metal’s ultra-strong T2 bar.

QUESTION 11: WHAT WAS THE BEST GEARING?

Service Honda got it right. They ditched the stock 52-tooth rear sprocket and replaced it with an AFAM 53-tooth rear sprocket. We can’t even imagine what it would’ve run like with a 52.

QUESTION 12: WHAT DID WE HATE?

The hate list:

(1) Engine: A stock 2000 CR125 engine isn’t much to write home about, but hopped up by Service Cycle it wasn’t worth licking the stamp. In Service Cycle’s defense, some engines are reluctant warriors in the over-bore battle. Yamaha’s like to be bored out, Hondas don’t.

(2) Jetting: It’s an iffy proposition on any big-bore, but the pumped-up Service Cycle CR125 was especially challenging.

(3) Suspension: For 2000, Honda’s suspension engineers had made some serious gains in the suspension settings—Borelli lost them.

QUESTION 13: WHAT DID WE LIKE?

The like list:

(1) Triple clamps: The OEM’s are nice, but Applied’s red factory look-a-like clamps are a lot cooler and still offer rubber mounting.

(2) DSP guards: Honda’s aluminum frame can’t handle a lot of abuse. We don’t mean it will break, but it will get ugly in a hurry. DSP’s carbon fiber frame guards are molded to fit and keep the frame fresh.

(3) Clutch: A bike with serious horsepower must have a Hinson clutch. Service Honda’s CR134 doesn’t have the horsepower, but it does have the Hinson basket.

QUESTION 14: WHAT DO WE REALLY THINK?

Service Honda bit off more than it could chew. They wanted to be a big-time player, but when their first effort exploded they had second thoughts. They should have had first thoughts! This is a classic example of all that can go wrong with a hopped-up bike.

The post TWO-STROKE TUESDAY: 2001 SERVICE HONDA CR134 THAT WE HATED TO RIDE appeared first on Motocross Action Magazine.

Can you think of a better way to spend the 4th of July than riding your bike at Glen Helen Raceway. They will prep and water the National track, Saturday at the Glen track and Stadiumcross track so that everyone from hardcore Pro to Pee-Wee rider can enjoy America’s 248th birthday from the seat of a bike at America’s most famous motocross track. Call your friends, come early, beat the heat, and still get home in time to watch the fireworks—but do not bring any fireworks to Glen Helen.

GLEN HELEN RACEWAY FROM ABOVE

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The post CELEBRATE AMERICA’S BIRTHDAY ON YOUR BIKE! GLEN HELEN IS OPEN ON JULY 4TH appeared first on Motocross Action Magazine.

1975 Penton Mudlark 125.

W.E Wassell Limited of Birmingham, England, a manufacturer and distributor of motorcycle components for British, then Japanese bikes, was founded by Ted Wassell in 1946 and soon found a world market for their products. There wasn’t an off-road motorcycle made in the UK that didn’t have a Wassell part on it. Aluminum gas tanks were a specialty. In 1972 Wassel made trials and scrambles frame kits for the BSA Bantam and then its own 125cc Sachs-powered machines engineered by Dalesman employees Jim Lee and Peter Edmonson. As many as 3000 bikes were made over several versions.

The Wassell Trials bike.

The Penton 125 Mudlark.

The Tyran MX125.

Although Americans might think that they have never seen a Wassell, they are wrong. John Penton originally brought in the Wassell trials bike, and labeled it as the Penton Trials. But it didn’t sell. Penton decided that the Penton Trials could be reconfigured into a trail bike and changed the name to “Mudlark.” There was also a Mudlark dual-sport model—complete with lights and turn signals. How could you ride a trials bike in fast cross-country riding? It turns out that Wassell used motocross geometry on the trials model, so the question wasn’t how could you ride fast cross-country terrain on a trials bike, but how you could compete in trials with motocross geometry.

Sachs 125 “A” engine-labeled as a Penton engine.

At the time Sachs had two different versions of its 125 engine. The Sach “A” engine was underpowered, and, if you can believe it, it shifted much worse than the newer “B” engine. According to sources, for Penton to get more of the six-speed “B” engines, he needed to order a large shipment of five-speed “A” engines from Sachs. Penton didn’t want the “A” engines, but it was the only way to get the better “B” engines—unfortunately, Penton was left with a stockpile of “A” engines.

A lightbulb went off when Penton realized that all the Wassell-built bikes from England came with “B’ Engines. So, Penton reportedly pulled the “B” engines out of the Mudlarks and stuck the over-stocked “A” engines in them and used the “B” engines in their more competitive race bikes. Riders who ended up with the “A” engines could beef them up with a 152cc over-bore kit (which the Sachs iron cylinder could easily handle). Wassell spec’ed Metal Profile forks and hubs and a 22mm Amal carb, but if you complained the dealer would replaced it with a 26mm Bing.

The 1977 Penton Woodsman.

Overall, the Penton Trials and Penton Mudlark did not sell very well from 1972 to 1974, but the Mudlark did not die. Penton reconfigured the Mudlark into the 1977-1979 Penton Woodsman enduro bike.

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The post BIKES YOU’VE NEVER SEEN BEFORE: 1973 PENTON MUDLARK 125 ENDURO appeared first on Motocross Action Magazine.

July 2…Randy Skinner 1958
July 3…Jacky Martens 1963

July 3…Steve Stackable
July 3…Jacky Martens 1963
July 3…Marland Whaley 1958

July 4…Dean Ferris 1990
July 4…Billy Mackenzie 1984
July 4…Scott Champion 1989

July 5…Lars Larsson 1941
July 5…Kyle Cunningham 1989

July 6…Ricky Johnson 1964
July 6…Heikki Mikkola 1945

July 8…Brad Lackey 1953

July 8…Max Nagl 1987

July 8…John Perry 1961
July 10…Jim Rice 1945

July 11…Kent Howerton 1954
July 11…Todd DeHoop 1968

July 12…David Philippaerts 1983

July 12…Anthony Rodriguez 1995

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The post THIS WEEK’S BIRTHDAY BOYS: BRAD LACKEY (71), KENT HOWERTON (70), HEIKKI MIKOLA (79) & SHORT STACK (70) appeared first on Motocross Action Magazine.

Q: WHAT’S NEW ON THE 2024-1/2 AUSTRIAN 250 FACTORY EDITIONS?

A: The most noticeable change is to the frame, which is new on the GasGas but two years old on the KTM. Visually, the forged shock tower stands out because it now features two large relief holes—one on each side—to enhance the chassis’ flex characteristics. While other frame alterations may not be as apparent to the naked eye, they make a significant difference on the track. The thick, forged-steel backbone plates, previously welded to the top of the frame’s backbone and on the down tubes, have been slimmed down to increase flex. Additionally, the two, long, symmetrical frame tubes, visible from either side of the bike, are now made with thinner-wall tubing to enhance both torsional and longitudinal flex. Similarly, the once-solid head stays also have relief holes in them. 

Lower down on the frame, the swingarm has been subtly shaved at the front where the chain slider sits, reducing chain binding. The shock linkage has been made lighter and more flexible while maintaining the same geometry and rising-rate ratio as before but with smaller, thinner link arms. The 17mm shock bolt attaching to the linkage’s bell crank has been downsized to 15mm, and the bolt at the other end of the link was reduced from 17mm to 14mm. These changes, along with the milled-out head stays, provide more feedback from the rear wheel, increasing comfort and taking the bite out of the Austrian frames. To complement these updates, WP adjusted the shock valving slightly to achieve their ideal suspension setting, while the WP XACT air fork settings are the same. 

Q: IS THE GASGAS JUST A RED KTM?

A: Yes and no. Most true motocross enthusiasts just see the three Austrian brands as orange, white and red KTMs. In one sense, the MXA test riders agree with the majority opinion here. They are incredibly similar machines that platform-share their most significant parts (i.e., engines, frames, suspension, electronics) with KTM; however, once on the track, the three Austrian race bikes do a good job of differentiating themselves. The changes the engineers made to each brand do result in contrasting performance parameters. 

The KTM is the “race-ready” brand. The orange bikes have all the bells and whistles needed to go fast. Their suspension is stiffer, the powerplant more responsive and the airbox flows more air, which improves throttle response.

Husqvarna is a “legacy brand.” For the white bikes, the marketing pitch, suspension setup and broad powerband are tailored to Vet riders, many of whom still remember the heyday of Husqvarna of Sweden. In a bold move, Husqvarna shortened the suspension travel at both ends to make the seat height 1 inch lower and, correspondingly, it feels slightly softer on the track (even though WP insists the internal fork and shock settings are the same as on the KTM). The Husky shares all of KTM’s bells and whistles (i.e. Brembo brakes and clutch, map switch with traction control, launch control and QuickShift). As has become de rigueur for KTM, Husqvarna and GasGas engine management, the Husky airbox is closed off more than the KTM airbox, creating a slightly muted throttle response from low to mid that works well for Vet and Novice riders.

GasGas is the “fun brand.” The red bikes are positioned as the exciting new youth brand. Their tagline is “Spice it up,” and they target a younger audience with their marketing. The GasGas retail price is also meant to attract a younger audience, as buyers can save a few dollars by going with a stock GasGas. But, to offset the savings, you won’t get all the KTM and Husqvarna frills. You get BrakTec brakes and clutch hydraulics instead of Brembo. You don’t get two maps, traction control, launch control or QuickShift, and you get an even more closed-off airbox than on the orange and white brothers—once again, hindering initial throttle response.

The 2024-1/2 KTM 250SXF is an early release of the 2025 model, only with an Akrapovic muffler and a few PowerParts items.

Q: WHAT ARE THE DIFFERENCES BETWEEN THE GASGAS MC250F AND KTM 250SXF FACTORY EDITIONS?

A: On the normal production-line GasGas and KTM machines, we can roll off a litany of noteworthy differences between the red and orange specs. This time, with the Factory Editions, we can’t. These two bikes are almost identical—apart from their identifying colors and bodywork. Factory Editions are produced in limited quantities and brought to the U.S. primarily so the factory teams can race next year’s bike this year. That is a lot of expense and effort to go to for a small handful of factory riders. Because the AMA rules require that 400 units be homologated before they can be raced, the average local racer can get one of these special racers also. 

Understandably, if they aren’t making any significant changes to the next model yet, they won’t even make the 400 250cc Factory Edition 250Fs. For example, KTM and Husky didn’t make any major updates between 2023 and 2024, so they didn’t go through the hassle of assembling 2023-1/2 Factory Edition 250 models—just 450s. However, since the 2025 model year is very important to the Austrian brands, and they have gone to the effort of developing a new frame for 2025, they fired up the production lines late last year to build limited runs of six Factory Edition models, both 250 and 450 versions of the KTM, Husky and GasGas. 

The Austrians go all out to make their stock production bikes seem unique, but they don’t make the same effort to differentiate their Factory Edition bikes. Why not? Because they only make a special production run of 400 of each of these bikes. Plus, the factory teams use full-length suspension (not the shortened components that come stock on Huskys) and every 2024-1/2 Factory or Rockstar Edition gets map switches and Brembo brakes and clutches (not the BrakTec components that come on GasGas). Thus, they see no problem in offering Factory Edition models that are nearly identical to each other. Factory Editions, regardless of brand, have the same exact suspension valving and the same exact ECU mapping and electronics. Additionally, the KTM and GasGas Factory Editions have the same Akrapovic mufflers (Husky has FMF), and they have the same brake and clutch hydraulics. 

Here’s a list of the only real differences. 

(1) Bodywork. The GasGas MC250F and KTM 250SXF Factory Editions have different fuel tanks (KTM’s is 1.9 gallons and GasGas’ is 2.0 gallons) designed to work with each bike’s unique radiator shrouds. The GasGas MC250 Factory Edition’s radiator shroud, airbox cover and side number plates are one molding that stretches from the radiators all the way to the rear fender. The KTM 250SXF Factory Edition has separate radiator shrouds, airbox cover and side number plates.

(2) Frame color. The KTM frame is powdercoated in factory orange and the GasGas is cherry red. 

(3) Seats. To fit with their unique plastics, KTM and GasGas each have their own seats with unique seat bases and unique covers. The KTM has a Selle Dalla Valle orange gripper seat cover with ribs, and the GasGas has a red and bluew GasGas factory racing gripper cover. 

(4) Handlebars. The GasGas handlebar is 12mm taller than the KTM bars, with a bend replicating the Renthal 928 bend. 

(5) Aesthetics. The wheels, triple clamps and rear sprocket are both the same, just in brand-specific colors. 

The MC250F Factory Edition is a carbon copy of the KTM, only with a choked-up airbox.

Q: HOW DO THE 2024-1/2 FACTORY EDITIONS RUN ON THE TRACK?

A: The KTM and GasGas 250 Factory Edition engines run very similarly. The KTM does breathe better and therefore provides more “snap” at the first crack of the throttle. Otherwise, they feel very much like twin brothers when they are in motion. Both engines have expansive linear powerbands, and they peak well above 13,000 rpm. This means that the rider must be willing to wring the engine out to get the most out of it. Because our test riders switch between all displacements and brands, we constantly have to remind them not to shift until the cows come home when on the Austrian 250 four-strokes. If you ride a 350 or 450 often, you can get comfortable riding lower in the rpm range and short-shifting. Sure, the KTM and GasGas 250cc engines are strong enough to still pull you if you do shift early, but you won’t be getting your money’s worth. There is a whole new world of power available for riders who aren’t afraid to break the 13,000-rpm barrier. 

Additionally, the new 2024-1/2 250Fs run cleaner than before. The Austrians didn’t publicly announce it, but they fixed the traction control map on the 250Fs, and it made the “TC” setting usable again. When this generation came out in 2023, the traction-control map detuned the engine horrendously. It was no longer monitoring spikes in rpm to manage rear-wheel traction; it simply detuned the power so much that the bike sounded like it had electrical issues. Now, traction control has been fixed, and it’s worth trying again. Also, the KTM and GasGas Connect apps allow you to adjust how strong or how light the traction control is, which is a nice touch.  

Bonus tip: You can remove the insert from the Akropovic muffler to make the bike slightly snappier coming out of corners, but of course, it makes the bike louder, too. There is a small rubber plug underneath the muffler tip that must be removed before you can stick an Allen key tool in there to loosen the bolt and remove the insert. 

The cutout on the shock tower is the most visible change to the new 2024-1/2 and 2025 frames.

Q: HOW DO THE NEW FACTORY EDITION 250Fs HANDLE?

A: The 2023 and 2024 models were on the rigid side, and they took a while to break in. We recommended 10 hours, but truthfully, the 250 four-strokes were easier to break in than the heavier and stiffer-suspended 350 and 450 machines. Still, the frames were on the stiff side, and we appreciate the update to the new frame. It cuts break-in time down by 90 percent (before it needed 10 hours; now it needs about an hour), and it has improved comfort on the track. Our test riders love how planted the wheels are. The throttle, brakes and suspension offer a confidence-inspiring experience, making you feel very connected to the track. 

Of course, the air forks still need to be closely monitored, especially on a hot day, because the pressure will go up. We had great success with Dal Soggio’s FSR-48 complete spring fork, using it on multiple Austrian bikes throughout the last year. The springs bring out a level of plushness and comfort that is tough to find with air. 

Q: HOW IS THE NEW BLUETOOTH CONNECTIVITY UNIT?

A: The new KTM/Husqvarna/GasGas Factory Editions feature new Connectivity Units that enable riders to link their smartphones to their bikes for personalized mapping, lap times and engine monitoring. KTM initially launched a Bluetooth connectivity unit on the 2021-1/2 Factory Edition models, but it had bugs and never made it to the 2022 production bikes. On a side note, the factory that made an important component of the unit had burned down, hampering production. It wasn’t all a loss, though, as the previous system had some flaws. 

The new Connectivity Unit Off-Road (CUO) app quickly propelled the Austrian group into the technological lead in motocross electronics. It offers new levels of data acquisition and customization that have never before been available to the public. The new app allows riders to adjust throttle response, engine braking, traction control, launch control and even quickshift sensitivity between gears. Furthermore, the new Factory Editions and 2025 models are equipped with a GPS, G-force sensor, Wi-Fi transmitter and data collector, all compatible with LitPro software. This software tracks various metrics, including lap times, segment times, G-forces, airtime, average speed, distance jumped, and theoretical best possible lap.

What sets this system apart from a standard LitPro is its integration with the bike’s ECU, providing additional data such as the rider’s rpm range, shifting frequency throughout a lap, coolant temperature and more. Connecting to the bike and customizing the maps is straightforward. When uploading a map, the created map is assigned to the green map button (map 2), while the white map button (map 1) turns into a milder version of the created map. Unfortunately, it’s not possible to customize and upload both maps individually (as with Yamaha).

Q: ARE THE KTM 250SXF AND GASGAS MC250F FACTORY EDITIONS WORTH THE EXTRA MONEY?

A: Yes and no. It depends on what kind of rider you are and what you demand from your race bike. The 2025 KTM and GasGas 250Fs will come with all the major performance upgrades of the Factory Edition models, such as the new frame and new linkage. They will also be compatible with the new CUO system (just like the 2023 and 2024 models), but they won’t come stock with the GPS unit mounted in the front fender or the data acquisition transponder on the right fork leg. That’ll be an extra $249 if you want to buy the hard-ware needed to connect your phone to your bike and use all the cool new features that come with it. 

Also, the 2025 models won’t come with the Factory Edition’s skid plates (worth $209), Akrapovic mufflers (worth $892), CNC-machined Powerparts split triple clamps (worth $550), the Powerparts factory wheel set (worth $1029), WP start device (worth $104) and more. These accessories alone are valued at $2800. Plus, you can’t buy replica Red Bull graphics anywhere, and for some riders that’s worth some extra dough, too. 

Be forewarned, the 2025 GasGas MC250F will be spec’ed with Braktec brakes, levers and calipers and a Braktec hydraulic clutch slave unit. They aren’t terrible, but nothing compares to Brembo. The stock GasGas also won’t have a map switch, and it will have softer suspension settings. Overall, the $11,349 MSRP is steep for these two bikes, but maybe it is worth it for someone who wants a GasGas but still wants the Brembo hydraulics, stiffer WP valving and the full suite of electronic aids. Both bikes do come with the $249 CUO system, which adds a lot of value for riders who like to geek out about their lap times and want to customize their ECU mapping. 

The Factory Edition KTM 250SXF is $1200 more than MSRP on the stock 2024 KTM 250SXF, and the GasGas MC250F Factory Edition is almost $2000 over the 2024 MC250F price. Still, the extra money buys you the much-improved frame and a healthy list of upgrades.  

Both bikes come with an Akrapovic muffler and stock header.

Q: WHAT DID WE HATE?

A: The hate list:

(1) Distinction. We understand the business reasons, but we still wish the engineers had separated the GasGas and KTM a little more instead of just making two of the same bike in different colors. 

(2) Start/stop buttons. These are fine for most riders, but it can be hard to find the button quickly when you crash and you’re trying to get going again. We press the map switch button and turn the bike off accidentally all the time. Nihilo Concepts makes a kit that moves the start and stop buttons back to their rightful places. 

(3) Radiator cap. The plastic radiator cap is a pain to remove. Nihilo Concepts also has a fix for this. They make a removal tool that helps.

(4) Spokes. The spokes come loose. Keep a close eye on them, especially when breaking them in.

(5) Chain slack. You need 70mm of chain slack. That’s about four fingers under the chain at the back of the buffer pad. We hate how loose it’s supposed to be nowadays. 

(6) Muffler. The Akrapovic muffler that comes stock is different from the full Akrapovic system you can buy. The Akrapovic header has a smaller diameter than the stock header, thus it won’t mate up to the Akrapovic muffler that comes stock on this bike. If you want an Akrapovic header, you have to purchase a completely new system. 

(7) Front brake. Our test riders don’t notice a performance difference between the semi-floating front brake rotor on the Factory Editions and the solid-mounted rotors on the stock models; however, they do feel the difference in the pits when they grab the brake and the front wheel rocks back and forth. Also, the front brake rotor guard is cool, but we normally remove it to get more airflow to the front brake. 

This is the transponder that allows smartphone connectivity.

Q: WHAT DID WE LIKE?

A: The like list:

(1) Value. We like that they’ve thrown practically the entire PowerParts catalog at these bikes. They’re expensive, but there are a lot of value-added parts incorporated into the Factory Edition models. 

(2) Start device. It’s nice that these bikes come “ready to race” with the WP start device. 

(3) Shock collar. We’ve been thanking the Austrians ever since this new shock collar came out on the 2023 models. It’s more durable than before, and it’s easier to use than Showa and KYB collars. 

(4) Factory skid plate. It’s nice that the steel frame comes with threaded bolt holes to mount the skid plate. 

(5) No-tools clickers. We love that we can adjust every suspension clicker (except the shock rebound clicker) by hand. 

(6) Brakes. Brembo brakes are the bee’s knees. We love them.

(7) Clutch. KTM’s diaphragm clutch, Belleville washer spring and steel clutch basket result in a clutch that lasts twice as long as any other brand’s clutch, even the ones that copy the KTM design.

Q: WHAT DO WE REALLY THINK?

A: Overall, the new 2024-1/2 KTM 250SXF and 2024-1/2 GasGas MC250F are two big steps ahead of the 2024 models. They’re more user-friendly, thanks to the softer and more resilient frames, and come with super-high-tech ECU systems that enable the rider to analyze data and customize the ECU mapping. On many model years, the Factory Editions are just stock bikes with a lot of glitzy aftermarket parts. This year, the Factory Editions come with all the benefits of next year’s bike, along with some useful protection and performance parts in the bundle. The 2023–2024 models are no slouches, but the 2024-1/2 models are two steps ahead.

The post SIBLINGS SHOOTOUT: KTM 250SXF FACTORY EDITION VS. GASGAS MC250F FACTORY EDITION appeared first on Motocross Action Magazine.

By Jody Weisel

My YZ250 experience goes back to before there was a YZ — to the DT-1 250. I have raced through the Yamaha twin-shock, monoshock, dog-bone and speedo-and-tach eras. I’ve ridden white, silver, yellow, magenta and blue Yamaha YZ250s. And although I didn’t like every YZ250, I did love some of them. To me, and maybe just to me, the greatest motocross bike ever made is the 2006-2024 Yamaha YZ250 two-stroke (yes they have gotten a little monotonous over the years, but good is good even if you’re tired of it). The YZ250 epitomizes the golden era of two-stroke motocross, with just enough high-tech wizardry to make it a sweet ride today.

I think my two-stroke decision has been smarter than most of the MXA gang’s four-stroke choices, because I am a two-stroke guy at heart—albeit one who makes his living racing and testing four-strokes. And I know it was easier for me to build a full-race Yamaha YZ250 than a money sucking four-stroke, because I have built many versions of this bike over my career. I know how to make a YZ250 suit me better in my sleep.

Plus, it doesn’t matter what year YZ250 you have, can get or are searching Craigslist to find. They are all good—from 2006 all the way to 2023. Now you might think that my YZ250 would be brand new, but what for? In the interest of truth, I do have a brand new 2024 Yamaha YZ250 test bike, but my personal YZ250 is a 2014 model — and the mods I made to it, apply to every YZ250 made over the last 16 years. With the caveat that some of them are made to suit my personal peccadilloes.

These are my steps, you don’t have to follow them and you don’t have to buy any parts—because in stock trim the YZ250 is a “buy-it and race-it” bike. This is just the stuff I chose to do to my bike based on years of YZ250 experience…not to mention experience with my own personal foibles.

Aftermarket exhausts are a quick and easy way to find a couple horsepower on a two-stroke.

It helps that I have ridden Broc Glover’s, Micky Dymond’s, Damon Bradshaw’s, Rick Johnson’s, Jeremy McGrath’s and Chad Reed’s works YZ250s. And, it also helped that I had a full-race Chad Reed YZ250 of my own back in 2008 (works suspension and everything). Unfortunately, I couldn’t handle the power of Chad Reed’s engine, so I detuned it—to the dismay of Mitch Payton who thought I was crazy.

STEP ONE: For me, step one was to build an engine that was fast and powerful, but manageable. My Chad Reed YZ250 experience taught me that I didn’t need an explosive, race-gas-fueled works engine. So, when I asked Mitch to port my YZ250 engine, I turned him down when he offered to give me all the works trickery that I had back in 2008. Instead, I told him I wanted Pro Circuit’s custom porting mated to a milled cylinder head that could burn pump gas. Mitch did all the engine work himself, cost $379.95.

I try not to make my personal YZ250 a fire-breathing dragon.

STEP TWO: In 2011, Yamaha went to a global spec on the YZ250. This meant less compression in the cylinder head and a 75mm-longer muffler—all in the name of making the bike run on gas in the Congo, as well as Beverly Hills gas. As it sits on the showroom floor, the 2013-23 Yamaha YZ250—and most of its clone-like brethren back to 2006 pump out around 46 horsepower—give or take a pony or two. I know I said that I wanted a more manageable powerband, but I didn’t want to give up four horses to a KTM 250SX or nine horses to a KX450F in the land rush to the first turn.

The porting and head mods were step one, but they were only part of my four-stage master YZ250 engine plan. The plan was simple and relatively cheap (compared to the cost of the same mods on a four-stroke). Stage two of my master plan was a  Pro Circuit platinum pipe. (A younger and stupider me would have gone for the non-plated, raw-metal, Works pipe, but I don’t have the time to spend rubbing my pipe with a Scotch-Brite pad anymore.) I also added a Pro Circuit R304 silencer. It is one-half the size of the stock silencer, which is okay with me, because I don’t plan on racing in the Congo ever again after what happened last time I was there.

STEP THREE: I felt like I had money to burn, so for step three, I called Steve Tassinari and ordered up a Moto Tassinari VForce3 reed valve. This was a no-brainer, because I have historically relied on Moto Tassinari reeds when it comes to the YZ250. Plus, it (or a clone version of it) comes stock on the YZ250’s main competition, the KTM 250SX.

The unique VForce3 reed cage features double the reed-tip surface over the stock YZ250 reed. This means that the reed petals only travel half the distance for the same airflow, and they flutter less. The payoff is in an improved midrange and a better throttle response. At this point, I was still way below the price of a titanium four-stroke system—and there was only one step left in my four-stage engine plan.

STEP FOUR: One thing I learned during my Chad Reed days was that I don’t need bark as much as I need growl. I want to roll out of a turn with the throttle on and the rear wheel hooked up. As for the front wheel, it should gently paw at the air, not stand at attention. Past experience has told me that a 9-ounce Steahly flywheel weight would do the trick and since virtually every factory YZ250 racer ran a flywheel weight, I was in good company. It wouldn’t cost me any horsepower, but it would turn the rat-a-tat-tat power delivery of a ported 250 two-stroke into a broader, torquier and more tractable bike.

Since every factory YZ250 ran a flywheel weight, I knew it would smooth out the power without costing any power.

My total engine package (porting, head, pipe, silencer, reed and flywheel weight) cost a tad over a grand. Of course, I had a few more purchases in mind. I added one tooth to the rear sprocket (from 50 teeth to 51 teeth) and ran stiffer Pro Circuit clutch springs. It should be noted that I didn’t have an actual budget, and I was under no constraints to save money on this project. I could spend as much as I wanted, but I still didn’t want to waste money.

STEP FIVE: I think that the Kayaba SSS suspension is the cat’s meow of production suspension systems and on the YZ250 it is even better than on the four-strokes. Why? Because the YZ250 is only 218 pounds, and it got spec’d during a more generous R&D time at Yamaha, which meant an 18mm shock shaft and amazingly versatile damping specs.

The 2006-2024 Yamaha YZ250 has works-like suspension when compared to the stock KTM, Honda, Suzuki and Kawasaki. Many riders could buy the Yamaha and race it on the same day. But, I’m a little heavier than Yamaha’s ideal 175-pound target rider. Neither spring rate (front nor rear) will suffice for my body mass index. On the front, I can bottom the forks, and on the rear, I can’t get the proper race sag and free sag—which is a telltale sign that I need a different shock spring.

The plus for me was that I didn’t need to revalve the front or the rear. I had Pro Circuit’s Bones Bacon throw in a set of stiffer 0.45 fork springs while I went looking for a 4.9 kg/mm titanium shock spring. There was a problem. My usual source for titanium springs, DSP, was no longer carrying them. Instead, DSP had developed a new line of silicon-chromoly steel springs that had the properties of Ti and were half the price. I was thinking about going with the chromoly spring when my friend at DSP called and said that they found their last titanium spring on a dusty shelf in their warehouse. As luck would have it, it was a 4.9 kg/mm spring for a YZ250. If you could buy this spring, it would cost $600, but you can’t buy it. And since it was the last one, DSP gave it to me.

STEP SIX: Unlike you, a faster engine doesn’t make me faster; it just makes me shut off sooner. But on the off chance that I get up to speed, I need good brakes to bring me back to my senses. And “good brakes” does not mean stock Yamaha brakes. I want KTM-style pucker power, and the best way to get that is to go to an oversize rotor. I have had unbelievable luck with Moto-Master’s 270mm Flame rotor. With a larger rotor, the braking power is upped significantly across the complete friction curve, which means that there is more pucker power at low speeds and a lot more power at high speeds. It does lose some modulations, but its traded for a puckered orifice. Obviously  buyers of late model YZ250’s get a 270mm rotor with each bike they buy.

This LightSpeed carbon fiber rear brake scoop may seem like so much foof, but it is based on the scoop that Jean-Michel Bayle used on his works Honda 24 years ago. Brake draggers will understand how it works and what it does.

STEP SEVEN: If there was a motocross confessional, I’d be in there every Sunday confessing that I’m a brake dragger. It comes from decades of racing with pitiful drum brakes. I don’t need more powerful rear brakes; I need brakes that don’t chirp, squeal or fade. I have several brake-saving strategies.

(1) I set my rear brake pedal up so that I barely have any brakes at all at the start, because I know that a couple of turns into the race, my brake fluid will start to expand.

(2) I run the rear brake pedal as low as it will go. On some brands, that means cutting off some of the threaded master-cylinder plunger rod.

(3) I removed the disc guards. They are there to protect the rotors from damage, but I’ve never damaged a rear rotor in my career and prefer that the rotor spins in the breeze.

(4) I run a rare LightSpeed rear-caliper air duct. This carbon fiber air scoop directs air onto the rear rotor when the bike is moving. (You don’t need to worry about braking power when you are standing still.) Don’t scoff at the idea; Jean-Michel Bayle’s works Honda had an almost identical rear-brake air duct on it.

The biggest selling motocross bike of any year is a “used” Yamaha YZ250. As long as it has SSS suspension it’s ready to roost.

STEP EIGHT: I’m not much of a frills guy. It seems silly to race a practical and affordable two-stroke and then spend money on anodized doodads. I have a Pro Circuit aluminum throttle tube (the ground keeps jumping up and cracking the stock plastic one), a LightSpeed carbon fiber glide plate (not a big skid plate), a brake snake (to keep the pedal close to the frame in ruts), and a Works Connection hour meter (Tek-screwed inside the recesses of the YZ250’s aluminum frame).

But, I’m not above a little vanity. Look closely and you’ll see a carbon fiber fork lug guard on the right fork leg, a  CNC-machined billet Pro Circuit clutch cover, and a left-over  Cycra YZ front fender and number plate that were especially molded to allow Yamaha two-stroke owners to upgrade their bikes to the new-generation 2015 YZ250 front fender—well, it was new generation 10 years ago. (Even though I think the new fender is ugly, it is the one YZ250 plastic piece on my bike that isn’t ten years old.)

As a final step, after the bike was completed and raced a few times, I added a complete UFO Plastic’s YZ125/250 restyle kit. It was a bolt-on kit, including radiator shrouds, both fenders, front number plate and side panels, that mimicked the look of the 2013 Yamaha YZ250F plastic. The YZ250F plastic comes from a design school known as “arrow” design—because everything ends in a point.

This Jody’s bike, the same one as above, but with the complete UFO restyle kit, which mimics the 2015 model update.

STEP NINE: I knew before I built it that there was no way that I’d be going to the starting line with the fastest bike on the track—that wasn’t what I was looking for. (Remember, I already had that back in 2008.) Instead, I wanted the best all-around bike on the track. It had to have power, not fire-breathing power, but power that I could put to the ground and keep there until the job was done. So, with my ported-and-piped YZ250 engine, I pushed the horses up to 49 while broadening the spread out with a flywheel weight and a Moto Tassinari reed cage. It ran great, and by “great” I mean I could roll it on sooner and keep it on longer. It felt connected to the ground, but was still light and airy…like a two-stroke should be.

From a suspension standpoint, I never had a worry. The Kayaba SSS suspension was flawless, and with stiffer springs, better brakes and a broad powerband, it could go where other bikes couldn’t. Well, they could, but they kicked, wheel-hopped and, in general, looked squirrelly doing it.

In the end, I loved what I built and of course, I never saw the need to upgrade to a newer model. I don’t expect you to build the same bike because I built this one for me and me alone. Your style, taste and peccadillos are different than mine. In a sport that is 90 percent man and 10 percent machine. All I wanted was 11 percent…and that’s what I got.

The most current version with a Scalvini pipe. For a 2014 it still looks good.

The post TEN YEARS AGO TODAY: PULLING BACK THE BLUE CURTAIN OF JODY’S PERSONAL 2014 YZ250 appeared first on Motocross Action Magazine.

BY TOM WHITE

In the 1960s, Bultaco had been a successful brand in American scrambles and local motocross, but its stock rose when American upstart Jim Pomeroy shocked the motocross establishment by winning the 1973 Spanish 250 GP.  News of the victory created a wave of excitement in America where motocross was undergoing an explosive growth cycle.  

Bultaco was founded in 1958 by Francisco Xavier Bulto, who along with Pedro Permanyer was one of the founders of Montesa in post-WWII Spain. Bulto broke away from Montesa to start his own brand in 1958. His first Bultaco model was the Tralla 101 (Tralla translates to “whiplash” in Spanish). Early models were plagued with excessive weight and a powerband that few riders could tame.

By 1974, the 360cc Pursang was nearly identical in design to the production 250 that Yakima, Washington’s Jim Pomeroy had ridden to win the Spanish Grand Prix. Claimed horsepower was 39 at 7000 rpm, which in print looked awesome, but in reality the horsepower in the brochure was never matched by horsepower on the track. Power wasn’t outstanding, but thanks to the low seat height and slack head angle, the Pursang was a sliding fool. Bultaco riders would just pitch the bike into a corner and dial on the power. No need to take the inside line, because the inside line was almost an impossibility on a Bultaco.

The 1974 360 Pursang was an absolute jewel. The engine cases, triple clamps and hubs were highly polished, while the fiberglass fenders, side panels, airbox and fuel tank were nicely painted. Other niceties included a Femsa ignition, Betor suspension, Akront shoulderless rims and Pirelli tires. In 1974, the suggested retail price was $1395. Today, Pursangs are not on the top of most vintage collectors’ short lists. Most collectors will pay no more than $2000 for a good core (yet to be restored) or $6000 for a nicely restored example. MXA’s featured 1974 Pursang MKVII came from the Brad Morrison collection and resides at the Early Years of Motocross Museum. Other examples of Bultaco’s handiwork in 1974 include the Astro 360cc (TT scrambles and short track) and Sherpa T 350cc.

By 1975, things were falling apart for Bultaco. Blaming labor unrest and market pressures, the Bultaco factory closed in 1979. There were several attempts to revive the Bultaco brand, but all failed until Marc Tessier purchased the Bultaco Sherpa name in 1998 and used it to help launch a range of purpose-built trials machines from his Sherco company.

The post CLASSIC MOTOCROSS IRON: 1974 BULTACO MKVII 360 PURSANG appeared first on Motocross Action Magazine.

Q: FIRST AND FOREMOST, IS THE 2024 HUSQVARNA TC65 BETTER THAN THE 2023 MODEL?

A: Yes, it is. The Husqvarna TC65 is all new for 2024 with an updated engine, new frame and chassis, and new bodywork to match the big-bike Husqvarnas. Of course, one of the biggest updates is the fact that you can now adjust the seat height of the TC65 Junior Cycle, setting it in the low, standard or tall position. 

The Husqvarna TC65 is a white sibling of the KTM 65SX and GasGas MC65. The KTM Group has been the leader of the Junior Cycle class for a long time now, and 2024 marks the first major update for this model in a long time. Like an old glove, the 2023-and-earlier model KTM/Husky/GasGas 65s work great; however, KTM took a deep dive into its mini-bike range, going the extra mile to customize the new 65 to its target rider and modeling the rider-triangle geometry (footpeg-to-seat-to-handlebar ratios) of the full-sized Husqvarna big bikes. 

The MXA wrecking crew flew to Austria to tour the KTM factory in 2023, and we saw multiple young test riders working on the new 65 project. We got to see first-hand the actual effort KTM puts into developing new models. Funny enough, many of the mini bike test riders who developed the new 65 were sons and daughters of the employees who work at KTM.

Once we got home and our testers were able to swing a leg over the new machine, it took some time to work out a few bugs. But, soon our testers preferred the all-new 2024 Husqvarna TC65 to the trusty old 2023 machine.

Husqvarna went to great pains to build a 65cc Junior Cycle that was the spitting image of 2024 Husqvarna TC125.

Q: WHAT’S NEW ON THE 2024 HUSQVARNA TC65?

A: The 2024 Husky received a major overhaul. Let’s highlight the changes.

(1) Body. At first glance, the most noticeable difference to the 2024 Husqvarna TC65 is that it looks like a shrunken-down version of the full-size models. This is because Husky didn’t just want to make its mini-cycles look similar to the big bikes; they wanted them to be miniature versions of the big bikes. 

(2) Adjustability. What do all kids have in common? They grow! Taking the idea from their electric EE-5 frame, the 2024 Husky TC65 (as well as the KTM and GasGas 65 models) comes with adjustable ergonomics. It uses different mounting positions for the subframe, rear shock, fuel tank and seat, allowing for the 65cc Junior Cycle to grow with its rider. Plus, you can adjust the handlebar position within the triple clamps. When it comes to the cost of today’s dirt bikes, this is a huge win for a family and its bank account. Overall, the new model has 45mm of adjustability with a seat height of 28.1 inches in the low position, 28.7 inches in the standard position and 29.9 inches in the tall position. 

(3) Frame. The 65 has an all-new frame with updated geometry and flex. Mirroring the full-size models, the shock is no longer mounted to the upper frame tube, helping mitigate the effects of energy transferred through the chassis. Frame protectors have also been added to protect against “wear and tear” and provide increased grip.

(4) Subframe. In another nod to the full-size Husky models, the subframe is now a two-piece hybrid of polyamide glass fiber and reinforced steel. Of course, it has two different mounting points for adjustability as well. 

(5) Exhaust. To fit the new frame, the pipe and silencer had to be updated. The most noticeable cosmetic difference is the black anodized silencer on the 2024 model. The exhaust also received a tight rubber seal between the header and silencer to help with vibration and better overall performance.

(6) Airbox. To fit the new subframe, the 2024 receives a new airbox and air filter design. The most noticeable change is the Twin Air filter design and snap-lock mounting system for installation, requiring zero tools. 

(7) Engine. The gear ratio in the transmission remains the same, but stronger steel is used for the gears themselves, improving durability. For the clutch, the 65 has a new Diaphragm Spring (DS), just like the big bikes. This improves durability and overall feel. It is also coupled with a new steel clutch basket instead of aluminum, which shows the Pierer Mobility Group (KTM/Husky/GasGas) has focused big time on improving the lifespan of the clutch and transmission. An oil-level check screw has also been integrated onto the clutch cover for ease of use.

(8) Shock. To accommodate the new mounting position of the 2024 frame, a new WP XACT rear shock had to be developed. This resulted in a more compact rear shock design, and therefore the spring rate needed to be adjusted.

(9) Radiators. Last but not least, the new Pankl radiators are inspired by the full-size models, replicating the same design but smaller in size to fit the 65. The radiator protector is mounted directly onto the frame, and the radiators are mounted onto the frame protectors.

(10) Extras. The TC65 also has new footpegs, a new shift lever, and a new lighter and more ergonomic kickstarter to help Little Johnny kick over the TC65 more easily.

WHICH PARTS REMAINED THE SAME FOR 2024?

A: Because the 2024 Husqvarna TC65 received a massive overhaul, not much stayed the same.

(1) Brakes. Because the 2023 model received an upgrade to its rear brake system with beefed-up calipers and a larger rotor (160mm to 180mm) compared to the 2022 model, there wasn’t much need to make any revisions heading into 2024. The front and rear braking system on the TC65 has plenty of stopping power.

(2) Wheels. Carried over from the 2023 model, the 2024 Husky TC65 comes with black anodized aluminum rims laced around aluminum hubs. Husqvarna also stuck with the Maxxis Maxxcross MX-ST tires for the new bike.

(3) Forks. Outside of receiving some revised setting changes and updated fittings to work on the new chassis, the 2024 Husqvarna TC65 comes with the same 35mm WP XACT air forks.

Q: HOW HEAVY IS THE 2024 HUSQVARNA TC65?

A: When Husqvarna came out with the all-new big bikes in 2023, they gained 6 pounds. Thankfully, the new 2024 Husqvarna TC65, which mimics the chassis updates of the big bikes, only gained 1 pound. It weighs 118 pounds. 

Q: HOW DOES THE 2024 HUSQVARNA TC65 RUN ON THE DYNO?

A: We put the new TC65 on the same dyno we use for all of our bike tests. One important thing to note: dyno numbers are only relevant if you are comparing bikes on the same dyno and on the same day. Weather affects how an engine will run, and dynos differ drastically, even if they’re made by the same company. 

We always use Pro Circuit’s dyno for our tests, and the 2024 Husqvarna TC65 reached a peak of 16.63 horsepower at 12,000 rpm with a peak of 7.61 pound-feet of torque at 10,200 rpm. The curve has a dip in power at 8000 rpm and another big dip between 10,000 and 11,000 rpm. We saw a prototype version of the Pro Circuit TC65 pipe and silencer on the dyno. It produces a few extra horsepower and has a much smoother and more consistent power delivery; however, we can’t provide the actual numbers because it was not finalized during our test time.

Q: HOW DOES THE 2024 HUSQVARNA TC65 RUN ON THE TRACK?

A: In stock form, the 2024 TC65 was quicker on the dyno than the 2023 model. The overall power package improved in 2024. On the track, all of our test riders agreed about the engine package. There was a slight hesitation out of the corners or in deeper parts of the track. The clutch had to be used consistently to keep the rpm higher to pull out of these conditions. Once in the midrange, the TC65 had a solid pull through the top. 

We worked with Jamie Ellis from Twisted Development to dial in our TC65 test bike. The first recommendation we followed was to use Twisted Development’s exhaust flange. This upgraded flange not only added to the integrity of the stock O-rings, but because the aftermarket flange is a little longer, it greatly helped with the bottom-end power. 

Also, the Husqvarna manual recommends using a 50:1 pre-mix ratio, but Jamie recommends 40:1, and we, like Jamie, prefer 40:1 in all of our two-stroke test bikes. We also installed a VHM power-valve mechanism because it has an external adjuster for changing how quickly the power valve opens or closes.

Q: HOW IS THE SUSPENSION ON THE 2024 HUSQVARNA TC65?

A: Similar to the 2023 model, the 2024 Husqvarna TC65’s suspension is on the soft side for more experienced Junior Cycle riders. All of our test riders felt a sensation of blowing through the stroke consistently with the forks. Even after we added more air to increase stiffness, our riders complained of a “slap bounce” reaction over the jumps and bumps. Adding more air was not the answer. For the forks, we settled on a stock setting of 3 Bar (44psi), four clicks out on the rebound, and eight clicks out on compression. 

The shock was also on the soft side for our liking. Husqvarna’s manual suggests one full turn out on the high-speed compression, 12 clicks out on the low-speed compression, and 12 clicks out on the rebound in “Sport” mode. We recommend a stiffer setting at half a turn out on the high-speed compression, six clicks out on low-speed compression and 10 clicks out on rebound. For sag, we settled on what the manual recommended, which was 80mm.

Q: HOW DOES THE 2024 HUSQVARNA TC65 HANDLE ON THE TRACK?

A: The 2024 TC65 felt lighter and more agile than the 2023 model for our mini testers. This was especially noticeable in tighter, low-speed turns. Our test riders raved about how easily the 2024 could pivot on a dime. At first, in the higher-speed and rougher sections of the track, the bike tended to dance around more and felt unstable. But, once we dialed in the suspension and let the bike break in, our test riders felt more comfortable with the new bike.

Q: WHAT DID WE HATE?

A: The dislike list.

(1) Spark plug. It’s long been a challenge for mini dads to keep Little Johnny’s 65 from fouling a plug. The new Brisk plug from Husqvarna isn’t perfect. We recommend the NGK LR8B spark plug.

(2) Stator. This complaint comes from Jamie Ellis. Previously, engine tuners could advance or retard the ignition timing via the stator plate to prevent detonation. Now, KTM has pinned the stator to the plate beneath it so you can’t move it anymore. It’s a safety thing for KTM, but it makes it harder to tune the engine. 

(3) Carburetor. Our issue isn’t with the carb but with the new subframe. When re-jetting the carburetor on previous 65cc models, we liked to disconnect the silencer from the pipe and the intake boot from the carb, remove the bottom subframe bolts, and loosen the top subframe bolts to be able to flip the rear end up and easily access the carburetor. Now, with the two mount holes for the subframe, we’ll have to grind off the front tabs to be able to do that.

Q: WHAT DID WE LIKE?

A: The like list. 

(1) Adjustment. We love that the KTM Group is using what they’ve learned with their electric minis and implementing the same ergonomic adjustability on their 65 models. This saves money and is safer and less intimidating for Little Johnny. The only downside is carb access. 

(2) Rider triangle. Most parents set the handlebars in a position that feels good to them, not their kids. We appreciate that the KTM Group has gone all out to redesign the ergonomics of the new 65 range to fit its target audience. 

(3) New generation. Of course, it’ll take some time for aftermarket tuners to learn the new Austrian 65s, but we appreciate the new model. The new stock bike makes more power than the 2023 model and can still be improved with aftermarket mods.

Q: WHAT DID WE REALLY THINK?

A: When a new model comes out, everyone tends to hold their breath. With the previous model already an industry leader in the 65cc class, we were surprised to see KTM, Husqvarna and GasGas go above and beyond when it came to making changes to the 65. We loved the idea of making our mini riders feel like their grown-up counterparts by having a bike that looks like a shrunken-down version of the full-size model. But, when it comes to performing like the full-size model, that can create a whole different set of challenges. We are pleased to see that with the new look, Husqvarna did not sacrifice its performance in the 65 class. By integrating the technology behind the working components of the full-size model into the mini bikes, Husqvarna has pushed the mini bike world into a new era.

The post MXA RACE TEST: THE REAL TEST OF THE 2024 HUSQVARNA TC65 appeared first on Motocross Action Magazine.

Jorge Prado (1) has had trouble in the mud eaalier this season, but he managed the Indomud better than his competition.

450 RESULTS: INDONESIA #1 GRAND PRIX
1. Jorge Prado (Gas)…2-1
2. Jeffrey Herlings (KTM)…1-2
3. Calvin Vlaanderen (Yam)…4-4
4. Tim Gajser (Hon)…3-5
5. Jeremy Seewer (Kaw)…6-3
6. Kevin Horgmo (Hon)…9- 6
7. Mattia Guadagnini (Hus)…10-7
8. Andrea Bonacrosi (Yam)..5–12
9. Glenn Coldenhoff (Fan)…7-11
10. Jan Pancar (KTM)…12-9

Kay de Wolf (74) has been giving up points to the Coenen Twins through the middle part of the 250 GP season, but he finally won again in Indonesia.

250 RESULTS: INDONESIA #1 GRAND PRIX
1. Kay de Wolf (Hus)…1-1
2. Andrea Adamo (KTM)…2-3
3. Lucas Coenen (Hus)…7-2
4. Mikkel Haarup (Tri)…3-5
5. Sacha Coenen (KTM)…5-4
6. Liam Everts (KTM)…4-7
7. Simon Laengenfelder (Gas)…6-6
8. Camden McLellan (Tri)…8-9
9. Rick Elzinga (Yam)… (Kaw)…9-11
10. Ferruccio Zanchi (Hon)…14-8

Tim Gajser (243) leads the 450 World Championship by 22 points over Jorge Prado (who lost 25 points to a crash in Italy).

WORLD CHAMPIONSHIP POINTS: 450 CLASS
(After 11 of 20 rounds)
1. Tim Gajser (Hon)…555
2. Jorge Prado (Gas)…533
3. Jeffrey Herlings (KTM)…497
4. Calvin Vlaanderen (Yam)…381
5. Jeremy Seewer (Kaw)…374
6. Romain Febvre (Kaw)…327
7. Glenn Coldenhoff (Fan)… 327
8. Pauls Jonass (Hon)…274
9. Kevin Horgmo (Hon)…238
10. Valentin Guillod (Hon)…224

Lucas Coenen (96)  is second in 250 World Championship points, but is 65 point adrift of Kay de Wolf.

WORLD CHAMPIONSHIP POINTS: 250 CLASS
(After 11 of 20 rounds)
1. Kay de Wolf (Hus)…532
2. Lucas Coenen (Hus)…467
3. Simon Laengenfelder (Gas)…463
4. Liam Everts (KTM)…432
5. Andrea Adamo (KTM)…417
6. Mikkel Haarup (Tri)…355
7. Rick Elzinga (Yam)…322
8. Sacha Coenen (KTM)…312
9. Thibault Benistant (Yam)…226
10. Quentin Prugnieres (Kaw)…217

The post GRAND PRIX OF INDONESIA #1 PROVES THAT PRADO CAN RIDE IN THE MUD appeared first on Motocross Action Magazine.

450 RESULTS: SOUTHWICK NATIONAL
1. Jett Lawrence (Hon)…1-2
2. Chase Sexton (KTM)…3-1
3. Hunter Lawrence (Hon)..2-3
4. Justin Cooper Yam)…5-6
5. Dylan Ferrandis (Hon)…7-5
6. Aaron Plessinger (KTM)…12-4
7. Justin Barcia (Gas)…6-11
8. Phil Nicoletti (Yam)…9-9
9. Harri Kullas (Hus)…10-10
10. Kyle Webster (Hon)……17-7

250 RESULTS: SOUTHWICK NATIONAL
1. Haiden Deegan (Yam)…1-2
2. Tom Vialle (KTM)…2-3
3. Jo Shimoda (Hon)…9-1
4. Chance Hymas (Hon)…3-5
5. Jordon Smith (Yam) …7-4
6. Joey Savatagy (Tri)…5-6
7. Levi Kitchen (Kaw)…4-7
8. Ty Masterpool (Kaw)..6-8
9. Pierce Brown (Gas)..8-12
10. Casey Cochran (Hus)…11-10

2024 AMA 450 NATIONAL CHAMPIONSHIP POINTS STANDINGS
(After 5 of 11 rounds)
1. Hunter Lawrence (Hon)…213
2. Jett Lawrence (Hon)…210
3. Chase Sexton (KTM)…210
4. Justin Cooper (Yam)…176
5. Aaron Plessinger (KTM)…162
6. Dylan Ferrandis (Hon)…152
7. Jason Anderson (Kaw).148
8. Justin Barcia (Gas)…148
9. Malcolm Stewart (Hus)…133
10. Fredrik Noren (Kaw)… 90

2024 AMA 250 NATIONAL CHAMPIONSHIP POINTS STANDINGS
(After 5 of 11 rounds)
1. Haiden Deegan (Yam)…238
2. Chance Hymas (Hon)…196
3. Tom Vialle (KTM)…195
4. Levi Kitchen (Kaw)…177
5. Jo Shimoda (Hon)..174
6. Ty Masterpool (Kaw)..166
7. Pierce Brown (Gas)…133
8. Jalek Swoll (Tri)…124
9. Jordon Smith (Yam)…112
10.Joey Savatgy (Tri)…111

The post 2024 SOUTHWICK NATIONAl RECAP: THE WINNERS WERE THE SAME, BUT THE BATTLES WERE DIFFERENT appeared first on Motocross Action Magazine.

2024 PRO MOTOCROSS POINT STANDINGS (AFTER ROUND 5 OF 11)

The 2024 Southwick National was an exciting one, especially in the 250 class. Haiden Deegan was strong all day and looked like he would go 1-1, but it got more exciting than that when he went down ten minutes into the second moto. Still, he ended up with the overall win and he extended his points lead. Now, Haiden has a 42-point lead on Chance Hymas and a 43-point gap on Tom Vialle. In the 450 class, Hunter held a six-point lead on Chase coming into Southwick and an eight-point lead on Jett. Now, the standings are even closer.

Scroll below to see updated point standings after Southwick, brought to you by ThorMX. 

2024 SOUTHWICK NATIONAL // FULL COVERAGE

450 POINT STANDINGS: SOUTHWICK NATIONAL

Chase Sexton didn’t get the overall, but he rebuilt his confidence. 

The 450 class looked like it was another Lawrence show, with Jett and Hunter going one-two in the first race at Southwick, but Chase Sexton found another gear late in the second moto at Southwick and was somehow able to pass both Hunter and Jett for the moto win. No, he didn’t win the overall, but he regained some serious confidence. Now the points are ultra close, three points separate the top three in the 450 class. Hunter retains the red plate while Jett and Chase are tied for position number two.

250 POINT STANDINGS: SOUTHWICK NATIONAL

Haiden Deegan extends his points lead. 

The 250 class was once again full of drama at round five. Haiden Deegan was dominant in the first moto, grabbing the holeshot and managing a healthy lead all the way to the finish. Then, in moto two, he got out front quickly, scrubbing past Levi Kitchen in a kamikaze move directly after the start to take the first spot. Then, Tom Vialle began to pressure Haiden about ten minutes into the race. Haiden then made a mistake and stuffed his front wheel into a berm and went down. It looked like Tom would hold on for the win and be able to gain five points on Haiden who was solidly in third, but then, Tom began to lose steam, Jo Shimoda smelled blood in the water and made the pass for first, and then Tom went down on the final lap trying to re-pass Jo and hold off the hard-charging Haiden Deegan.

2024 SOUTHWICK NATIONAL // FULL COVERAGE

The post 2024 PRO MOTOCROSS POINT STANDINGS (AFTER ROUND 5 OF 11) appeared first on Motocross Action Magazine.