Category Archives: NewsNew

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The Ride Shop AZ 2023 Gas Gas 380 “White Knight” Two-Stroke Project: 2-Stroke Tuesday

The Ride Shop AZ has created another innovative machine, this time for their long-time client Scott Whittington. The “White Knight” is a highly customized 2023 Gas Gas 450 chassis with an early 2000s KTM 380cc engine. The clean execution and attention to detail on the “White Knight” is awe-inspiring.

The bike features a unique color scheme and P3 Carbon skid plate that provides excellent protection against impact and debris. It also has Rocket Exhaust’s carbon fiber Racer Series design silencer.

The “White Knight” boasts Motomaster MXC billet calipers, brake rotors, and steel braided lines on both ends. The swingarm is coated in white, which makes the red accent parts from TM Designworks, Motomaster, and Dubya USA stand out.

Look for an upcoming video on The Ride Shop AZ’s YouTube channel and a complete story in an upcoming printed issue of Dirt Bike Magazine.

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Two-Stroke Engine Conversion: 2023 Honda CR300 Powered by KTM

Ever dreamt of blending the engine of one bike with the frame of another to create a high-performance masterpiece? John Murray made it a reality by combining the 2023 Honda CRF450R chassis with the powerful 2023 KTM 300SX two-stroke fuel-injected engine.

John Murray, a dirt bike enthusiast who also owns a construction company, took matters into his own hands and designed the conversion. The result was an impressive DIY build that Dirt Bike Magazine couldn’t help but take notice of.

Utilizing available resources rather than working with high-end builders in a factory garage, Murray was able to prove that thinking outside the box could lead to an exceptional outcome. Check out the up-close look at this unique creation in the video below!

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2023 SUZUKI DR-Z400 TEST

In the year 2000, Suzuki released the DR-Z400S, which was a perfect timing as the motorcycle industry was about to go through significant changes. The four-strokes bikes soon took over the market, and most Japanese two-stroke bikes went out of production. The DR-Z was Japan’s second-best dual-sport bike and was considered the best in its category until the release of the Honda CRF450L in 2019. Even now, the Suzuki sells for $7099, which is approximately $3000 less than the Honda, making it an excellent purchase.

AS TIMES CHANGE
Time flows, and although the DR-Z was built in a different era, it wouldn’t be that different if it were built today. Of course, the carburetor would have to go, but the motor is a compact, double-overhead-cam four-valve with electric start and a counterbalancer. It is not much different from most modern four-stroke motocross bikes. The DR-Z uses a shim and buckets to drive the valves directly, and there are other old-school design elements like the “right-side up” fork, steel tank, frame, and handlebar.

The DR-Z soon became the Suzuki off-road race team’s primary weapon out west since there were no Honda CRF450R or serious motocross four-strokes from Suzuki or Kawasaki at the time. Mike Kiedrowski won back-to-back WORCS championships in 2001 and 2002 on a Yoshimura-built DR-Z against a field of Yamaha 426s.

Despite being an exceptional bike, it’s challenging to find a dual-sport version of Kiedrowski’s DR-Z. It’s still possible but would cost a lot and still not match the modern 450s. Today, the Suzuki DR-Z400S is more of a trail bike than a competition bike. It performs reasonably well in its stock form, with only two horsepower less than a Husqvarna FE350S at peak performance.

There is a range of aftermarket parts available for the DR-Z400S, including Keihin FCR carburetors and DOT-approved knobbies. However, the main appeal of the Suzuki is its low price. It’s more effective than one might think, and with decent tires, it can keep up with more modern dual-sport bikes on moderately difficult singletrack. It has great handling and suspension, and the ergonomics are almost modern-like, giving the rider a comfortable experience.

The only significant limitation is the stock Bridgestone Trail Wing tires, which are street-oriented and unsuited for rough terrain. It would be best to equip the Suzuki with aftermarket DOT-approved knobbies, but it’s important to note that they wear out faster than stock tires, which aren’t ideal for mostly pavement riding. It might be a good idea to have an extra set of wheels with knobbies set aside for special off-road occasions.

The Suzuki DR-Z400S is an

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Grant Baylor Wins Cherokee National Enduro

Logan Densmore wrote the story, and Mack Faint took the photos.
Grant Baylor won the NE PRO1 class and all 5 sections in the race after the 6th section was cancelled due to lightning and heavy rain. He took home an extra $1000 in James’ name.

The weather at the 57th annual Cherokee National Enduro, which is typically hot and humid, was cooler and drier this year. The event was dedicated to James Bransford, the longest-serving member of the Cherokee Enduro Riders club who passed away last fall. James had put in countless hours in the woods of Greensboro, GA, making it possible for many of the Cherokee Enduros to

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2023 500 DUAL-SPORT SHOOTOUT

We at all times need extra. It’s our nature as riders, racers and dust bike dudes. In the world of great dual-sport bikes, the massive stars have at all times been the 500s. The 300s are widespread for the lots and the 350s are for purists, nevertheless it’s the 500s that get us up early and make us experience. The Beta 500RR-S, Honda CRF450RL, Husqvarna FE501S and KTM 500EXC are the elite bikes with essentially the most efficiency, the least weight and the best costs.

For our 2023 500 Dual-Sport Shootout, we chosen these 4 bikes as the most effective of the most effective. We rode them in inventory situation except for tires. All of them have been re-shod with Dunlop Geomax Enduro EN91 tires, that are street-legal full knobbies. We have been gifted with the most effective using circumstances that Southern California has to supply, proper on the climax of an unparalleled superbloom. And to suppose, some individuals work for a residing.

BETA 500RR-S


Beta is the dangerous boy of the dual-sport world. The small Italian firm doesn’t thoughts pushing the sides of legality. It’s nonetheless completely authorized in all 50 states. It has all of the necessary street-legal gear, it meets the best sound necessities and passes the right emissions checks. In all these instances, the bike is correct on the permissible restrict, whereas Honda and the Austrians aren’t fairly so courageous. The Beta has the one double-overhead-cam design within the group and is the one one that gives mapping choices. In entrance of the fuel filler, there’s just a little button that shows a rain cloud or just a little solar emoji for the aggressive or gentle map. There’s additionally traction management for a complete of 4 completely different mapping mixtures.

In the suspension division, there’s a Sachs open-cartridge fork up entrance, which has revised internals for 2023, and a Sachs shock with linkage within the rear. The brakes are by Nissin and the inventory tires, which aren’t dangerous, by the best way, are Michelin. The essential purpose we changed them was to place all of the bikes on rubber with equal put on, however we gave the primary bonus factors of the shootout to Beta for equipping the bike with actual off-road-capable tires. This yr there are only a few adjustments to the 500RR-S, however they do embrace narrower radiator shrouds and new graphics. On our scale, the Beta is 254 kilos with out gas. It sells for $11,799.

HONDA CRF450RL


Honda has a historical past of doing one thing large within the dual-sport world, then turning away for years. When the Honda CRF450L got here out in 2019, the world stopped spinning for an immediate. Now, the bike has turn out to be a staple in Honda’s line. The solely change since then was the change of the suffix to “RL” as a declaration that the bike relies on an “R” racing mannequin and to distance it from the extra pedestrian CRF300L. The bike shares a lot of the identical structure with the CRF450R motocross bike of that interval, regardless that just about all of the components are barely completely different. It nonetheless makes use of a single-overhead-cam motor with Honda’s offset cam “Unicam” design. In this case, it has a 6-speed gearbox, and the motor is in a a lot milder state of tune. It has the one aluminum body of the group and the suspension makes use of pretty refined Showa items. The tires that got here inventory have been IRC Trails GP, that are very street-oriented. When we changed them with full knobbies, we additionally needed to set up rim locks. All of the opposite parts concerned are principally the identical as these of the CRF450X offroad bike. It’s fascinating to notice the bike gained weight at each step of the best way. This bike weighs greater than the X, which weighs greater than the R. On our scale, the CRF450RL is 277 kilos with out gas, which is significantly greater than any of the others. The value, then again, is significantly much less at $9999. That’s really a value discount in comparison with 2019.

HUSQVARNA FE501S


Husqvarna, as everybody most likely is aware of by now, is owned by the identical dad or mum firm as KTM. That leads individuals to imagine that the bikes are primarily the identical. In some instances, that’s true, however not right here. The FE501S has linkage suspension within the rear, similar to Husqvarna’s motocross bikes. The KTM doesn’t, and meaning there are vital variations within the body. There are additionally variations within the bodywork and parts. The Husqvarna has Braktec brakes and a Braktec hydraulic clutch. It has a ProTaper handlebar, D.I.D. rims and a skid plate as customary gear. The Husky additionally has CNC-machined triple clamps.

Still, the record of options which are shared between the Husky and KTM is for much longer. They have equivalent WP XPLOR forks and equivalent motors. This is just about the identical motor that KTM and Husky use in all their competitors four-strokes, though it’s in a milder state of tune and has a 6-speed gearbox. In order to name it a 501, the stroke is 8.4mm longer, bringing the precise displacement to 511cc. Husqvarna could be very severe about conserving this bike quiet. There’s a reed valve within the air boot to quell consumption noise. Even the tires have been chosen with sound output in thoughts. The Continental TKC 80s are very street-oriented and make little or no highway noise. When we changed them, we needed to set up the rim locks that come within the bike’s instrument bag. On our scale, the 2023 Husky FE501S is 248 kilos with out gas, and it’s the costliest on this group at $12,649.

KTM 500EXC


This bike obtained a reasonably complete redesign again in 2020. That was when it obtained a brand new head and a redesigned metal body, however the total design ideas have been in play since 2012 when gas injection was launched. Today, the KTM’s most distinctive characteristic is its PDS no-linkage rear suspension. This isn’t your father’s PDS. It has developed through the years, and even its harshest critics should concede that it’s come a good distance. In entrance, it has a coil-spring WP XPLOR fork, similar to the Husqvarna. The motor is rather like the Husqvarna’s as nicely, though it breathes just a little extra freely. The airbox is completely different, and the consumption is formed otherwise as a result of the PDS shock is offset and permits extra room. Like the Husky, the KTM has a reed valve within the air consumption. Unlike the Husky, the KTM has Brembo brakes, Brembo clutch hydraulics, a cast-aluminum triple clamp and no skid plate. The solely adjustments for 2023 are graphics and the colour of the body, which is orange. If that is in step with KTM custom, the body shade signifies that subsequent yr shall be an enormous redesign. The 500EXC is the lightest of the group at 244 kilos with out gas. It sells for $12,549.

MOTOR SWEEPSTAKES


All of those bikes have clean, candy energy. They aren’t loopy quick, however they’re quick sufficient. Unlike the 350cc variations of those bikes, which we examined within the April 2023 difficulty, you don’t end up enthusiastic about modification from the phrase go. To put a quantity on it, all 4 bikes make someplace within the neighborhood of 40 horsepower. That’s far wanting most 450 race bikes, that are within the higher 50s. But, you don’t need that sort of energy in a path bike. It’s an excessive amount of work. These bikes are all simple to handle, enjoyable to experience and undoubtedly don’t go away you wanting.

Of the 4, Beta wins the facility sweepstakes. It has some actual bark within the midrange. In a four-bike roll-on drag race, they might come off the road about the identical, however from the center up, the Beta would draw back and by no means look again. That’s a pure consequence of being in a extra aggressive state of tune. The Beta has a louder exhaust, and we’re betting it has extra gas being delivered. Next bike to the drag-race end can be the KTM, though it might be a number of bike lengths again and solely a hair in entrance of the opposite two. As far as gear ratios go, the 4 bikes are freakishly comparable, gear for gear. They all redline at about 34 mph in first after which have comparable gaps all the best way to sixth. On prime, we confess we by no means did a Bonneville pace run, however we did do the mathematics. All have gearing to theoretically attain 100 mph at 9000 rpm. That merely tells you that they aren’t screaming at regular freeway pace.

Even although the Beta has a definite energy benefit, it’s the KTM that has the most effective total character. It runs clear, by no means stalls and has wonderful roll-on. Just a few years in the past we’d have by no means believed this potential from a motorcycle with EPA-approved gas mapping. The Beta and the Honda are extra susceptible to stalling and have jerkier throttle response. The Honda, specifically, has an on-or-off nature down low. That makes you utilize the clutch just a little extra as a safeguard towards stalling. And, if you happen to over-use the clutch, it will possibly fade; it’s the one bike of the 4 with a cable-actuated clutch.

TRAIL MANNERS


The KTM and Husqvarna have an enormous benefit within the weight division. They really feel like actual dust bikes, and meaning they are often very aggressive on the path. The Beta is just a little larger, taller and heavier, however not at all clumsy. The proven fact that it’s essentially the most highly effective is the most important purpose it’s tougher to manhandle. All 4 are absolute featherweights in comparison with the Honda. It’s an enormous boy. This finally ends up being a limiting issue regardless of the place you experience or what you do. On uphills, gravity has an enormous say in how far you go. On downhills, it limits how briskly you’ll be able to and the way rapidly you’ll be able to cease. We can say, nonetheless, that the Honda has the most effective suspension of the group and possibly, simply possibly, the additional weight can take just a little credit score. We aren’t saying that if you happen to add 30 kilos to your bike it would instantly have wonderful suspension, however we all know that if you rise up to hurry in whoops and tough terrain, the Honda is wonderful. It goes straight and is completely steady. Still, the considered getting sideways in whoops on a 277-pound bike is simply scary sufficient to make us again it down just a little early.

The Beta’s suspension is softer and might get just a little unfastened in whoops. It’s clearly designed for decrease speeds and extra technical using circumstances. It does very nicely in rock gardens and could be very degree and steady regardless of having such gentle settings. You nonetheless can’t name the Beta plush, although. It has a stiff chassis and seat, which mix to transmit an uncomfortable quantity of suggestions to the rider. Both the KTM and the Husky ship a a lot cushier, extra snug experience. They have fork and shock settings just like these of the Beta, however between the chassis and the seat, the top result’s much less harsh and extra pleasant.

Comparing the KTM and Husky boils right down to that time-honored debate between linkage suspension and PDS. Riders can argue the virtues of each late into the evening across the campfire. We usually go to mattress early. To repeat what we now have typically stated, we favor the KTM’s PDS suspension at decrease speeds. We just like the motion and love the additional floor clearance. At greater speeds, we really feel the Husky is extra degree and predictable. We additionally just like the entrance finish of the Husky higher at any pace. We give some credit score to the ProTaper handlebar and the machined triple clamp.

DUEL OF THE DUALS
When you spend hours on a motorcycle, as we are inclined to do with dual-sport machines, little issues can turn out to be large issues. Here are some random notes from the path:

• The brakes on three of the 4 bikes are wonderful. The Honda and the Beta use Nissin, and the KTM makes use of Brembo; all have good really feel and wonderful energy. The Braktec parts on the Husky are weaker and mushier.

• All 4 bikes have radiator followers and wish them. They run scorching in tight terrain. That’s a pure consequence of getting lean gas mixtures and restrictive exhausts.

• We give Beta credit score for having a number of maps and traction management, however should admit that we favored the Sunshine map with out traction management in just about all circumstances. We nonetheless like having choices even when we don’t use them.

• We had a number of electrical points with the Beta that delayed the shootout. They associated to the wiring harness and an airbox sensor, and so they have been dealt with by a vendor underneath guarantee, simply as they might for any buyer.

• With massive electrical switches mounted on the KTM and Husky handlebar, house could be very restricted, a lot in order that we couldn’t regulate the levers correctly.

• The Husky, KTM and Beta have very floppy license-plate brackets and can ultimately get sucked into the rear wheel and spit out. The Honda’s, then again, is so overbuilt which you can stand on it.

• The Beta has a kickstand that’s loopy brief. It usually leans at a 30-degree angle.

• KTM and Husqvarna have achieved a superb job of hiding all of the emissions gear. We don’t know the place they put the charcoal canister. Everything is correct out within the open on the Honda.

• The Honda has the most effective headlight by far.

• The Beta comes with a Trail Tech GPS—customary gear!

THE CHOICE
Picking the best dual-sport bike is definitely far more troublesome than selecting a motocross bike or the rest. You can’t resolve with a stopwatch. Dual-sport riders are a really disparate group—some use them for commuting, others for outright competitors. Here’s how we stack these 4:

FIRST PLACE: KTM 500EXC


We love this bike regardless that it drives us just a little loopy. It has a clean energy supply, it’s extremely mild, and it has wonderful path manners. Yes, we want it had the sheer energy of the Beta and the road manners of the Honda, however we are able to work with what KTM has supplied.

SECOND PLACE: HUSQVARNA FE501S


Obviously, the Husqvarna has most of the identical virtues because the KTM. The solely purpose the Husky surrenders the highest spot is due to its comparatively small disadvantages in brakes and energy. For those that plan on competitors, the Husky is perhaps the most effective place to begin.

THIRD PLACE: BETA 500RR-S


Going in, we assumed the Beta would take the highest place on this shootout, simply because it did in our 350 dual-sport comparability. Horsepower is a convincing argument. As it seems, all of the 500s make sufficient energy to please just about anybody, and the Beta remains to be just a little tough within the consolation division.

FOURTH PLACE: HONDA CRF450RL


An wonderful variety of dual-sport bikes by no means go off-road. So, another person would possibly have a look at the Honda as a simple winner. It’s extraordinarily snug, it’s overbuilt and it has spectacular suspension. But, we’re who we’re. As a pure off-road machine, the CRF450RL is an excessive amount of bike. We’ll put it aside for the lengthy rides with a unfastened schedule.

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2023 10 HOURS OF GLEN HELEN

The 2023 3-Bros 10 Hours of Glen Helen took place this weekend under a gift of cloudy skies. That’s a rare treat for Southern California riders in June. Usually this particular round of the Glen Helen Enduro Series suffers from 100-degree temperatures. Not this time. The 8-mile course held up well and the event had a record turnout. The winners were considered a shoo-in from the start. A four-man team of Dante Oliveira, Mateo Oliveira, Taylor Robert and Ryan Morias seemed like an overwhelmingly talent-heavy combination. As the race unfolded, though, there were several teams who cold have stolen the overall. One was the duo of Carter Klein and Clayton Roberts, who held the lead for well over an hour in the morning. Trouble forced the Klein/Roberts team back to third for a period while Tyler Nicholson’s team came to the front. Eventually Nicholson settled for fourth. The Dirt Bike magazine team of Colton Udall, Nic Garvin and Ciaran Naran had a rough start. They broke a pipe on the third lap and dropped all the way back to 23rd. They persevered and eventually finished fourth overall. The Ironman class was big, with 20 riders who were willing to go solo. Kevin Barbosa ran as high as 13th overall before the inevitable fatigue set in. He finished 29th overall in the end with Zach Luce only one lap behind in second. For full results go to Glenhelen.com

Taylor Robert made a return to racing at the 10 Hours of Glen Helen.

Clayton Roberts and Carter Klein were a threat to win in the early stages of the race.
Tyler Nicholson, RJ Warda and Cody Simpson earned third overall.
Team Dirt Bike finished fourth after a broken pipe put them as far back as 23rd.
Kevin Barbosa was the top Ironman.
The Industry class was taken by Brandon Patton, Jeff Delaney and Dennis Stapleton.
Team DB2 took the mini class with Jacob Tilley, Kodiak Lehman, Jett Lessing and Brennan Watson.
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2023 ERZBERG RESULTS

German Manuel Lettenbichler won his second Red Bull Erzbergrodeo in a row on Sunday, making him the seventh person in 27 editions of the race to become a multiple winner. The 25-year-old trailed Great Britain’s Billy Bolt for much of the race, before a decisive pass in the latter stages sealed victory with Canadian Trystan Hart third for the second successive year. Here is all you need to know:

Manuel Lettenbichler racing through the prologue course at Erzberg rodeo on 10th June, 2023 // Sam Strauss / Red Bull Content Pool 

– Reigning FIM Hard Enduro world champion Lettenbichler overcame 500 competitors and a mountain referred to as the ‘Iron Giant’ to win Austria’s iconic race in two hours and 31 minutes. Once in the lead, Lettenbichler put on a masterclass to beat his closest challenger Bolt by 11 minutes. Of 500 starters, 16 managed to finish the course containing 27 checkpoints across varied terrain within the four-hour race time limit.

– Held in the Austrian mining town of Eisenerz and first launched in 1995, the Red Bull Erzbergrodeo is the most revered race in the FIM Hard Enduro World Championship. It takes place around the gravity defying Erzberg mountain, a functioning mine producing more than three million tons of iron ore per year. At each edition of the race, a mix of professionals and amateurs take part.

– Lettenbichler paced himself early in the race, trailing eventual third-place finisher Hart before taking the lead. Soon after he conceded first to a hard-charging Bolt, who had crashed at the beginning of the race and was on a mission to try and win the famed event for the first time.

– After one hour and 17 minutes chasing Bolt, Lettenbichler snatched the lead back at checkpoint 22 of 27. From there he rode off into the distance to not only win the race for a second time, but also secure wins at the first two stops of the 2023 FIM Hard Enduro World Championship.

– Lettenbichler said: “I’m speechless that I had such a big gap at the end. I don’t really believe it. I had a really good start and then Billy caught and passed me, and I tried to stay with him, but I couldn’t. He pulled a gap, so I tried to save some energy. When I could see him again, I decided to push and I would say he was pretty tired. Then I just rode a really good line to pass him. This race is such a crazy motorbike festival and everyone in the world just comes and wants to do this challenge and finish this race. It’s super unique. It feels amazing to win a second time in a row.”

– Despite seeing victory dissipate before his eyes, Briton Bolt managed to record his best finish at Red Bull Erzbergrodeo, despite a litany of drama which only became apparent after the race.

– Bolt, 25, said: “That was my worst ever start and then the next 10 minutes was a blur, and I knew I needed to pass as many people as possible before the course got technical. I bent the front disc on my bike in the crash. I also dented my exhaust pretty badly. I’ve had a fair bit of drama, all self-induced. When Mani passed me, I thought I would struggle to keep up with him. I didn’t take it easy, I just made sure I could get home in second. But all things considered, I am very, very happy.”

– Hart, who has two podiums in three attempts, said: “Back-to-back podiums, lots of people would be happy but, to be honest, I’m not super happy. I put myself in a really good position, I was leading, which I didn’t really expect and then I just got tight and made a lot of mistakes in the first hour. To get the holeshot and then make a lot of mistakes like that is kind of heartbreaking. I was right where I needed to be with Billy and Mani, and then kind of threw it all away.”

– Red Bull Erzbergrodeo marked round two of the 2023 FIM Hard Enduro World Championship, however, only a small portion were elite professionals chasing the title, the rest being amateurs. The prologue narrowed 1,300 entrants to 500 qualifiers for the start of Sunday’s main race, and the predictably brutal course was mastered by just 16 riders.

– The best placed local was Austrian Michael Walkner, cousin of 2018 Dakar Rally champion Matthias Walkner, who finished seventh. Compatriot Marcel Hirscher – a multiple times gold medallist at the Olympics and World Championships in Alpine Skiing made his second start. The skier turned motorcycle racer managed to make it to checkpoint 19, an improvement on 2022 when his race ended at checkpoint 17.

Participants at Erzberg rodeo on 11th June, 2023 // Sam Strauss / Red Bull Content Pool 

– The FIM Hard Enduro World Championship now moves to Romania for Red Bull Romaniacs from July 25-29.

2023 Red Bull Erzbergrodeo finishers
1. Manuel Lettenbichler (Germany) 2:31:15
2. Billy Bolt (Great Britain) 2:42:15
3. Trystan Hart (Canada) 2:57:09
4. Jonny Walker (Great Britain) 2:59:30
5. Wade Young (South Africa) 3:04:21
6. Graham Jarvis (Great Britain) 3:13:55
7. Michael Walkner (Austria) 3:22:18
8. Alfredo Gomez (Spain) 3:24:30
9. Teodor Kabakchiev (Bulgaria) 3:25:00
10. Cody Webb (USA) 3:29:09
11. Matthew Green (South Africa) 3:31:45
12. Sonny Goggia (Italy) 3:49:21
13. Dominik Olszowy (Poland) 3:51:59
14. Jack Price (Great Britain) 3:52:08
15. Mitch Brightmore (Great Britain) 3:58:39
16. Will Hoare (Great Britain) 3:59:13

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TPI CRANKCASE PRESSURE SENSOR ISSUES: MR KNOW IT ALL

Dear Mr. Know-It-All,

My 2023 KTM 300XC-W has about 120 hours on it and has been flawless … until yesterday. The bike was running as if it was fouling a plug. It would not clean out, like a bad case of laryngitis. I changed the plug, put fresh fuel in it and made sure my filter was spotless, and still no changes. What could be the culprit?

Alex B

via [email protected]

Alex, it’s a new-world order with these fuel-injected machines. The TPI KTMs have numerous sensors, and one of these is most likely your machine’s infection. I believe it’s the crankcase pressure sensor (has a black tube leading to the back of your cylinder), and over time the tube accumulates debris and carbon from within the cylinder. Once clogged, it provides a false reading to the machine’s brain, the ECU. I would remove this tube and the sensor itself, and clean it with a contact cleaner and compressed air. Once scoured, your machine should run crisp and clean. This process should be a periodic form of maintenance on the TPI machines.

CRAMPED
Dear Mr. Know-It-All,

I’m a Beta 500 dualsport rider and have trouble getting forward in the turns. I’m pretty flexible, but it feels like the bars are in my stomach, and my rear end is hanging off the rear fender. I’m 6-foot-4, 205 pounds in full dress.

Thanks for the feedback (if you actually answer this!)

Drew L.

If you don’t mind displaying your ignorance for the world to see, who are we to deny the opportunity? Send evidence of your failures to [email protected] or Mr. Know-It-All

Dirt Bike P.O. Box 957

Valencia, CA 91380-9057

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2023 THUNDER VALLEY NATIONAL MX RESULTS

Even though the results looked the same, the third round of the 2023 AMA National Motocross season had a slightly different flavor. Up front, the Lawrence bothers each made it three in a row, but the 450 class showcased several privateers who are breaking out of their assigned roles to mix it up with the factory guys. Most notably, Ty Masterpool overcame a first turn crash to eventually catch the front runners.  The 250 class had yet another first moto winner proving that he can be a threat for the championship. Justin Cooper won the moto and was leading the second when he fell. That gave the overall to Hunter Lawrence, but by no means did he dominate the race. For extended coverage of the 2023 Pro Motocross season, click here.

450 OVERALL RESULTS

1 Jett Lawrence 1 / 1
2 Aaron Plessinger 4 / 2
3 Cooper Webb 2 / 5
4 Adam Cianciarulo 3 / 6
5 Dylan Ferrandis 7 / 3
6 Ty Masterpool 5 / 4
7 Garrett Marchbanks 6 / 8
8 Grant Harlan 8 / 7
9 Fredrik Noren 10 / 10
10 Lorenzo Locurcio 12 / 9
11 Derek Drake 9 / 12
12 Marshal Weltin 11 / 11
13 Romain Pape 14 / 13
14 Luca Marsalisi 15 / 18
15 Tyler Stepek 13 / 38
16 Kyle Chisholm 23 / 14
17 Max Miller 20 / 15
18 Jeremy Hand 19 / 16
19 Jerry Robin 17 / 19
20 Kaeden Amerine 16 / 21
21 Jose Butron 21 / 17
22 Bryce Hammond 18 / 22
23 Brandon Ray 38 / 20
24 Jeremy Smith 24 / 23
25 Jeffrey Walker 26 / 24
26 Mccoy Brough 27 / 25
27 Trevor Schmidt 22 / 30
28 Brandan Leith 28 / 26
29 Zack Williams 30 / 27
30 Dominique Thury 25 / 32
31 Matthew Burkeen 34 / 28
32 RJ Wageman 33 / 31
33 Dawson Draycott 36 / 29
34 Josh Mosiman 31 / 34
35 Bryton Carroll 29 / 39
36 Jace Kessler 32 / 37
37 Terren O’dell 35 / 35
38 Cody Groves 37 / 36
39 Alex Ray 39 / 40
40 Billy Ainsworth – / 33
41 Jacob Runkles 40 / –

250 OVERALL RESULTS

1 Hunter Lawrence 2 / 1
2 Justin Cooper 1 / 4
3 Levi Kitchen 5 / 2
4 Jo Shimoda 3 / 8
5 Chance Hymas 11 / 3
6 Maximus Vohland 7 / 5
7 Jordon Smith 6 / 6
8 Haiden Deegan 4 / 9
9 RJ Hampshire 8 / 7
10 Jalek Swoll 10 / 10
11 Ryder DiFrancesco 9 / 11
12 Caden Braswell 12 / 12
13 Talon Hawkins 14 / 14
14 Dilan Schwartz 17 / 13
15 Derek Kelley 15 / 15
16 Preston Kilroy 13 / 23
17 Slade Smith 19 / 16
18 Chase Yentzer 18 / 17
19 Hardy Munoz 16 / 39
20 Joel Rizzi 21 / 18
21 Marcus Phelps 30 / 19
22 Kai Aiello 20 / 20
23 Gavin Brough 23 / 21
24 Ethan Lane 24 / 22
25 Blaze Cremaldi 26 / 24
26 Tre Fierro 25 / 27
27 Hunter Cross 22 / 33
28 Brantley Schnell 28 / 28
29 Colton Eigenmann 35 / 26
30 Konnor Visger 32 / 29
31 Ashton Bloxom 33 / 31
32 Bronson McClure 31 / 34
33 Bryson Raymond 27 / 38
34 Charles Tolleson 36 / 30
35 Nicholas Inman 34 / 32
36 Tom Vialle 29 / 40
37 Carter Dubach – / 25
38 Ethan Day – / 35
39 Jordan Jarvis – / 36
40 Joshua Varize 37 / –
41 Tyler Evans – / 37
42 Guillem Farres 38 / –
43 Jett Reynolds 39 / –
44 Tyson Johnson 40 / –

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GASGAS MC450F & MC250F FACTORY EDITION: FULL TEST

It would be cool to be mistaken for Eli Tomac. Even better if you can pull off a good impersonation of any Lawrence brother, a Ryan Dungey or a Ricky Carmichael. You wouldn’t be the first person to sign an autograph under false pretenses. You gotta be careful, though, if you’re going after the Justin Barcia look. He’s an incredibly popular rider with a huge fan base, but if you’re too convincing, you might encounter the wrong kind of fan. Anything could happen.

We’re happy to take the chance. Not only do we love Justin Barcia, his riding style and his attitude, we love his bike. For 2023, he switched from the traditional-platform GasGas MC450F to the next generation. Almost everything is different—the frame, the rear-suspension geometry and about half the motor. His bike is a preview of what GasGas will be offering in 2024. That’s the same MO that KTM and Husqvarna performed, but one year later. It doubtlessly played into Barcia’s favor. He let Malcolm Stewart, Cooper Webb and Marvin Musquin deal with all the teething issues, then stepped in once the new platform was dialed.

GASGAS A GO-GO
In order for Justin Barcia to legally race next year’s model, the bike you see here had to be offered to the public in limited numbers on a strict time schedule. This is the MC450F Factory Edition, or as everyone calls it, the “Barcia replica.” There are two different groups of changes for this bike—one includes the mechanical elements that KTM’s and Husqvarna’s standard bikes got for 2023, and the other group has replica features, as well as the look of the Troy Lee GasGas factory race team.

Group one is quite extensive, but if you’ve been paying attention to the Austrian bikes during the last year, you probably know the story already. Here’s a snapshot:

  • New frame with new flex characteristics
  • New rear-suspension geometry with a new WP shock
  • A more compact head
  • A relocated motor, 3mm lower at the countershaft
  • Lighter swingarm
  • Smaller rear axle
  • New CP piston
  • Higher compression ratio
  • New handlebar-mount multi-switch
  • New bodywork
  • Quickshift
    The second group of features are the items that give the bike its Factory Edition flavor:
  • An Akrapovic slip-on exhaust with Factory Edition head pipe
  • GasGas factory team replica graphics
  • Ribbed factory seat cover
  • CNC-machined triple clamps (anodized red)
  • Black-anodized wheels
  • Dunlop Geomax MX33 tires
  • Black rear sprocket
  • Gold X-ring chain
  • WP holeshot device
  • Semi-floating front disc
  • Front disc guard
  • Composite skid plate
  • Frame protection kit (red)
  • Hour meter
  • Hinson clutch cover
  • Black Neken handlebar
  • Firmer suspension settings

GasGas is supposed to be the lower-priced sibling to KTM. This is made possible, according to the company, through alternate suppliers (Maxxis tires instead of Dunlop), unbranded parts (no-name handlebars) and fewer features (no map switch). None of this pertains to the GasGas Factory Edition. It has the same suppliers and the same parts as the KTM Factory Edition. Accordingly, the prices of the two motorcycles are the same—$12,099.

WHERE WE LAND
We were a little slow to jump aboard the bandwagon when it came to the new platform. When we tested the first of the new KTMs and Huskys, we found they did some things better, but weren’t easy bikes to warm up to. It’s much easier to embrace the new GasGas Factory Edition.

First of all, we love the motor. It’s spectacular. It’s fast, it’s controllable and it offers a legitimate difference between the two maps. The standard MC450F has a much softer power delivery and almost 10 percent less peak power. Part of that comes from the fact that the new motor is just a little spicier, but even more can be attributed to the pipe. The Factory Edition has an Akrapovic muffler merged to the head pipe from a standard KTM, while the standard GasGas has a generic silencer with a straight pipe coming out of the head. The standard MC450F is also stuck in the mild map without a switch.

Moving up the food chain, how does the GasGas Factory Edition compare to the KTM Factory Edition? That’s a much closer comparison. The two bikes are in the exact same state of tune with the same exhaust systems and the same maps. The only real difference would be on the intake side. There’s a slight difference in sound, but as far as real performance goes, we’re calling it a toss-up.

Of course, we always loved the motor on all the latest Austrian 450s. It was the chassis that made us hesitate. The new frame is more rigid. It was clearly designed for higher speeds and greater impacts. That’s fine for pros and leapers, but the average sportsman will notice more feedback from the track. It simply boils down to a comfort issue. We have made this observation many times over the 2023 model year, because this new frame is ubiquitous. It comes on almost 20 different models between the KTM, Husqvarna and now GasGas lines.

In that time we have also learned to be more patient. All frames “break in” and get more compliant with time. This one changes noticeably in 10 hours. There’s a period of fairly uncomfortable feedback (under five hours) followed by a period when it’s much less noticeable (up to 15 hours). If you are worried that the trend might continue until the chassis degenerates to spaghetti, that’s not the case. By 20 hours, the frame is what it is—still not as cushy as the old frame, but certainly not medieval.

THE WP FACTOR
The MC450F Factory Edition has the best suspension of any GasGas motocross bike we have tested so far. That isn’t to say that it’s perfect, but advanced riders can work with it. Allegedly, the target buyer of a GasGas is no serious racer, so the standard models come with soft valving. They are more appropriate as offroad bikes. Not this one. It’s set up like the KTM Factory Edition, which has the latest updates for the WP Xact air fork and the new rear shock. It’s predictable, level and has good manners. The revised motor location results in less squat or weight transfer to the rear under acceleration. That makes the bike feel more aggressive. Overall handling for the GasGas is hard to fault. It is, however, much more racetrack-oriented than any previous bike to carry the GasGas name.

We love all the race-team parts. The WP holeshot device is one of those extras that we often forget about, but it comes in very handy. The triple clamps are a noticeable upgrade over the standard version that often gets overlooked. The Hinson clutch cover, the seat cover and the anodized hubs are all great stuff. And then there’s the overall look. It screams bad-boy race bike. That’s appropriate, especially if you’re going to ride around with number 51 proudly displayed. We respect that. And, if someone asks for your autograph, don’t hesitate. It seems only fitting.

GASGAS MC250F FACTORY EDITION

Try to act surprised when we say that the GasGas MC450F Factory Edition is pretty much the same as the KTM 450SX-F Factory Edition. Try to look startled and practice your most bewildered expression. Okay, good job. In the 450 class, GasGas and KTM are offering the same Factory Edition with different bodywork. Same bike, same accessories, same price, different color. We’re not breaking any NDAs or uncovering any secrets by revealing that fact. That’s not true in the 250 division. What GasGas offers is nothing like the KTM version, because there is no KTM version. For 2023, the only 250cc special edition offered by the Austrian KTM/GasGas/Husqvarna cartel is the GasGas MC250F Factory Edition.

A NEW START
As we pointed out in the test of the GasGas MC450F Factory Edition, the Troy Lee race team benefited from the work done by the Rockstar Husqvarna team and the Red Bull KTM team last year. Those two teams had to develop new bikes in 2022, while the GasGas was unchanged. Now, the 2023 GasGas team has a new race bike with all the kinks worked out. To clarify, this has nothing to do with the motorcycles that the public gets, even if they are called “Factory Editions.” The race team has to tailor the suspension, power delivery and dozens of other details to the needs of its pro riders. During this process, the bike that is offered to the public doesn’t change. The rules state that the factory team must use the frame, engine cases and a specific list of other parts from the production bike. Now that GasGas has committed to 500 units, the Factory Edition is officially considered a production bike.

FAMILIAR DNA
This bike looks new and exciting, but once you get on the track, it feels kinda familiar. We’ve tested this bike (or something like it) before—several times. The 2022 KTM 250SX-F Factory Edition, 2022 Husqvarna FC250 Rockstar Edition, 2023 KTM 250SX-F and 2023 Husqvarna FC250 are all very similar. The good news is that this might be the best of the lot.

To review, the new motor is faster than ever. It gained significant power on top and just before peak. Accordingly, the Husky and the KTM were the fastest bikes on our 2023 250 shootout. With the Akrapovic pipe that comes on the Factory Edition, it gains just a little across the board. This is in stark contrast to the standard GasGas MC250F in that shootout, which was noticeably detuned.

Also, in contrast to the standard edition, the Factory Edition has suspension that’s oriented towards intermediate/expert-level motocross. It still uses the WP Xact air fork, but the valving is more aggressive than that of the standard version. The rear suspension is set up just like the 2023 KTM 250SX-F; no complaints there.

To repeat what we already reported in the test of the GasGas MC450F Factory Edition, which shares this frame, the new platform has a more rigid feel that transfers some small choppiness directly to the rider. That gets less noticeable over time for two reasons: One, the frame breaks in. Two, the rider breaks in. You get used to it. As it turns out, the lastgeneration GasGas frame was so flexy, it interfered with the job the suspension was supposed to do.

CLASS RE-STACK
The 250 class is due for a big shake-up next year. The KTMs and Huskys have been announced with considerable emphasis on the suspension, Yamaha has something coming, and we might even see some news from Kawasaki. The GasGas MC250F Factory Edition serves notice that GasGas will be in the mix. It’s going to be fun.