Category Archives: NewsNew

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ZACH OSBORNE SHARES HIS THOUGHTS ON OFF-ROAD RACING

Zach Osborne, a well-known motocross and supercross rider, recently made the decision to try his hand at off-road racing. Unfortunately, he was sidelined with an elbow injury shortly after joining the Am-Pro Yamaha team for the GNCC XC1 Pro class. In a recent interview with Dirt Bike’s Travis Fant, Osborne gave an update on his recovery and discussed his experiences in off-road racing.

In his early days racing for Geico Honda, Osborne had already dabbled in off-road racing. He competed in a few GNCCs and the International Six Days Enduro (ISDE) in 2013 and 2014. When asked about his experience at the ISDE, Osborne mentioned that he raced alongside notable riders like Mike Brown, Kailub Russell, Thad Duvall, Kurt Caselli, and Charlie Mullins.

Osborne revealed that off-road racing was always part of his long-term plan, even during his successful motocross career. He seized the opportunity to switch to off-road racing when it came along, despite facing challenges and setbacks. He acknowledged that the level of competition and the sport itself had evolved significantly in the past decade, but he was determined to succeed.

In terms of training, Osborne made adjustments to focus on zone training and working in mid-heart-rate zones. He mentioned that his training intensity is now consistent across all aspects, including riding and supplemental training. Although he has reduced the number of riding days per week, the hours spent on the road bike and dirt bike have increased.

When asked about the differences between motocross and off-road racing, Osborne mentioned that he hadn’t had much opportunity to ride off-road tracks due to his injury. However, he did have a chance to experience the challenging Penton section of the GNCC, which involved riding rocks, roots, and managing difficult terrain. He acknowledged that there was a learning curve but expressed confidence in his ability to adapt and improve.

As the reigning 2020 Pro Motocross Champion, Osborne acknowledged that he might have a target on his back in the GNCC. He understood that competitors would want to beat him and recognized the elevated level of competition in off-road racing.

One significant difference Osborne noticed between supercross and off-road racing was the atmosphere. Off-road events were more laid-back and less corporate-driven. He appreciated the grassroots nature of off-road racing and the passion that riders had for the sport.

In terms of bike setup, Osborne mentioned that he now runs hand guards for off-road racing, something he hadn’t used in motocross or supercross. His bike is also set up softer for the rougher off-road terrain. He emphasized the durability of the off-road bikes and the focus on longevity rather than short bursts of performance.

Osborne shared that many racers and people in the sport thought he was crazy for transitioning from supercross to off-road racing. However, he believed it was the right decision for him and his wife. He expressed appreciation for the opportunity and the support from his team.

Regarding his recovery and plans for the summer break, Osborne mentioned that he had suffered a leg injury in a recent crash. Due to the extent of the injury and overall soreness, he decided to take some time to heal and come back stronger. He mentioned his intention to participate in local races and events during the summer break to regain his momentum and ride competitively again.

Although Osborne has considered racing on the West Coast, he admitted that the high speeds and the skill level of the riders in races like WORCS (World Off Road Championship Series) were not suitable for him at the moment.

When asked about his thoughts on two-stroke bikes, Osborne admitted he wasn’t a big fan and preferred the performance of four-stroke bikes. He mentioned that his current Yamaha YZ250F was one of his favorite bikes, and he believed that the advantages of riding a two-stroke in the GNCC were minimal.

Osborne’s down-to-earth and media-friendly nature was also discussed in the interview. He believed in reciprocating the time and effort people put into him and had respect for those working in different disciplines and making a living. Osborne expressed gratitude for the opportunities in his career and hoped to be a positive influence for future riders looking to transition from supercross to off-road racing.

The interview concluded with Osborne expressing his enthusiasm for returning to racing and making his mark in the GNCC. He emphasized his determination to succeed and pave the way for others in the sport.

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WHITE KNIGHT GAS GAS 380 PROJECT BY THE RIDE SHOP AZ: FULL VIDEO

The “White Knight” motorcycle, created by Jonny Weisman, the owner of The Ride Shop AZ, is a combination of a 2023 GAS GAS chassis and an early 2000s 380cc two-stroke engine. This project is a counterpart to the “Dark Knight” Project Weisman built a few years ago, which featured a KX500 engine in a newer generation KTM chassis. Jonny Weisman has previously worked as Destry Abbott’s mechanic in the off-road department at factory Kawasaki. In this video, we explore the details of the build, its performance on the track, and provide you with the opportunity to listen to the powerful sound of this 380cc two-stroke engine at Glen Helen Raceway in Southern California.

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CHAIN BREAKER: MR KNOW-IT-ALL

Dear Mr. Know-It-All,

I recently experienced a broken chain when I was far away from my truck. Do you have any advice for this situation? It was a terrible experience because I didn’t have any tools to fix it, and no one in my group had a tow strap. My friend used his leg to push me, but there was a lot of sand. Now, I think my friend hates me! It took us hours to get back.

Stewart S

via [email protected]

I’m going to be completely honest with you, Stewart. The majority of chain problems are caused by the lack of maintenance and failure to replace worn-out parts. You should inspect your driveline after every ride to check for wear on the links, excessive stretching, and degradation of the masterlink. By inspecting the links, you can assess the condition of your chain. Worn plates indicate significant usage and the need for a new system. This includes replacing both the front and rear sprockets! Don’t take shortcuts, and one last piece of advice: Always carry a tow strap, a mini chain breaker (Motion Pro offers these), and a spare master link!

If you don’t mind showcasing your mistakes to the world, we won’t deny you 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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HERITAGE HUSKY TX300 PROJECT

We have been working with Dick Wilk for a long time. He is an experienced desert racer turned tuner and suspension specialist known for building powerful machines and improving their suspension. Recently, Dick brought us his latest creation based on the Husqvarna TX300. He was amazed by the stock engine, calling it the best 300 engine he has ever worked with. Despite his passion for modifying engines, he decided to leave this one stock, an unusual choice for him.

In addition to the engine, Dick put a lot of effort into upgrading the suspension. He installed his Hybrid AER kit on the air fork, which includes new valving and a spring setup. The goal was to improve versatility, provide a more comfortable ride, and achieve better balance. As for the shock, he made modifications to enhance traction, improve performance in rough terrain, and make the bike suitable for both desert racing and woods riding.

Dick has a special fondness for Husqvarna motorcycles, having raced them since the early 1980s. So, for his personal machine, he chose graphics that embrace the “Heritage” look. He also installed special wheels, made comfort updates, and added features to enhance high-speed handling and off-road protection. Let’s take a closer look at his modified Husqvarna TX300, the modifications he made, and the reasons behind them.

• Dick opted for a Scalvini cone pipe and silencer to handle the exhaust system of the TX300.

• Being an avid Husqvarna fan, he loved the “Heritage” look of the TX300. Decal Works took care of the graphics while Tusk rotors were added. The bike received black hubs with gold rims, Dunlop tires, and Nitromousse foam inserts in both wheels.

• For off-road riding, Dick installed a Seat Concepts Comfort saddle to provide better feel and traction while riding. The comfort shape of the seat maintains a similar contour to the stock seat at the front, allowing the rider’s legs to remain close together. Towards the middle, the seat tapers out to distribute the rider’s weight over a larger area. The Element cover of the seat features four traction ribs.

Custom gold/black wheels, Dunlop MX33 tires, a Primary drive chain and sprockets, Flexx bars, and a Scotts steering damper enhance Dick’s TX300.

The rear end of the bike underwent significant changes to match the performance of the Hybrid forks. A stiffer spring was installed for a 200-pound rider, and the valving was adjusted to provide smoother action, improved rebound, and increased resistance to bottoming out. The new no-tools adjusters made testing easier, although the rebound adjustment was a bit challenging. Nitromousse foam tubes were added inside the Dunlop MX33 tires, and the bike also received Tusk discs, sprockets, and a gold O-ring chain. The stock white plastic was replaced with OEM white plastic covered with graphics designed by Dicks Racing and produced by Decal Works. Additionally, a P3 carbon fiber skid plate with a linkage guard replaced the stock plastic skid plate.

Dick chose Flexx handlebars and a Scotts steering damper mounted on a BRP mount for improved feel, comfort, and stability. He also addressed the vulnerability of the radiator hose located between the frame and exhaust pipe. To prevent potential damage from rocks or debris, he added a tidy-white plastic splitloom protector.

Dicks Racing has been refining the AER forks since their introduction in 2017. Dick’s Hybrid system incorporates a new cartridge that accepts a spring while still utilizing the AER cartridge at a significantly reduced pressure (140psi down to 55psi). This eliminates the initial harshness caused by the excessive AER pressure. The Hybrid system retains the lightweight, progressive, and adjustable characteristics of the AER forks while providing a plush, controlled, and capable performance on big hits. STR also developed special push-button bleeders to complete the package.

Dick Wilk was impressed by the response and strength of the new powerplant. The throttle-body injection system and the electronically controlled power valve have greatly improved the powerband compared to the previous generation. The only modification he made to the engine was adding a Scalvini cone pipe and silencer. Most of his development time was spent on suspension tuning. The all-new frame required new settings to achieve the desired results. Both the front and rear suspension needed adjustments to provide better performance in rocky sections while maintaining proper support through whoops and G-outs.

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2023 HIGH POINT NATIONAL MX RESULTS

The 2023 Pro Motocross season made a stop in Mount Morris, Pennsylvania on Father’s Day weekend, bringing a different vibe to the races. The 450 class featured a showdown between Ken Roczen and Jet Lawrence, as Roczen aimed to challenge Lawrence’s path to the championship. However, heavy rainfall before practice caused complications, making it crucial for riders to set a good lap time in the first qualifying session. Roczen seized this opportunity by setting a blazing time, while Lawrence struggled with minor crashes interrupting his session. In the 250 class, Justin Cooper experienced a crash during qualifying, while his teammate Haiden Deegan secured the fastest time. For more extensive coverage of the 2023 Pro Motocross season, click here.

250 MOTO 1

In the first 250 moto, the track was a muddy and rutted nightmare. RJ Hampshire took the lead initially, with Jo Shimoda in second. However, Shimoda went down in the second turn, causing a massive pile-up that also affected series point leader Hunter Lawrence. Haiden Deegan and Jalek Swoll battled for a few laps, but Deegan eventually broke free. As the race progressed, Lawrence made impressive progress through the pack, while Deegan kept a close eye on Hampshire. In a dramatic finish, Hampshire managed to retake the lead on the last lap. Lawrence also passed Swoll for third place at the very end.

1 RJ Hampshire
2 Haiden Deegan
3 Hunter Lawrence
4 Jalek Swoll
5 Ryder DiFrancesco
6 Maximus Vohland
7 Jo Shimoda
8 Chance Hymas
9 Caden Braswell
10 Preston Kilroy
11 Tom Vialle
12 Levi Kitchen
13 Talon Hawkins
14 Dilan Schwartz
15 Jordon Smith
16 Derek Kelley
17 Chase Yentzer
18 Maxwell Sanford
19 Slade Smith
20 Jack Rogers
21 Cory Carsten
22 Kyle Murdoch
23 Blaze Cremaldi
24 Mitchell Zaremba
25 Tyson Johnson
26 Joseph Tait
27 Rody Schroyer
28 James Harrington
29 Peyton Jackson
30 Tyler Evans
31 Gerald Lorenz III
32 Evan Haimowitz
33 Gerhard Matamoros
34 Aidan Dickens
35 Cole Jones
36 Skyler Leaf
37 Steve Roman
38 Tyler Conner
39 Matti Jorgensen
40 Ian Kearon

450 MOTO 1

Jett Lawrence took the holeshot in the 450 class with Ken Roczen starting around fifth. Roczen quickly moved up to second place and attempted to catch Lawrence throughout the race. However, every time Roczen made some progress, Lawrence responded and maintained a 4-second lead. Garrett Marchbanks managed to keep up with the front runners, while the rest of the field gradually fell behind. During the race’s midway point, Lawrence had a fall, allowing Roczen and Marchbanks to pass him. Although Lawrence quickly regained his position ahead of Marchbanks, it took several laps for him to catch up to Roczen. The two riders engaged in a thrilling battle, with Lawrence briefly overtaking Roczen, who retaliated and recaptured the lead a few turns later. Eventually, Lawrence secured the lead for good. Roczen stayed within a couple of seconds until he fell on the final lap, struggling to restart his Suzuki and settling for 7th place.

1 Jett Lawrence
2 Garrett Marchbanks
3 Cooper Webb
4 Adam Cianciarulo
5 Ty Masterpool
6 Dylan Ferrandis
7 Ken Roczen
8 Aaron Plessinger
9 Derek Drake
10 Romain Pape
11 Grant Harlan
12 Phillip Nicoletti
13 Lorenzo Locurcio
14 Fredrik Noren
15 Jeremy Hand
16 Kaeden Amerine
17 Trevor Schmidt
18 Brandon Ray
19 Christopher Prebula
20 Bryce Shelly
21 Vincent Luhovey
22 Max Miller
23 Jose Butron
24 Jared Lesher
25 Jeremy Smith
26 Chandler Baker
27 Luca Marsalisi
28 Jeffrey Walker
29 Cody Groves
30 Jace Kessler
31 Scott Meshey
32 Ricci Randanella
33 Ayden Shive
34 Lowell Spangler
35 Alex Ray
36 Billy Ainsworth
37 Bryton Carroll
38 Dakota Kessler
39 Matthew Burkeen
40 Jerry Robin

450 COMBINED QUALIFYING

1 Ken Roczen 2:21.066
2 Jett Lawrence 2:23.675
3 Garrett Marchbanks 2:24.214
4 Dylan Ferrandis 2:24.537
5 Adam Cianciarulo 2:24.858
6 Ty Masterpool 2:25.663
7 Derek Drake 2:25.764
8 Cooper Webb 2:26.264
9 Aaron Plessinger 2:28.969
10 Jerry Robin 2:30.106
11 Cody Groves 2:31.427
12 Grant Harlan 2:31.606
13 Fredrik Noren 2:31.657
14 Jeremy Smith 2:33.120
15 Bryton Carroll 2:33.492
16 Jeremy Hand 2:33.845
17 Kaeden Amerine 2:34.480
18 Luca Marsalisi 2:35.035
19 Chandler Baker 2:35.206
20 Jace Kessler 2:35.303
21 Christopher Prebula 2:35.612
22 Romain Pape 2:36.162
23 Lorenzo Locurcio 2:36.514
24 Jared Lesher 2:36.745
25 Ricci Randanella 2:36.803
26 Matthew Burkeen 2:37.312
27 Trevor Schmidt 2:37.354
28 Vincent Luhovey 2:37.828
29 Bryce Shelly 2:38.871
30 Alex Ray 2:39.387
31 Brandon Ray 2:39.559
32 Lowell Spangler 2:40.401
33 Scott Meshey 2:40.455
34 Max Miller 2:40.975
35 Jose Butron 2:41.277
36 Phillip Nicoletti 2:41.622
37 TJ Albright 2:42.471
38 Zack Williams 2:42.471
39 Gabe Gutierres 2:42.529
40 Ayden Shive 2:43.234
41 Billy Ainsworth 2:45.156
42 Ryan Diezic 2:45.280
43 Jacob Rose 2:45.837
44 Nathan Augustin 2:46.081
45 Felix Lopez 2:46.120
46 Jeffrey Walker 2:46.526
47 Dakota Kessler 2:46.780
48 Nick Fratz-Orr 2:47.299
49 Brandon Hugney 2:49.103
50 Alex Panzarella 2:49.618
51 Derek Leatherman 2:50.037
52 Seamus Sullivan 2:50.460
53 Austin Walker 2:50.785
54 Ezra Lewis 2:52.298
55 Nicholas Hayes 2:52.366
56 Thomas Lanphear 2:53.208
57 Rylan Bly 2:53.509
58 Bryce Hammond 2:54.280
59 Corey Burnett 2:55.091
60 Nick Kraeger 2:56.411
61 Garrett Smith 2:56.556
62 Evan Richard 2:56.879
63 Justin Thompson 2:56.963
64 Brandon Pederson 2:57.101
65 Jakob Rassa 2:57.671
66 Jacob Glenn 3:00.913
67 Brett Greenley 3:01.699
68 Maik Schaller 3:02.122
69 Zach Peters 3:03.616
70 Cole Bradford 3:04.606
71 Liam Langer 3:04.635
72 Anthony Roth 3:05.788
73 Landon Armbruster 3:06.183
74 Evan Talbott 3:08.420
75 Joey DeNeen 3:09.116
76 Ivon Hays 3:10.414
77 Chase Witmer 3:10.744
78 Nicholas Burgess 3:12.973
79 Trent Yoder 3:18.843
80 Devon Bates 3:25.138
81 Kyle Farren 3:25.662
82 Kyle Vidovich 3:29.085
83 William Clark 3:35.666
84 James Cooper 4:06.906
85 Vincent Harrison 4:35.069
86 Nicholas Peccarelli 4:45.895
87 Jimmy Knisley 6:18.230

250 COMBINED QUALIFYING

1 Haiden Deegan 2:20.801
2 Matti Jorgensen 2:21.018
3 Hunter Lawrence 2:21.734
4 Jo Shimoda 2:22.014
5 Steve Roman 2:22.521
6 Justin Cooper 2:22.545
7 RJ Hampshire 2:23.451
8 Chance Hymas 2:23.553
9 Maxwell Sanford 2:23.638
10 Jordon Smith 2:23.723
11 Maximus Vohland 2:23.926
12 Joseph Tait 2:24.912
13 Tom Vialle 2:25.345
14 Jalek Swoll 2:25.489
15 Ryder DiFrancesco 2:27.023
16 Preston Kilroy 2:27.411
17 Kyle Murdoch 2:27.778
18 Rody Schroyer 2:27.788
19 Cory Carsten 2:28.782
20 Peyton Jackson 2:28.820
21 Gerhard Matamoros 2:28.871
22 Skyler Leaf 2:29.229
23 Evan Haimowitz 2:29.578
24 Talon Hawkins 2:30.000
25 Derek Kelley 2:30.068
26 Caden Braswell 2:30.342
27 Slade Smith 2:30.463
28 Ian Kearon 2:30.702
29 Mitchell Zaremba 2:31.229
30 Chase Yentzer 2:31.390
31 Jack Rogers 2:31.697
32 Levi Kitchen 2:32.202
33 Dilan Schwartz 2:32.481
34 Aidan Dickens 2:32.824
35 Tyson Johnson 2:34.354
36 Gerald Lorenz III 2:34.362
37 Max Darling 2:34.713
38 Jason Neidigh 2:35.302
39 Gage Stine 2:35.671
40 Tyler Conner 2:35.996
41 Logan Boye 2:36.619
42 Damian Buccieri 2:37.207
43 Cole Jones 2:37.927
44 Blaze Cremaldi 2:38.002
45 James Harrington 2:38.017
46 Travis Mecking 2:39.076
47 Konnor Visger 2:39.803
48 Cory Gilliam 2:40.240
49 Hunter Cross 2:40.499
50 Ethan Lane 2:40.511
51 Marcus Phelps 2:40.585
52 Bryson Raymond 2:40.817
53 Michael Lennon 2:41.513
54 Braden Gray 2:41.674
55 Christopher Williams 2:41.818
56 Tyler Evans 2:42.411
57 Riley Ripper 2:43.161
58 Charles Tolleson 2:43.680
59 Nicholas Inman 2:44.061
60 Ashton Bloxom 2:44.392
61 Colton Eigenmann 2:44.804
62 Gage Hulsey 2:44.942
63 Robert Bailey 2:46.411
64 Cole Robbins 2:47.076
65 Jason Fichera 2:47.091
66 Brantley Schnell 2:47.406
67 Ryan Quinn 2:47.953
68 Ethan Day 2:47.987
69 Nolan Dickinson 2:49.583
70 Zachary Lahman 2:51.526
71 Gavin Brough 2:52.142
72 James Churn 2:52.639
73 Jordan Jarvis 2:53.133
74 Brian Saunier 2:53.566
75 Steven Keil 2:53.600
76 Ryan Lechien 3:05.763

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CARSON BROWN’S YZ300

Jamie Ellis and his team at Twisted Development are known for their expertise in building high-performance motorcycles for various types of racing. Test rider Carson Brown is renowned for his ability to ride any two-wheeled vehicle with remarkable speed. It’s no surprise that we joined forces with Twisted Development to create a Yamaha motorcycle for Carson Brown to race at the Wiseco Two-Stroke World Championship presented by Fasthouse at Glen Helen Raceway.

![CBYZ300_Right_e.jpg](https://dirtbikemagazine.com/wp-content/uploads/2024/06/CBYZ300_Right_e.jpg)

BIG BUILD
In order to win races, a fast machine is not enough. Reliability, handling, dedication, and a bit of luck are also crucial. When building a bike for the two-stroke Open class, where there are no restrictions on displacement size, finding the optimal cubic capacity is key.

Twisted Development’s solution was to build a YZ300 for Carson Brown. This involved starting with a mid-2000, aluminum-framed Yamaha YZ250 and adding an Athena YZ300 big-bore kit. The kit includes a cylinder, head, top-end gasket kit, piston kit, and power valves.

![CBYZ300_EngineRight_e.jpg](https://dirtbikemagazine.com/wp-content/uploads/2024/06/CBYZ300_EngineRight_e.jpg)

However, Twisted Development went beyond simply installing the Athena kit. They conducted extensive research and development with top-level professional racers to modify the head and port the cylinder in-house. They also replaced the forged piston in the Athena kit with a cast piston of their own specifications. The bottom end received attention as well, with a balanced crank, atomized texture on the Yamaha YZ250 rod, polished transmission, and a Hinson billet-proof clutch system.

![CBYZ300_EngineLeft_e.jpg](https://dirtbikemagazine.com/wp-content/uploads/2024/06/CBYZ300_EngineLeft_e.jpg)

The stock intake system was replaced with a Moto Tassinari VForce system, and the carburetor jetting was adjusted to accommodate the VP MXRO2 race gas and the engine modifications. The power production was finalized with the addition of a hand-built Pro Circuit works pipe and 304 factory sound silencer.

For the chassis setup, Carson Brown’s race bike used a wheelset from Dubya USA with Haan billet-aluminum hubs, oversized stainless steel spokes, and blacked-out Excel rims. The wheels were equipped with Dunlop MX33 tires.

![CBYZ300_RearWheelDubya_e.jpg](https://dirtbikemagazine.com/wp-content/uploads/2024/06/CBYZ300_RearWheelDubya_e.jpg)

Enzo Racing handled the suspension needs, utilizing a performance shock linkage arm from Pro Circuit to enhance stability and provide a more controlled feel. The aesthetics of the YZ300 were customized with an all-black Acerbis plastic kit, a custom graphics kit from Fusion Graphix with purple accents and embedded glitter flakes, and a white Guts Racing gripper seat cover.

![CarsonBrown2_e.jpg](https://dirtbikemagazine.com/wp-content/uploads/2024/06/CarsonBrown2_e.jpg)

BIG RESULTS
The results speak for themselves. Carson Brown emerged as the 2023 Wiseco Two-Stroke World Champion in the Open Pro class. This machine was specifically tailored for a professional-level rider like Carson, but Twisted Development has successfully used the same performance engine platform for skilled riders of different levels. The engine performance surpasses that of the stock YZ250 in every aspect.

The Twisted Development engine delivers usable power right off the bottom, eliminating the need for excessive clutch input that the stock YZ250 requires. The midrange of the powerband provides exceptional pull, comparable to other high-performance two-stroke builds. While the Vortex ignition might sign off slightly earlier on the top end compared to the stock YZ250, the acceleration is significantly faster. Twisted Development offers maps that allow for longer over-rev if desired.

During testing, Twisted Development proved their expertise in engine packages and understanding of engine characteristics. The overall chassis and suspension setup on Brown’s race bike leaned towards the stiffer side but worked exceptionally well, especially when the bike was ridden more aggressively. The combination of Enzo-valved internals and the Pro Circuit performance shock linkage proved effective. With some assistance from Dave Dye, the bike was dialed in perfectly for Carson Brown.

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RIDING THE 2024 KTM 450XC-W–THE WRAP

Last month, we got to test the 2024 KTM 450XCF-W at a media intro in Ohio at the site of the John Penton GNCC. It was just enough to get us excited about the bike and we couldn’t wait to get it to California where we could get more time on it. Last year, this was a bike that very few people seemed to understand. It was a closed-course competition bike that many riders mistook for a green-sticker compliant machine–in other words, people just assumed it was plugged up and overly lean. It wasn’t. It was an extremely capable off-road bike with a six-speed gearbox and excellent power delivery–most definitely not plugged up and overly lean. For 2024 it’s back with the same general personality, but updated with a new chassis, new suspension and a mostly new motor. To clarify, there is a green sticker version of this bike in the KTM line. That one is called the 500XWF.

In stock form, the 450XCF-W is better suited for trail riding than any four-stroke in KTM’s line.

The 450XCF-W takes the 450SX-F motocross platform introduced last year and gives it the off-road treatment as far as suspension, power delivery and equipment. To be fair, the frame is unlike anything else because it uses PDS rear suspension without linkage. The shock is similar to the one on the new motocross bike, but with different internals and, of course, it connects directly to the swingarm–which is new. This year, the PDS rear end uses a straight-rate spring. Up front, there’s an entirely new fork. It’s a coil-spring version of the Xact air fork from the motocross line. No more Xplor fork. The motor has its own mapping with two options on the handlebar switch as well as traction control. And then there’s that six-speed gearbox, which is something that desert riders have been wanting for a long time. As far as equipment goes, the big news is an LED headlight that actually produces decent candle power for riding at night. Racing at night will still require something bigger. The bike also comes with a radiator fan.

The price for the 2023 KTM 450XCF-W is $11,999.

Now that we’ve ridden the bike at home, we’re even more impressed. The suspension is nothing short of excellent. The previous version of the bike (which we already loved) needed substantial fork work for anything except low-speed rock crawling. It was too soft in stock form, and the Xplor fork didn’t respond well to modification. The new fork is still good in rocks, but it doesn’t dive and misbehave in whoops. It’s stiffer than the old fork, so it may give away a little compliance in first gear, but it’s well-suited for anything faster. The PDS rear suspension is great too. There are still a number of hard-core linkage fans who resist the PDS concept, but we believe this bike will convert many of them.

Pete Murray finds a little piece of Erzberg in California.

As far as power goes, the 450XCF-W runs sort of like a heavily modified 500EXC. Dual-sport riders have to speed thousands to get this kind of power out of the 500. It doesn’t have the top-end of the motocross bike, but it’s smooth, torquey and easy to use. Plus, it doesn’t overheat.

This is the most versatile off-road bike in KTM’s entire line. If you’re a trail rider you can leave it stock and be happy. If you’re a dual-sport rider, you might have to figure out registration, but it’s reasonably quiet and has the six-speed gearbox. If you’re a racer, you might have to go mining for a little more power, but again, the six-speed will make it worthwhile and the suspension will be easy to work with. We will be putting a bunch of miles on this bike in upcoming months, so look for a test in the September, 2023 print edition of Dirt Bike.

DUCATI’S FIRST DIRT BIKE

We’ve been hearing rumors that Ducati is in the process of building a motocross bike. This isn’t it, but it’s clearly something new and dirty from the Italian motorcycle manufacturer. The Powerstage RR Limited edition is a high-end electric mountain bike. The special livery designed by Aldo Drudi in collaboration with the Ducati Design Center and inspired by the Desmosedici GP23 (with which the official riders race)  in a limited edition of 230 numbered units. It has a full carbon frame with a combination of modern geometrical solutions and high-quality components, such as the new Shimano EP801 drive unit, Öhlins suspension, SRAM GX AXS 12-speed shifter and Crankbrothers Synthesis wheels (29″ front, 27.5″ rear) with carbon rims.

The Powerstage RR Limited Edition can already be ordered from the Ducati network and online at www.ducati.com at a suggested retail price of $11,990 USD (Prices listed are the Manufacturer’s Suggested Retail Prices. Prices exclude dealer setup, taxes, freight, title and licensing and are subject to change).

KICKSTART KENNY AT HIGH POINT

BROADCAST TEAM
Play by Play: Jason Weigandt
Analyst: Ricky Carmichael
Reporter: Jason Thomas
HOW TO WATCH
Saturday, June 17
Pro Motocross Championship: Race Day Live
Peacock @ 7 a.m. PT / 10 a.m. ET
Pro Motocross Championship: High Point National [LIVE]
Peacock @ 10 a.m. PT / 1 p.m. ET
Monday, June 19
Pro Motocross Championship: High Point National Replay
CNBC, NBCSports.com, NBC Sports App
11 p.m. PT [Sunday] / 2 a.m. ET

VINTAGE SEATS

If you have vintage bikes, you know that seats are very difficult to get right.  MotoSeat has a full line of vintage dirt bike seat covers and seat foam. You can design your seat on line here.

CHAD REED JOINS WORLD SUPERCROSS

With less than a month until the 2023 FIM World Supercross season kicks off with the British Grand Prix in Birmingham, WSX is set to announce that Australian supercross legend, Chad Reed will join the team as a “supercross advisor” and broadcast commentator for the upcoming six-race season. One of the most successful supercross riders of all time and the record holder for competing in most ‘main events,’ Reed has expansive supercross experience and knowledge that he will be bringing to the series and its fans in an advisor role on the broadcast team. Additionally, Reed will host exclusive content on WSX.TV.

See you next week!

–Ron Lawson
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CODY WEBB TALKS ERZBERG 2023

Cody Webb, America’s top talent in Extreme enduro, recently competed in the 2023 Red Bull Erzbergrodeo. After enduring injuries that interrupted his quest to reach the top step of the podium, Webb returned to the Iron Giant in good health and finished 10th. In a post-race interview with DB’s Travis Fant, he discussed his preparation, travel challenges, and his performance at the event.



Cody Webb performs during the Red Bull Erzbergrodeo 2023 in Eisenerz, Austria on June 11, 2023 // Philip Platzer / Red Bull Content Pool // SI202306110675 // Usage for editorial use only //

DB: Cody, your usual training is already intense, but is there anything specific you do to prepare for a race like Erzberg?

CODY WEBB: “It’s obviously different from any other race. It is the hardest one-day race in the world. I really try to focus on challenging terrains like old pilings or big messed up rock gardens. I want to test myself without relying on a pre-built line. I have to admit, it has been a while since I last finished the race with a strong effort. Some of the sections can be scary.”

DB: Talk about the challenges of traveling as an American and dealing with time changes and jet lag for an event like Erzberg.

WEBB: “Yeah, traveling that far is definitely not easy. Being a family man now, it’s harder to leave than before. As soon as I arrived there, I tried to adjust as quickly as possible. You have to force yourself to acclimate. This year was different because they made it illegal to walk the course before the race. It’s strange because the mine there offers tours, and almost every top rider was there practicing on sections of the course. It definitely pays off to have that extra time to familiarize yourself with the event. Unfortunately, I didn’t have that luxury this year due to my racing schedule in the States.”



Cody Webb of the United States seen during the Red Bull Erzbergrodeo at the Erzberg in Eisenerz, Austria on June 10, 2023. // Joerg Mitter / Red Bull Content Pool // SI202306100279 // Usage for editorial use only //

DB: Your teammate Cooper Abbott joined you. Did you provide any advice to your first-timer teammate?

WEBB: “I tried to give him a heads up. I told him to be cautious and brace himself for the rocks and roost coming out of the mine. This place has the worst roost, small rocks that leave welts on your body. I advised Cooper to focus on making it out of the first hills going out of the mine, as losing ground there can be costly. I also warned him about one of the scariest downhills, Carls diner. I told him to start slow to avoid any mishaps at the bottom.”

DB: How do you maintain a decent pace throughout such a long race without exhausting yourself early on?

WEBB: “This year was different for me because I wasn’t battling for the lead like in previous years. Hence, I didn’t experience the crazy arm pump and had to stop to let it subside. I started the race at a more relaxed pace and gradually positioned myself well. However, there are always unexpected scenarios. Early on, I was around 6th place behind Johnny Walker, but I got stuck with Andrea Verona, and other riders started passing me. I panicked a bit and lost some valuable positions. Considering my recent injuries, my ultimate goal was to finish the race. So, I played it smart, conserved energy in the beginning, took fewer risks, and had enough left in the tank towards the end to secure a good position.”

DB: You were the top American to finish. It’s quite a statement, considering your injuries and the fact that you conserved energy in some sections.

WEBB: “In the past, I’ve finished on the podium, but now I know where I stand. I can compete with all the guys in the top 10. If things go right, I can make it happen. Last year, around the same time, I had a wrist injury, the same one Phil Nicoletti had. I wasn’t even sure if I would race professionally again. I took some anti-inflammatory medication before the race to manage the pain. After Carls diner, the painkillers started wearing off, and I just needed to push through. I know I’m not at 100%, but I’m doing my best to prolong my career.”



Cody Webb of the United States and Taddy Blazusiak of Poland seen during the Red Bull Erzbergrodeo at the Erzberg in Eisenerz, Austria on June 10, 2023. // Joerg Mitter / Red Bull Content Pool // SI202306100272 // Usage for editorial use only //

DB: You often ride the two-stroke. Is it an advantage at Erzberg, and would you ever consider racing on a four-stroke?

WEBB: “Erzberg would definitely be challenging on a four-stroke. A four-stroke feels heavier at the front end, especially on a downhill like Carls diner. The weights of two-strokes and four-strokes are similar now, but their feel is very different. In rock gardens, which are abundant in the early stages of the race, a four-stroke might perform better. However, in later stages like Motorex Highway, a two-stroke would be more suitable. I’ve ridden the SE300 for fun in hard enduro events, and the heat coming off a four-stroke is intense. The clutches get hotter, and the bike overall runs much hotter. At Carls diner, the sun beats down on you, and the hot air from the bike’s fan blows on you. Riding a two-stroke in such conditions makes a notable difference since the bike doesn’t run as hot. Plus, if something goes wrong, you can still ride a “blown-up” two-stroke to some extent. It’s harder to destroy a two-stroke and get stranded compared to a four-stroke.”

DB: Are there any specific adjustments you make to your bike for a race like Erzberg?

WEBB: “In this race, there’s a different format compared to the US hard enduro series. Since it’s part of the FIM, no outside assistance is allowed whatsoever. At the pits, we weren’t even allowed to get anything. We had to run levers inside the air-box, zip-tied a shifter inside the frame, and carried minimal tools on the bike just in case. I wasn’t even allowed to swap my USWE water pack, although I could replace the bladder. They are extremely strict about no outside assistance at Erzberg. It’s truly a man-and-machine challenge.”

DB: We follow you on Instagram and have had the privilege of filming with you in NorCal. We’ve seen you tackle tough rides alone. Are these experiences preparing you mentally for events like Erzberg?

WEBB: Cody laughs, “Yeah, definitely. I always ride with a backpack and snacks because you never know what could happen out there, and I don’t want to be stranded overnight. Erzberg is incredible. There are sections on the course that I wouldn’t usually practice alone due to the risks involved. Yet, during the race, I have to face them on my own.”

DB: Now that Erzberg is behind you, what’s next on your agenda?

WEBB: “I’m looking forward to the final round of the US Hard Enduro series in two weeks. It’s one of our best races at a ski resort. After that, I’ll start preparing for the EnduroCross series and see what I can achieve there!”

DB: Thank you, Cody, for sharing your insights and letting us pick your brain a bit.

WEBB: “Thanks, guys. Thanks, Travis.”

For more information on Erzberg 2023, click here.

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THE WEEKLY FEED: ERZBERG SPECIAL! • HOT NEW PRODUCTS • GREAT VIDEO ACTION

How about a little Dick Burleson ‘Pre Husqvarna’? In 1971, John Penton invited Burleson to race on the American Trophy team that was competing in the International Six Days Trial at the Isle of Man. Even though his bike failed, leaving him with a DNF, Burleson was enthused about representing his country in international competition. The next year, Burleson was invited to the ISDT again racing a Penton, this time in Czechoslovakia. That year, Burleson finished  with a bronze medal. From 1973 to 1981 Burleson won 8 consecutive Gold Medals!

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My buddy BP’s #299 made it into this post on the specially built Yamaha HL 500. In the USA, the HL500 was only offered as a kit bike. Torsten Hallman Racing had Profab build 100 frame kits of its Hallman “TT500 Aberg Replica.” The Hallman Racing HL500 frame kit with swingarm and necessary hardware sold for $1000 in 1978.

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ERZBERG SOCIAL POSTS

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ERZBERG!!

GREAT GO PRO ACTION WITH JONNY WALKER!

MX GP HERLINGS HURT WHILE LEADING

NEW HIGH-END MOTO CLOTHING BY USWE

After 16 years in the backpack industry as the market leader of hydration packs for Enduro and Off-Road motorcycle riders, USWE is now presenting their first ever Moto Apparel line. This big transformation launch includes premium clothing developed for the core Enduro and Off-Road riders, same group of people that wear USWE’s packs today.

The LERA Off-Road Jacket is a premium heavy-duty jacket that has everything you need to be adaptable to wild terrain. It has large, zippered vents which allow you to manage how much airflow you want on the fly or if you are running super-hot, just remove the sleeves to turn the jacket into a vest. The secure front and rear pockets help keep everything stowed securely away but always within easy reach when needed. A bonded fleece lined body and sleeve retains and regulates heat while riding and extra abrasion resistant outer sleeves protect you from the undergrowth. Ergonomically shaped sleeves and drop tail design eliminates creases and bunching whist in a riding position. Durable rust proof YKK zips throughout to keep all vents and pockets secure and safe.
The LERA pant is a premium heavy-duty Dirt Biking pant made to perform in gnarly terrain. It offers an outstanding pre-curved tailored Race-Fit with a large cut on the knees to accommodate knee pads or knee braces. It has full grain leather inner knee panels for optimal protection and durability. The 4 way stretch panels aid your freedom of movement while the pants are protected from wear thanks to the Rip stop nylon high abrasion seat panels. Equipped with two (2) secure zipped cargo pockets to bring your personal stuff such as phone and car keys, and two (2) zippered vents for extra airflow for the leg.
The RÖK pants are super lightweight and breathable to keep you comfortable even on the hottest of days. Fast drying fabrics together with great ventilation will keep them feeling light the whole ride. The sublimated graphics marry up to the RÖK jersey for the full race look and feel. Cut large on the knees to accommodate knee pads or knee braces, 4 ways stretch panels aid your freedom of movement. Rip stop nylon high abrasion seat panels keep you protected from wear. Full Grain leather inner knee panels to optimal protection and durability.

https://uswe.com/

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THE BEST DEAL IN MOTO! 

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One of the best sides of getting a job with Dirt Bike had to be getting on the ground level of championship racing. This is Anaheim SX, 1981 and there is no doubt that I was totally pumped. Shooting is a big part of being an editor, and race coverage was a crash course in my learning curve.
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2023 SUZUKI DR650S: DUAL-SPORT TEST

We have mixed feelings about the Suzuki DR650S. On one hand, we appreciate the fact that Suzuki has kept this model in production for over 32 years. On the other hand, it is still a motorcycle that is essentially 32 years old. However, despite its age, the DR650S has its merits and continues to be offered in the market.

The Suzuki DR650S is a big, air-cooled single-cylinder motorcycle with a carburetor. It is priced at $6999, which is the same as a Yamaha YZ125 motocross bike. What’s interesting is that the DR650S is still manufactured in Japan, while most other motorcycles in this price range are made in countries like China, Thailand, or Vietnam. As a result, the DR650S stands out as one of the last remaining models of its kind.

LOOKING BACK
The roots of the DR650S can be traced back to the 1978 Suzuki SP370, the company’s first four-stroke off-road bike. Over the years, it evolved into the present-day DR650S with various updates and improvements. In 1993, the electric starter was introduced, which was a major step forward. Today’s DR650S remains fundamentally similar to the initial version. In the late 90s, the DR650S was considered one of the top dual-sport bikes in terms of performance and handling.

THE DR TODAY
Despite the DR650S remaining largely unchanged, its role in the market has shifted. It is no longer considered a high-performance bike or a traditional dual-sport model. Instead, it serves as an entry-level adventure bike. The bike’s design and layout reflect its 90s heritage, with a thick seat and handlebars that sweep back towards the rider. Vibration is minimal thanks to rubber-mounted footpegs and handlebar weights. The power delivery of the big single-cylinder engine is torque-oriented, offering a distinct and satisfying acceleration experience. While it lacks the rev-happy nature of modern bikes, the DR650S produces more torque than many of its rivals. Its tall gearing allows for cruising at low RPM, making it comfortable for long rides on dirt roads. However, the bike may struggle on fast trails due to its street-oriented tires and limited suspension adjustability. It is also relatively heavy compared to its competitors.

The 2023 Suzuki DR650S is still around. It sells for $6999.

WHERE WE STARTED
The Kawasaki KLR650 remains the closest competitor to the Suzuki DR650S. While the KLR650 has received updates and now features fuel injection, the DR650S remains unchanged in terms of its carbureted engine. Fuel injection is seen as an added complexity and expense in a bike like the DR650S. Despite its age, the DR650S still finds its place in the modern world and has an enduring appeal. We believe it deserves to continue being produced indefinitely.