The new bike season has officially started, and the first 2024 machine being tested at Dirt Bike Magazine’s headquarters is the KTM 450 SX-F motocross bike. This platform was introduced almost two years ago with the release of the 22.5 Factory Edition by KTM. Initially, the testing staff at DB wasn’t completely convinced by the new bike, but after some testing, opinions are starting to change.
Dirt Bike Magazine has recently started exploring electric motorcycles and it seems that trials riding is where electric motors have the most potential to be competitive. Trials riding involves short bursts of activity with enough time for the motor to cool down between sections, making it an ideal use case for electric motors.
INSIDE THE 2023 ePURE RACE
Electric Motion (EM) has added some new features to the ePure Race to improve its performance. One of the standout features is the hydraulic clutch, which allows the rider to modulate power and load the suspension. The control switch has been improved, and the Fixed Regenerative Braking system now offers six total maps, including the addition of TKO on the green map.
The suspension has been upgraded with a new rear linkage, a 6.7-inch travel Reiger two-way shock, and an updated 6.9-inch travel Tech Aluminum Racing fork. The bike is equipped with Braktec brakes, Michelin tires, and weighs 165.5 pounds.
ADVANTAGES OF THE ePURE RACE
Setting up the ePure Race is quick and easy. Adjust the controls, set tire pressure, turn on the power, and you’re ready to ride. This electric trials bike offers several advantages over traditional gas-powered motorcycles. The lack of engine noise and vibration provides a unique feel for the ground. The bike eliminates the possibility of stalling the engine and produces less noise pollution. However, there is still some audible noise similar to an electric drill on steroids.
The bike features an impressive diaphragm clutch that closely resembles a traditional bike’s clutch. The rider can choose to use the clutch or not. The throttle is user-friendly, delivering smooth power without excessive wheel spin. It allows the rider to apply enough pressure to the rear tire on a large log using only the throttle, avoiding spinouts.
Without the need for gear shifting, the bike is approachable for beginners and allows experienced riders to fully focus on the ride. The power delivery to the rear wheel is smooth, linear, and immediate. There’s no need to worry about controlling the clutch around tight corners. This aspect alone can be a selling point for those new to trials riding.
BALANCE AND ERGONOMICS
The bike offers good static balance and feels balanced from front to back. Once in motion, the ergonomics and ride feel are comfortable and similar to traditional gas-powered trials bikes. It may feel slightly bigger and wider than most full-sized trials bikes, but compared to its competition, it’s slightly overweight. The extra weight becomes noticeable when attempting certain maneuvers, but with time, the bike becomes more natural to maneuver. However, a dedicated trials competitor may find the extra weight initially challenging to adjust to.
LEARNING CURVE
There is a learning curve to adapting to the bike’s differences, especially when it comes to clutch work. However, Electric Motion has made significant strides in the development of this technology. Over time, riders can become more efficient and effective on the bike. The throttle input requires larger hand movements to build up power, and the clutch release must be precise, which can take some getting used to.
The bike may require more physical effort to tackle big obstacles compared to combustion engines. Careful modulation of the throttle and clutch is necessary for power and control. High-flying obstacles can be particularly challenging. The bike also has slight resistance when rolling backward, which can be a disadvantage in trials.
THE MAIN SQUEEZE
While there is a learning curve and some differences to adapt to, Electric Motion has made significant progress in the development of their electric bikes. In the coming years, we can expect further improvements and increased competitiveness from Electric Motion.
Overall, we are impressed with what Electric Motion has achieved with the ePure Race and look forward to the future of electric motorcycles. Although electric bikes may still be slightly heavier and not at a significant advantage compared to gas-powered bikes, the ePure Race showcases impressive and practical technology. It offers an advantage for beginners and those not focused on tackling huge obstacles in trials riding.
Back in July 1994, Roger DeCoster, who was in charge of Dirt Bike Magazine’s testing department, had the opportunity to test the 1979 Yamaha OW40, which was the bike that Bob Hannah raced. This bike, owned by Terry Good of the International MX Museum, is considered one of the greatest works Yamahas of its time. In the July 1994 issue of Dirt Bike, Roger shared his experience riding the bike.
In his interview, Roger expressed his interest in understanding the competition during the late ’70s and how Yamaha’s works rear suspension was superior to the Suzukis and Honda bikes he had previously ridden. He believed that the Yamahas had an overall advantage, especially in the 500 class.
After 15 years, Roger finally had the chance to ride the OW40. Despite the muddy conditions at RedBud in Michigan, he described the bike’s rear suspension as forgiving and better than some modern bikes. He noted that the bike had a sharp midrange hit that was challenging to control, but when on the powerband, it accelerated as hard as a modern 250 MXer. However, he felt that the handling of the bike felt old, with the front end having too much rake and the handlebar placed too far rearward.
Contrary to his expectations, Roger found the fork to be soft, which he attributed to the rider position being farther to the rear. He concluded that the bike, while very good, would not be competitive in today’s motocross. He also acknowledged that the bike’s success was not just due to its excellence but also Bob Hannah’s exceptional riding skills.
During his exploration of Dirt Bike Magazine’s archives, the author came across a photo of the 1981 Suzuki RM125, a production bike that significantly influenced the 125 two-stroke class. The RM125 revolutionized the class and set the standard for the next 30 years.
Prior to the RM125, the 125 class and motocross in general were evolving rapidly. Honda, Yamaha, Suzuki, and Kawasaki were introducing new advancements each year. However, the 1981 Suzuki RM125 stood out with its liquid-cooling system, vertically mounted rear shock, and performance in local and professional motocross competitions. The RM125 outperformed its competitors and paved the way for future advancements in two-stroke technology.
Although Suzuki’s dominance in the 125 class was short-lived, the impact of the RM125 was significant. It influenced the development of power valve technology and rear suspension design. Despite being surpassed by newer motocross technology, the RM125’s contribution in shaping the future of motocross cannot be undermined.
The author also stumbled upon an issue of Dirt Wheels featuring Bob Hannah on the cover riding an ATV in 1986, a nostalgic moment for motocross enthusiasts.
The Southwick motocross event is happening this weekend! The author provides details on how to watch the event and lists the broadcast team, including Jason Weigandt, Ricky Carmichael, James Stewart, and more. The event will be televised on Peacock and NBC.
BMW has unveiled its 2024 Adventure models, including the R1250GS and G310GS. The G310GS starts at an MSRP of $5,695, while the R1250GS Adventure is priced at $20,745. The bikes come in various colors and feature different options and packages. Changes to the standard equipment include the addition of Intelligent Emergency Call on the R1250GS Adventure.
That’s all for now, see you next week!
The year was 1980 when I started working at Dirt Bike Magazine. Two weeks prior, the ownership (Bill Golden) had hired an executive to run the day to day operations and play a role in the planning and execution of the two magazines we had, Motocross Action and Dirt Bike. Roland Hinz had come from a successful job working at entertainment mags (Rona Barrett’s Gossip and Hollywood) turning them into big money makers. He was a magazine guru, a newsstand specialist and he had a passion for dirt bikes.
Roland had come into an environment where huge egos worked diligently to protect their fiefdoms and were violently opposed to most of the ideas he brought to the table. Editorial meetings forecasting our plans for the month, cover subject meetings and cover line control and working within a budget led his vision. The reigning staff boiled.
What we didn’t know was that Roland was there to rescue a sinking ship that was hemorrhaging money. His goal was to pay off the debt, then purchase the company. What I remember was that things in the office got tense. I was a full-blown dirt bike enthusiast and was just excited to be working for the magazine. There was talk of anarchy, continuous criticism and zero respect for the future owner of Hi Torque Publications. I was afraid that I’d lose my job right after getting the best job on the planet.
Roland was tough but had enough patience to kickstart the change in the company. By the time he paid off the debt and became the owner, the Editors embraced his plan and amazingly, we flourished. I remember color meetings (where we chose the photos for the magazine and the main cover image) that lasted for hours. He was always enthusiastic about cover lines, knowing that they had the ability to attract attention at the newsstand if they had a good hook. Forty years later, Roland played a role in every cover line that appeared on his magazines.
He was good at allowing the editors with a passion for the sport to drive the content. We just had to convince him how this was good for the reader, beneficial for the advertiser, and aligned with the interests of the newsstand buyer. I remember when Paul [Clipper] tested a Honda ATC in Dirt Bike. It was a highly debated move, disliked by the purists in the office. Roland saw it as an emerging sport and started Dirt Wheels magazine. For decades, it was his most successful magazine.
In 1981, while at a Husqvarna product intro at DeAnza Cycle Park, all the press members got a chance to test ride every new model in their line. Roland was on a trail ride with Mark Blackwell, I was out riding in the canyons with Dick Burleson. Our two groups met head-on in a tight canyon with near misses among the riders. I collided directly with one of the riders. It was Roland. I thought that it was the end of my job. My boss was more scared than mad, and we never talked about the incident again.
There were some unique aspects to the man. He was incredibly successful yet drove a Volkswagen Thing to work every day for years. In the decades that I worked for him, he always wore shorts and tennis shoes. And when it came to religion, Roland was a devout Christian. Every year at our Christmas party, he would start it with a prayer, allowing non-believers to leave if they were offended. After my wife passed away following a long battle with cancer, Roland sat with me in my office every day, talking about life, death, and God, always ending with “are you good?”
When I started working for Roland, I was young and afraid of the stern German. We would clash over covers, argue about budgets for testing and travel, and in over four decades, nothing changed. Except that we became friends. He was a mentor, and in a changing world where magazines were seen as a dying industry, we remained profitable.
Roland passed away this weekend after a long battle with his health. I will truly miss this man. He was a teacher, a tough and strict boss, and had the gift of taking care of the people who made great things happen which was undoubtedly a catalyst for Hi Torque’s success. Rest in peace, my friend.
-Tom Webb
Wiley Watson made several great dirt bike videos, with one of his favorites featuring Kurt Caselli. “What !f” showcases Kurt, along with Kyle Redmond, Kailub Russell, Taylor Robert, and Russell Bobbitt, and looks at their athleticism in their chosen dirt bike path. “Caselli 66 – Ride the Dream” pays tribute to Kurt after his untimely death in 2013. It’s an excellent tribute to an American off-road legend. The photo above, taken by Wiley, captures Kurt riding at extraordinary speeds in the desert.
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In 2012, I had the chance to test a Pro Circuit Husaberg 300. Equipped with Showa suspension, PC clamps, and Flexx Bars, this bike was a beast in tight and difficult terrain. The photo, taken by my friend Karel Kramer, shows me riding through a rugged high desert canyon.
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.
