This weekend, Monster Energy Supercross comes to sunny Salt Lake City, Utah for the 16th round of the 2018 campaign. Press day kicked off around 12:30PM this morning, and it was an interesting one especially between Marvin Musquin and Eli Tomac after last weekends situation. In other words, Jason Anderson could take the championship tomorrow night. But for now, here’s what went down today.
Justin Brayton was in attendance.
Blake Baggett was in good spirits.
Eli Tomac didnt comment much on last weekend’s incident.
After the talking, came the riding. Tyler Bowers was out ripping.
Josh Hill checks out the track in SLC.
Christian Craig rolled through.
Weston Peick looked strong.
Dean Wilson showing off for the press.
Eli Tomac layin’ it low.
Kyle Cunningham.
Josh Hill looked very smooth today.
Vince Friese.
A big whip from Marvin Musquin.
And to finish off, Benny Bloss shows us a heal clicker. Come back tomorrow for all your racing news from Salt Lake City, Utah!
This weeks “Best In The Pits” gallery comes to you from a very hot Salt Lake City, Utah for round 16 of the 2018 Monster Energy Supercross campaign. As you can see, we are headed back down West for the last two rounds of the season. Above, Aaron Plessinger’s Star Racing Yamaha YZ250F.
All smiles from the Yamaha Girls.
Josh Hill will be joining the tour for the final 2 rounds.
Alex Ray’s Cycle Trader Rock River Yamaha YZ450F.
Although he may not have had the season that he wanted, you still have to show some respect to the reigning 250 West Champ Justin Hill and his Suzuki RM-Z250.
Weston Peick’s Autotrader/Yoshimura JGR Suzuki RM-Z450 is ready to go.
Shane McElrath putting in the pre-practice work.
Although he may be retired, he’s still with us in spirit. Ryan Dungey’s Red Bull 2018 1/2 KTM 450SXF.
Blake Baggett is ready to put RM ATV/MC WPS KTM on the box.
Chase Sexton’s Geico Honda CRF450.
Cameron McAdoo’s Geico Honda CRF250.
As of last weekend, Chad Reed has moved to the “Rockstar Edition” FC450, as opposed to the 2018 FC450.
Jason Anderson could wrap up the 450 championship tonight here in SLC aboard his FC450. He needs to finish 4th or better.
Tyler Bowers’s Monster Energy Kawasaki KX450F.
The man with a plan Pro Circuit KX250F bike, Adam Cianciarulo.
On this afternoon in racing, the only way to describe the event was as simple as the word “shocking”. The three biggest stories coming into round 16 in Salt Lake City, was that 250 West points leader Aaron Plessinger was going to wrap up his title, 450 points leader Jason Anderson could wrap up his title, and, of course, the “Musquin vs Tomac” battle. But, spoiler alert–none of this happened. It was a crazy night, and things will have to pick up in Vegas. Here’s how the afternoon broke down in Salt Lake City, Utah.
To start off the morning, Adam Cianciarulo qualified first by setting the fastest 250 time.
It was all about Kawasaki. Eli Tomoc clocked in the fastest 450 time.
After qualifying, it was time to kick off the “afternoon show”. Malcolm Stewart was introduced to the crowd.
Chad Reed came out in a Utah “Jazz” NBA jersey while doing his a Nac-Nac.
Justin Barcia is always a fan favorite.
And to conclude opening ceremonies, we got to see the current 450 points leader Jason Anderson enter with a big whip.
Alright, now its time to break out the 30 second board for the first races of the night. The “heats”. First up, the 250 class.
In 250 Heat 1, it was all about Aaron Plessinger. Followed behind him was the rookie Chase Sexton, and defending 250 West champion Justin Hill.
250 HEAT 1 RESULTS (TOP 9 QUALIFY)
Aaron Plessinger (Yam)
Chase Sexton (Hon)
Justin Hill (Suz)
Kyle Chisholm (Yam)
Dakota Alix (KTM)
Justin Starling (Hus)
Bradley Lionett (Kaw)
Brandon Leith (Kaw)
Robbie Wageman (Yam)
Heat 2 would be one to watch.
The rider that has been dying for a place on the top step in the 250 mains is Adam Cianciarulo. He dominated 250 heat 2. Followed behind him was Shane McElrath and teammate Joey Savatgy.
250 HEAT 2 RESULTS (TOP 9 QUALIFY)
Adam Cianciarulo (Kaw)
Shane McElrath (KTM)
Joey Savatgy (Kaw)
Blake Wharton (Yam)
Hayden Mellross (Yam)
Phil Nicoletti (Suz)
Michael Leib (Yam)
Dylan Merriam (Yam)
Mitchell Harrison (Hus)
Next up, the 450’s. Marvin Musquin would be in this one, and he would..
Have to fight hard for the win. Blake Baggett was not making it easy on him. In the end, Marvin Musquin took the win with Blake Baggett in second, and Malcolm Stewart in third.
450 HEAT 1 RESULTS (TOP 9 QUALIFY)
Marvin Musquin (KTM)
Blake Baggett (KTM)
Malcolm Stewart (Suz)
Benny Bloss (KTM)
Dean Wilson (Hus)
Chad Reed (Hus)
Cedric Soubeyras (Suz)
Alex Ray (Yam)
Kyle Cunningham (Suz)
In 450 heat 2, Jason Anderson took a huge hit thanks to Christian Craig.
But, it was all about Weston Peick. He managed to steal the win, with riders Eli Tomac in second, and Jason Anderson in third.
450 HEAT 2 RESULTS (TOP 9 QUALIFY)
Weston Peick (Suz)
Eli Tomac (Kaw)
Jason Anderson (Hus)
Christian Craig (Hon)
Justin Barcia (Yam)
Tyler Bowers (Kaw)
Vince Friese (Hon)
Justin Brayton (Hon)
Austin Politelli (Hon)
In the LCQ’s–250 riders Jess Pettis, Josh Mosiman, Marten Castello and Chase Marquier took the spots. In the 450 class–Josh Hill took the win followed by Cody Vanbuskirk, Dakota Tedder, and Scott Champion.
Alright, now its time for the races we know you really want to know about. The mains! First up, the 250 guys.
Fifth place belonged to the number 40 of Chase Sexton. He grabbed himself a bad start, and was forced to work his way through the pack.
Unfortunately, this wasn’t the night that Aaron Plessinger had in mind. He needed to finish third or better to win the championship on this day. But due to a few mistakes, he fell short and finished fourth.
Joey Savatgy has a had a tough season. But he sure is turning up the heat late in the season. He grabbed a solid gate jump, and lead for multiple laps until getting passed by teammate Adam Cianciarulo and Shane McElrath. After that, he may have gotten pressure from plessinger for third, but when the checkered flag waved, he held on for a podium spot.
You can see in Adam Cianciarulo’s eyes how badly he wants to win a main event this year. He managed to make an epic pass on Joey Savatgy for first–but no more than seconds after, he was passed by Shane McElrath for first. He would have to settle for a second in SLC.
There is no doubt that this one felt great for Shane McElrath. He hasn’t won since A1 earlier this year. Can you believe that? He put together a solid performance, and made some epic passes in the whoop section for the win.
Next up, the 450’s. To start off the top 5–we have Justin Barcia. He Capitalized on the first turn commotion, and stayed within the top 5 almost the whole race.
Christian Craig scored his career best 450 finish of a fourth in SLC. He had third on lock, until Eli Tomac rolled through and demanded a podium spot.
Blake Baggett just announced this week that he has extended his contract with RM/ATV KTM. With that being said, he rode his heart out in front of the entire Rocky Mountain staff that was in attendance. He finished third on the night.
Eli Tomac is without a doubt one of the strongest and most aggressive riders of his generation. He could’ve caught first no problem if he hadn’t have made that big mistake while going for third. After he picked himself back up, he managed to cross the line in second on the night.
At the end of the day, it was all about the number 25 of Marvin Musquin. He jumped to a solid start, and checked out from the pack. Tomac could not catch him. But, don’t think there isn’t still a chance ET3 can get him back after last weekend. I guess we will find out in Las Vegas.
Official results: Marvin Musquin (1st), Eli Tomac (2nd), Blake Baggett (3rd).
450 MAIN EVENT RESULTS
Marvin Musquin (KTM)
Eli Tomac (Kaw)
Blake Baggett (KTM)
Christian Craig (Hon)
Justin Barcia (Yam)
Justin Brayton (Hon)
Weston Peick (Suz)
Benny Bloss (KTM)
Vince Friese (Hon)
Tyler Bowers (Kaw)
Chad Reed (Hus)
Kyle Cunningham (Suz)
Dean Wilson (Hus)
Malcolm Stewart (Suz)
Cedric Soubeyras (Suz)
Josh Hill (Yam)
Jason Anderson (Hus)
Austin Politelli (Hon)
Cody Vanbuskirk (KTM)
Scott Champion (Yam)
Dakota Tedder (KTM)
Alex Ray (Yam)
450 SUPERCROSS POINTS STANDINGS
Jason Anderson–338
Marvin Musquin–324
Eli Tomac–292
Justin Brayton–264
Blake Baggett–264
Weston Peick–235
Dean Wilson–193
Broc Tickle–184
Cooper Webb-181
Justin Barcia–163
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TOP NEWS AFTER ST. LOUIS:
There is no doubt that this was the longest tire change in the history of mid-race pit stops in Supercross. Jason Anderson’s front wheel came into contact with Eli Tomac’s peg, and broke the spokes in that first turn crash. Jason had to pull off and switch the front wheel before continuing on. With this incident, Anderson and Musquin are now just 14 points apart. “They never said it’d be easy.” said Jason Anderson on Social Media on Sunday.
Josh Hill made his return to the series as a fill-in for the injured Cooper Webb . He was not pleased with his 16th in the main.
Josh commented: “I was bummed on my riding and fitness all weekend. But I still got a LCQ win, and winning any race in front of a stadium of people is a good feeling. Hoping to step it up next weekend. Huge thanks too everyone.”
Photos by Brian Converse and Spencer Owens.Today we witnessed the final press conference of the 2018 Monster Energy Supercross series here in Las Vegas, Nevada. Tomorrow will be an interesting one. Riders Jason Anderson and Marvin Musquin had no comment regarding their tight points chase, and vibes seemed to be very competitive. On the other hand, a group of riders broke in the freshly groomed track, and we headed out to see.
Ralph Shaheen–”The Voice of Monster Energy Supercorss” hosted on this day.
It was all “game face” for Jason Anderson.
Marvin Musquin has a very shiny lid this weekend.
Justin Brayton was all smiles today.
Blake Baggett is looking to put his RMATV MC KTM 450SXF on the podium again tomorrow night.
Eli Tomac is looking for his eighth win this season.
Next up, came the riding. Tyler Bowers was looking comfy.
Chad Reed was looking good.
Christian Craig also looked to be feeling very comfortable.
Blake Baggett hammering through the Vegas “beach sand”.
Vince Friese was in attendance.
Dean Wilson was all smiles, and in his element.
Justin Brayton.
A little whip for the fans brought to you by Marvin Musquin.
Weston Peick came through.
Eli Tomac always shows an aggressive jump style.
The man of the hour, Jason Anderson. Can he make it happen tomorrow night? Only time will tell.
Mike Sleeter (111) and Travis Preston ( 11) battle over number one at the 2014 World Vet Championship. Photo: Richard Stuelke
To win the 2014 World Vet Motocross Championship, his second consecutive World Vet title, Yamaha test rider Travis Preston (11) had to pass former KTM test rider Mike Sleeter (111) in the second moto. We’ve never seen that many 1’s trying to win the number 1. Plus, Sleeter is wearing the now-defunct One Industries gear
This Debbi Tamietti photo shows as tightly packed a group of riders as you can get on the way to Glen Helen’s massive first turn at the 2016 USGP. Click on image to enlarge
That is Jeffrey Herlings in the lower right. The 2016 USGP was Jeffrey’s final 250 GP before moving to the 450 class in 2017. The top three at Glen Helen were Jeffrey Herlings (1-1), Jeremy Martin (2-2) and Mitchell Harrison (5-5). It was Austin Forkner’s first big Pro race and he had a strong third in third in the first moto (he had issues in moto 2). Forkner is the third over from the bottom right in the Monster Energy helmet and Fox gear. He was number 214 at the USGP. On Forkner’s left , with the lead, is Thomas Covington. Rider number 237 (bottom left) is Justin Hoeft.
We get misty-eyed sometimes thinking about past bikes we loved, as well as ones that should remain forgotten. We take you on a trip down memory lane with bike tests that got filed away and disregarded in the MXA archives. We reminisce on a piece of moto history that has been resurrected. Here is our test of Ryan Dungey’s 2009 Factory Suzuki RM-Z250.
The greatest advantage of a factory ride over a production bike is the availability of different options and the resources to customize the bike to suit the rider and the conditions. But, there is a common misconception that the quality of the individual components is far superior to what is available to the pubic. It’s not that the factory parts are better made; it’s that they are custom made. A Team Suzuki RM-Z250 isn’t all that impressive at first glance. Suzuki does a lot more 450 racing on the world stage than 250 racing and, as a result, there are more exotic RM-Z450 race parts than RM-Z250 pieces. The special parts that come from Suzuki of Japan are either performance options (cams, subframes, valves) or lightweight titanium or magnesium parts.
Ryan Dungey’s Factory RM-Z250 was an impressive machine to say the least.
What the MXA wrecking crew has learned over its years of riding works bikes is that the best factory bike isn’t necessarily the most exotic. Care and thought are more important than flash and finish.
Stepping up to his Team Factory Suzuki position straight from the Amateur ranks, Ryan Dungey has benefited from the testing and racing time aboard his Makita/Rockstar Suzuki RM-Z250. Ryan’s three seasons of Pro racing have been not only successful but also dramatic. In 2007, he learned the ropes and earned the AMA Rookie of the Year award. In 2008, Dungey fought for championships but finished runner-up in both the 250 indoor series and 250 outdoor series. It was rightly assumed that 2009 would be his final chance to earn a number-one plate before moving up to the premier 450 class. Dungey finished first in the 2009 250 West Coast Supercross series and the 250 National Championship.
Before the season got into full swing, Dungey announced that, win or lose, he would say goodbye to his 250 after the final round at Steel City. In fact, Dungey immediately switched to an RM-Z450 for the Motocross Des Nations. Winning the 2009 AMA 250 National Championship was the culmination of Ryan Dungey’s 250F career.It was also the perfect time for the MXA gang to test Ryan Dungey’s National Championship-winning Suzuki RM-Z250.
Dungey’s RM-Z250 was easy to ride for our testers due to its fast but broad style of power.
SHOP TALK: BREAK IT DOWN
Here’s what we found out about Ryan’s RM-Z250 engine. The cylinder, according to AMA rules, was production. The head was modified by American Suzuki. The crank and cams came from Suzuki of Japan, and the piston came from CP Pistons (via Pro Circuit). The transmission was production-based but with special attention. The gearbox components go through a polishing process, and there is a different star gear that trades a bit of efficiency on downshifts for smoother upshifts. Clutch components were from Hinson.
Tag Metals sprockets and a D.I.D chain were used.What factory footpegs look like.
Other components included the Keihin carburetor, NGK spark plug, Pro Circuit exhaust, Twin Air Filter, Tag Metals sprockets, a D.I.D chain, Maxima oils and works radiators and an ignition from Suzuki of Japan.
Dungey utilized works Nissin brake pads, master cylinders and calipers.
In the chassis department, we were able to dig up some top-secret info on the championship bike. The wheels are comprised of magnesium hubs from Suzuki of Japan, along with Excel rims, stock spokes and a special works axle. For stopping power, Dungey’s Suzuki utilized works Nissin brake pads, master cylinders and calipers. The oversized front brake rotor, rear rotor and brake clevis are works parts from Japan.
Dungey’s engine had a broad style of power much like that of a 450cc machine.
Dungey’s forks and shock were RG3-tuned Showa A-kit parts, and the linkage and triple clamps were from Suzuki of Japan. A notable point on Dungey’s shock setup is a common bleed system allowing oil to flow freely on compression and rebound strokes. Whereas a traditional shock uses a check valve to isolate the two, Dungey’s works shock uses an open-bleed design.
The stiff RG3 tuned A-kit Showa forks.
Pro Taper handlebars and grips, One Industries graphics and seat cover and Bridgestone tires complete the package. The Bridgestone rear tire was actually a works unit that just became available to race teams at the beginning of the year. It consolidated two different Bridgestone hard-pack tire designs into one. It was originally designed for Supercross but became the tire of choice at many tracks with loam over a hard base, like the final round at Steel City. Dungey’s seat foam, levers, skid plate, titanium footpegs and mounts and other titanium hardware all came from Suzuki of Japan.
Works clamps with Pro Taper bars.
TEST RIDE: PIN IT TO WIN IT
When MXA tests a factory bike, generally the rider’s mechanic and maybe the team manager will accompany us to the track to answer our questions and spin wrenches on the bike. On this occasion, Ryan Dungey decided to come along so that he could turn some practice laps on his RM-Z450. Ryan is one of the nicest guys on the circuit and offered invaluable insight into the National bike.
According to Ryan, the first thing he checks on the bike are the handlebars and levers. We noticed that his clutch lever was a little farther down than most, while his brake lever was standard (although his mechanic informed us that its precise position varies day to day). From there, Ryan said tire and suspension setup are very important to him, and he often makes changes throughout the day. Ryan has a notebook full of gearing, cam, flywheel and other engine mods that might help him at a specific track.
Showa A-kit shock that was RG3 tuned.
On the track, the MXA test riders were immediately impressed by the roll-on power. Whereas some Pros might sacrifice a broad powerband to maximize every ounce of horsepower on top, Dungey has chosen to spread that power out. His Suzuki made solid power in the low-to-mid range. It should be noted that through the midrange Dungey’s RM-Z250 left the stock RM-Z250 in the dust. Ryan’s engine would rev freely and pull strongly through the middle and into the top. Eventually, the power would flatten out and test riders had to shift in order to maintain the blistering acceleration.
Short-shifting, albeit not too soon, was like reloading a cannon. Each shift, when accomplished on the torque curve instead of at peak rpm, would result in an instantaneous rush of acceleration.
Factory clutch perch.
The Nissin brake caliper and oversized front rotor were things to be loved and feared. The brake could be fed in at the entrance of turns to stop the bike on a dime. It had to be respected, because an accidental twitch of the finger would be dangerous. The powerful front brake allowed testers to go much hotter into turns, while the works forks allowed them to do so while maintaining accuracy over braking bumps. The shock had a very light feel on rebound; it had an exhilarating, free sensation.
Dungey’s bike was comfortable and confidence inspiring, so testers had no problem jumping the big jumps…or attempting to jump the big jumps to be more accurate. Dungey’s stiff Showa works suspension made up for our shortcomings and saved us from any crashes, although we did leave a nice square spot in his front rim (he didn’t need it anymore anyway).
The bike that will forever go down in history as winning the 2009 250 National Championship.
WHAT DO WE REALLY THINK?
In theory, the razor-sharp-turning RM-Z250 chassis should be the best starting place for a serious race bike, since suspension and power are the easiest to fix. Not surprisingly, this is the recipe that Suzuki used on Ryan Dungey’s RM-Z250. Dungey’s time on the RM-Z250 was well-spent, and judging by the powerband of his 250F and the success he has already had on the 450, we think it’s a safe bet that Ryan will feel right at home on his new RM-Z450.
We get misty-eyed sometimes thinking about past bikes we loved, as well as ones that should remain forgotten. We take you on a trip down memory lane with bike tests that got filed away and disregarded in the MXA archives. We reminisce on a piece of moto history that has been resurrected. Here is our test of Cooper Webb’s Star Racing Yamalube Yamaha YZ250F.
The MXA wrecking crew is a passionate group of diehard racers. We eat, sleep and breathe motocross. It’s the reason we get up in the morning. Testing anything with two wheels and an engine is a thrill, be it space-age, future-tech or old jalopy, but one of the best perks of wearing a fluorescent orange helmet is getting to throw a leg over a factory bike. MXA gets a lot of those opportunities, but the easiest way to get to ride a factory rider’s works bike is to ask right after he gets hurt. With the rider sidelined, so is the bike, so it makes sense to give it to MXA for some extra love for the team’s sponsors.
Cooper Webb tore several ligaments in his ankle during practice at the Las Vegas Supercross. He rebounded by finishing third in the opening moto at the Hangtown National opener. Unfortunately, he smashed the cartilage on the top of his talus in his bad ankle during the second moto and had to skip several rounds. The day after Hangtown, MXA’s office phone lit up. It was the Yamaha brass asking if we’d be interested in test riding Cooper Webb’s Star Racing Yamalube Yamaha YZ250F National bike. We jumped at the chance, figuring that if Cooper couldn’t ride the bike, we might as well knock the dust off of it. Here’s what we learned.
Cooper Webb’s Star Yamaha YZ250F.
WHAT FACTORY PARTS ARE ON WEBB’S YZ250F? Star Racing is Yamaha’s official 250 race team. The relationship yields considerable benefits for both sides. Yamaha gets a contingent of hot shot racers flying the blue flag. Star Racing receives monetary compensation, a parts budget and factory support. It’s a win/win for a race program that has fought valiantly to reach the pinnacle of the sport and has done so with remarkable success in the last year. Since 2014, the Star Racing team has captured the 250 National crown with Jeremy Martin and this year’s 250 West Supercross title with Cooper Webb.
Cooper Webb’s YZ250F isn’t comprised entirely of Yamaha works parts. Why not? (1) Works parts are expensive because of the extensive development, intricate manufacturing process, low production runs and pricey material. (2) Thanks to the AMA production rule, true-to-life works bikes have been defunct since 1985. Not only that, but the rules are even stricter in the 250 class. (3) There are a bevy of aftermarket companies aligned with Star Racing that are willing and able to create the parts that the team desires.
Having said that, Webb’s YZ250F does come with a few trick components that are unavailable to the public. The billet aluminum hubs are from Japan. They are slightly heavier than stock but infinitely stronger. The spokes and spoke nipples are also factory parts. The Star Racing guys were mum about the engine internals, although they admitted that a few of the parts in the bottom end are special. Finally, the plastic gas tank is direct from Japan. The plastic is thinner, and it holds an additional 1-1/2 liters over a standard tank. A layman wouldn’t recognize the difference between a standard tank and the factory part. That’s the creative beauty of Yamaha’s works parts. The blue crew wants its race bikes to look as stock as possible. Yamaha hopes the consumer will relate a Star Racing YZ250F to a production YZ250F sitting on the showroom floor. It’s a brilliant marketing strategy.
WHAT’S THE MOST UNIQUE PART ON COOPER’S BIKE? It’s not fair to pick a single part on a bike so refined that it is the epitome of YZ250F perfection. Below is a list of things that caught our attention.
(1) Front brake. This is the Frankenstein of front brakes. Star Racing discovered that mating different brake parts yielded the best performance for Cooper Webb. While we don’t want to make Yamaha mad, we can say that Webb’s front master cylinder comes off a 2004 model bike that rhymes with “Shmonda.” The caliper is from a 10-year-old Yamaha. A stock brake line (with the plastic sheathing cut off) and standard brake pads, along with a 270mm Braking Batfly rotor, complete the package.
(2) Forks. The Star Racing team uses Kayaba’s Factory Kit forks, with Kashima-coated outer tubes and DLC-coated inners. Beefy, 32mm, anodized cartridge rods handle the abuse of National tracks, and the whole system is a PSF (Pneumatic Spring Fork) air fork design. Webb prefers the stock fork lugs, because he discovered during testing that the stockers offer slightly more flex than the wider KYB lugs.
(3) Shock. The KYB Integral adjuster shock is a mechanical marvel. The triple adjuster unit makes it possible to adjust the low- and high-speed compression damping separately, as well as low- and high-speed rebound. Low-speed compression (silver dial), high-speed compression (blue) and high-speed rebound (red) are found on the dial at the top of the shock, while the low-speed rebound adjustment is made at the bottom of the shock.
(4) Radiators. The rigors of motocross are not kind to paper-thin aluminum radiators. That’s why Star Racing re-welds the stock radiators at every seam, with backing braces for strength. A 1.8 high-pressure radiator cap prevents coolant boil over. Such modifications aren’t unusual for a National race bike; what sets the Star Racing team apart is how they shave down the frame where the radiators mount to draw the radiators in 5mm on each side. It narrows the cockpit, particularly by Webb’s knees when he is in a seated position.
The engine uses GYTR components.
WHAT ARE WEBB’S BIKE SETUP PREFERENCES? At 5-foot-7, Cooper Webb is slightly below the average height for a racer, though his stature in no way hinders his performance. He proved as much every time he blitzed the whoops and blew away the competition in the 250 West. The beauty of modern machinery is that a bike like the YZ250F can be custom-tailored to Cooper. His mechanic, Eric Gass, cuts 10mm off the subframe to lower the rear end. The Raptor titanium footpegs are 5mm taller, while the Pro Taper Carmichael-bend handlebars are low, sweeping and rolled back. In Supercross, Cooper preferred the same handlebar bend; only Gass cut 5mm off each end. The positioning of the Pro Taper medium-compound half-waffle grips is also unique. The clutch-side waffle is set in the standard position, while the throttle-side grip is rolled forward. The reasoning? When Cooper re-grips the throttle, the waffle is in the right spot. He also runs his ARC levers very low.
WHAT ARE THE SERVICE INTERVALS ON WEBB’S BIKE? A race bike is a finely tuned piece of machinery. Replacing parts before reaching service interval limits safeguards against potential disaster. That’s why every few hours Eric Gass routinely round-files parts that would last years for most riders. Want examples? Every 10 hours, the titanium shock linkage bolts, engine cases, as well as the linkage and swingarm bearings are replaced. Gass tears down Webb’s engine after every National (the team would go through the engine every two rounds in Supercross) and replaces anything that is out of spec and/or beyond the normal service interval. Having said that, it’s possible for the frame, swingarm and subframe to last an entire year. These parts are only replaced if they get tweaked during a massive crash.
WHO BUILDS WEBB’S YZ250F ENGINE? The Star Racing powerplant is a blend of aftermarket and factory components. It’s understandable that Gass was tight-lipped about the intimate details of Webb’s engine, given that the powerplant is the bread and butter of any race bike; however, it was easy to notice the GYTR cylinder head. As Yamaha’s official aftermarket entity, GYTR has extensive knowledge of all things YZ250F. GYTR also took care of the valve train and porting, provided a sturdy ignition cover that holds more oil, and provided a clutch basket. Note that the internal clutch hub, pressure plate, clutch plates and fibers are stock, while Webb prefers to run YZ450F clutch springs. A GET ignition allows the team to tune the engine and customize the power from track to track. Cooper generally doesn’t deviate from his chosen map setting, but there are options available. CWI trues and balances the cranks, and Xceldyne titanium valves are installed. Star Racing feeds VP Racing MR-Pro 6 fuel into the fire-breathing engine. To combat a rampant problem with late-model YZ250Fs, the team made a spark plug cap holder that ensures the cap doesn’t dislodge from the spark plug.
We can’t overlook the transmission, which uses the stock gear ratios (even though the transmission is far from stock). The gears undergo a special treatment process, not only for durability but also to promote lubrication. Webb sticks with a 13/47 final drivetrain, with the rear axle set far back in the swingarm for better stability. FMF works closely with the team to develop exhaust systems that meet the demands of the riders. The Factory 4.1 wraparound exhaust, complete with MegaBomb header, is specifically designed for Cooper Webb. That’s just one of the perks of being on the Star Racing team.
WHAT PERFORMANCE MODS WERE MADE TO WEBB’S BIKE THAT YOU CAN MAKE TO YOUR YZ250F? Yamaha YZ250F owners should rejoice, because while Webb’s bike is graced with a handful of unobtainable parts, the vast majority of parts that make Cooper’s steed run are readily available. Better yet, some of the modifications are free. Eric Gass removed the backfire screen from the air filter cage to promote quicker throttle response. It’s also easy to move the rear axle back in the swingarm, though you’ll probably need a longer chain. A GET customizable ignition might be too expensive and complex for most riders, but Yamaha makes an intuitive Power Tuner that does wonders for power delivery. While we don’t recommend shaving down the YZ250F frame to move in the radiators, a high-pressure radiator cap is a smart idea.
Kayaba Factory Kit forks.
If preventing a costly DNF is as important to you as it is to Star Racing, then we suggest calling LightSpeed (www.lightspeedcarbon.com, 714-990-5767). The carbon fiber specialists outfit Webb’s YZ250F with a skid plate that protects the cases, water pump and ignition cover. Plus, it keeps rocks from getting lodged behind the rear brake pedal. Front rotor and rear brake caliper guards protect vital areas during the occasional first-turn melee. Gass also installs a LightSpeed carbon fiber chain guide in place of the stock aluminum guide. Carbon fiber is much better at taking a blow and returning to shape, whereas aluminum has a tendency to bend and could derail the chain.
HOW FAST IS COOPER WEBB’S STAR RACING YZ250F? To be honest, at first our test riders weren’t overly impressed with the power under the YZ250F’s hood. Sure, it had a nice powerband, but that’s like meeting a girl and automatically putting her in the friendship zone. After a short 30-minute courtship, however, we were in love with Cooper’s engine. How could we have a change of heart? The race engine, which had been buttoned up by Eric Gass the night before our test, needed time to break in. We also needed time to figure out the bike’s personality traits. The 140-pound Cooper Webb, blessed with an unwavering throttle hand, can roar around the track with a 13/47 gearing combination on his YZ250F. We summoned the courage of a dozen racers and bottled that enthusiasm into one ride bound for glory. The results were outstanding. There wasn’t a copious amount of over-rev, but the engine did make unbridled power from the midrange on up to where mountain lions roam.
WHAT WAS OUR FAVORITE ASPECT OF RIDING WEBB’S YZ250F? Slow, fast, young and old admired how planted Cooper Webb’s bike felt around the track. Regardless of the types of corners, jumps or roughness of a certain section of real estate, the YZ250F tracked with ease and shot straight as an arrow. The connection from the stout front brake to the front wheel to the ground was impeccable. We could pull in the front brake with assertiveness, yet the front end wouldn’t deflect. We often don a St. Christopher medal before testing a Pro racer’s bike because of the typically stiff suspension and relentless powerband, but Webb’s Star Racing YZ250F was like Baby Bear’s porridge. A sterling engine combined with halfway-plush Kayaba suspension and handling that were second to none made for a thrill ride that left the MXA test riders gushing about the experience for days afterward. Yes, it was that good.
Webb’s YZ250F front brake used a Honda master cylinder, ten-year-old YZ250 caliper and a 270mm Braking rotor. It was awesome.
WHAT DO WE REALLY THINK? It’s too bad that Cooper Webb was laid up at the beginning of the AMA 250 Nationals and couldn’t vie for the 250 National Championship. And while his loss was our gain (because we enjoyed every minute on Webb’s Star Racing YZ250F), we wish he would have been out there from the beginning.
Ricky’s bike was dressed to the nines in MXDN commemorative decals.
We get misty-eyed sometimes thinking about past bikes we loved, as well as ones that should remain forgotten. We take you on a trip down memory lane with bike tests that got filed away and disregarded in the MXA archives. We reminisce about a piece of moto history that has been resurrected. Here is our test of Ricky Carmichael’s 2007 Motocross des Nations-winning Suzuki RM-Z450 (from the January 2008 issue).
Picture this: Ricky Carmichael and Team USA have just captured a record-setting 18th Motocross des Nations victory, thanks in part to Carmichael clinching the win by finishing first in the final moto of the day. It’s a jubilant day for Team USA and a perfect ending to RC’s illustrious career. It is also a great opportunity for the MXA wrecking crew to ride Ricky’s 2007 MXDN-winning bike on the same Budds Creek track that Carmichael ruled on only the day before.
We were chomping at the bit to try Carmichael’s Suzuki RM-Z450 because we have a long history with Ricky’s racing steeds. We can lay claim to testing more of Carmichael’s bikes throughout his career than anyone else (except for Ricky, of course). From his Loretta Lynn KX85 to three of his Pro Circuit KX125s to his 2003 Supercross-winning CR250 to his perfect-season 2004 Honda CRF450, we have had a good read on Ricky Carmichael and his bike setup.
Of all the Carmichael bikes that we’ve tested, his 2004 AMA National Championship-winning CRF450 was our favorite. It had unobtainable suspension, a super-powerful engine and all of the factory accouterments that anyone could dream of. Aside from the lever positioning, which was way too high for our tastes, and the cramped ergonomics (Carmichael is 5-foot-6 after all), we loved his Honda CRF450.
Carmichael’s RM-Z450 soared through the air like an eagle. It soaked up hard landings, thanks to its works suspension.
By the same time token, the MXA wrecking crew cringes at the memory of riding Ricky’s 2003 Honda CR250. The engine ran like a scared bear. The forks were extremely harsh. The levers were pointed skyward, and the handlebars were swept back into our laps. It was a feat just to take a lap around the track, much less get on the gas.
We had to wonder what Ricky’s RM-Z450 would be like. Would it be a clone of his sweet CRF450 or his weird CR250? With a three-year hiatus from testing a Carmichael bike, the MXA wrecking crew had to wonder if his setup had morphed again into something completely different.
SHOP TALK: WHAT IS IT ALL ABOUT?
As with any factory bike, Ricky’s RM-Z450 was packed to the gills with trick factory parts that are hands off unless your name happens to be Ricky Carmichael.
WHAT PARTS ARE WORKS?
The SMC (Suzuki Motor Corporation) crank, cams, radiators, clutch, hubs, axle, rotors, linkage, triple clamps, levers, transmission, skid plate and pegs all come from Suzuki in Japan. American Suzuki also plays a roll in Ricky’s bike, supplying the cylinder head and seat foam. Showa also plays a vital role, constantly working with Ricky to dial in the 51mm works forks and the shock unit.
WHAT PARTS ARE PRODUCTION?
The only production parts on the bike are the cylinder, spokes and plastic. The frame is stock but re-welded for strength.
COULD YOU BUY RICKY CARMICHAEL’S SUZUKI RM-Z450?
No. Not in a million years; however, do not be disheartened. You can make your RM-Z450 mirror Ricky’s by purchasing Tag Metals sprockets, a Pro Circuit exhaust, Bridgestone tires, Excel rims, ProTaper handlebars, One Industries graphics and a D.I.D. chain. Your RM-Z450 won’t perform like Carmichael’s bike, but it will look good on the stand.
HOW MUCH TITANIUM IS ON THE BIKE?
Team Suzuki used several thousand dollars’ worth of titanium bolts, not only to drop valuable weight off of the RM-Z450 but to pump up the cool factor. Also on the list of sweet-looking parts are the carbon fiber front rotor cover and chain guide block, as well as the beefy on-the-fly clutch adjuster.
TEST RIDE: HANG ON AND PRAY
No one has ridden more of Ricky Carmichael’s race bikes and no one has been more surprised by how varied they have been than the MXA test crew. Here is what Ricky’s Motocross des Nations bike was like to ride:
We expected Ricky’s powerband to be strictly top-end. It was actually quite rider-friendly and easy to ride.
HOW FAST IS IT?
We knew that Carmichael’s RM-Z450 would be potent. The fastest motocross racer in the world wouldn’t ride a bike that was lacking in the power department, and Ricky’s Suzuki proved the point. The engine was a fire-breathing dragon, but surprisingly it didn’t have a jolt of torque that stretched your arms like Silly Putty in the summer. Adhering to the theory that a detuned engine has more manageable power, RC’s RM-Z450 has a very smooth and linear powerband. From directly off the bottom-end all the way through the top, Carmichael’s engine pulls until the cows come home. It isn’t overly abrupt or tiresome. Don’t get us wrong; it’s not an engine for the faint of heart, but it doesn’t take Superman to handle the power, either. We think that Ricky’s engine could benefit any skill-level rider, which is surprising to say since Carmichael absolutely hauls the mail on the very bike that a Beginner could enjoy.
HOW WERE THE ERGONOMICS?
Going into the test, we practiced yoga because we knew that we were going to be a little cramped. Ricky Carmichael stands at 5-foot-6, and that’s with boots on. Most members of the MXA wrecking crew are at least 4 inches taller than Ricky. When we threw a leg over his RM-Z450, we immediately noticed the cut subframe and low-sweeping handlebars. No big deal. Obviously this setup works well for Ricky, but try as we could, there was no adjusting to the clutch and front brake lever. They were pointed vertically but were also insanely close to the handlebars. When we say “close,” we mean knuckle-dragging width from the grips. It caused us to stall the bike on numerous occasions and permanently drag the front brake. After all, where were our fingers supposed to go? The tight confines caused our fingers to cramp up worse than a 24-hour “Halo” video game binge. Ricky’s lever positioning was the most awkward setup that we have ever come across, which is quite a statement considering that we’ve tested some extremely odd bike setups in the past.
HOW WERE THE GEAR RATIOS?
The gear ratios on Ricky’s four-speed RM-Z450 were changed to make the power transfer easier from third to fourth gear. The closer ratio between third and fourth was a noticeable change that we really enjoyed. Ricky’s ratios eliminated the gaps that hampered the stock 4-speed gearbox. On Ricky’s race bike, first and second gears were left completely stock. We must also make it known that while we barely used first gear, second and third were the true meat of the engine. Fourth gear felt like we were in warp drive. We’re guessing that Carmichael clicks fourth quite often, but it took bravery for us to tap out top gear down Budds Creek’s whooped-out straights.
CAN YOU FIND NEUTRAL ON RICKY’S BIKE?
On our stock RM-Z450, we can’t find neutral without an Act of Congress. Guess what? Ricky can’t find neutral, either. We tried to find neutral when we pulled into the pits and also on the side of the track with the bike running, but to no avail. It became rather frustrating, because at one point we stalled the bike while looking at a certain section of the track. It literally took minutes to find neutral, and then it was only by luck.
WHAT IS THE RIDE HEIGHT LIKE?
Suzuki lowered the subframe by 10mm in order to drop the seat height and moved the footpeg brackets back 5mm to account for Ricky’s shorter stature. Carmichael also prefers 106mm of sag and runs a completely different rising-rate linkage from the stock RM-Z450 link. As a result, the rear end had a squat that took time to get used to, especially in flat corners without a rut or berm. The lowered back end of Carmichael’s bike made the front end feel light, which didn’t make it as precise as we would have liked. Then again, Ricky weighs less and wouldn’t initiate as much head-angle change. In every other situation, the bike sliced through corners and tracked straight in deep ruts.
To adapt the RM-Z450 to Ricky’s shorter stature, Suzuki changed the linkage to allow the back end of the RM-Z450 to squat down.
HOW WAS THE WORKS SUSPENSION?
The Showa suspension worked exactly the way we expected. The suspension was stiff; no surprise there. It is rare for the MXA test riders to find an AMA Pro’s bike that isn’t ultra-firm. Keep in mind that Pro riders are going faster than the average Joe, so they need the support when slamming into braking bumps. We cannot fault Carmichael for his suspension setup, because it works for him. At the same time, we have to give Ricky credit because the forks and shock weren’t harsh. They were plush enough to handle small chop and helped the RM-Z450 settle well into corners. The faster we rode RC’s bike, the better the suspension and bike worked in general.
VERDICT: WHAT DO WE THINK?
Ricky Carmichael’s Suzuki RM-Z450 is custom-tailored to him, and unless you twist the throttle without fear or with complete stupidity, you can’t truly ride Ricky’s RM-Z450 to its fullest. Still, there are areas of his bike that are amazing. Aside from the factory parts and works suspension, Carmichael’s engine is impeccable.
Ricky’s retirement from the sport closes a chapter on the MXA wrecking crew’s ability to test the “GOAT’s” bikes. All we can say is that it was a good ride. Thank you, Ricky!
We get misty-eyed sometimes thinking about past bikes we loved and those that should remain forgotten. We take you on a trip down memory lane with bike tests that got filed away and disregarded in the MXA archives. We reminisce on a piece of moto history that has been resurrected. Here is our test of Ryan Dungey’s National Championship-winning 2015 KTM 450SXF. from the August 2015 issue of MXA.
“The early bird gets the worm.” That proverb proved true when we went on a quest to test Ryan Dungey’s Red Bull KTM 450SXF Factory Edition. The MXA wrecking crew is painfully aware that KTM has a corporate policy against allowing any tests of race bikes in the middle of a series, but we always ask, and Roger always says no. Then we ask again, and Roger wavers. Then we ask again, and Roger agrees; however, since Roger gets to choose the day when the factory team doesn’t need the bike, it almost always falls right in the gap between the AMA Supercross series and the AMA Nationals. This actually works out well for both of us, since we get to ride a works KTM at the start of the AMA National series, which then appears in an issue—in the middle of the 2015 AMA National series. Roger doesn’t break KTM’s corporate no-no, but we get to test the bike that Dungey is racing right now.
“THE EARLY BIRD GETS THE WORM.” THAT PROVERB PROVED TRUE WHEN WE WENT ON A QUEST TO TEST RYAN DUNGEY’S RED BULL KTM 450SXF FACTORY EDITION.
This leads us to Ryan Dungey’s KTM 450SXF outdoor bike. Even before Dungey blew out the candles in Las Vegas for his eighth Supercross win of the season, we were in Roger’s ear. He offered up Dungey’s title-winning Supercross bike, but we declined. Testing a Supercross bike would be an afterthought when the test came out. We wanted Ryan’s outdoor machine. DeCoster, a man who is truthful to a fault, wanted to shut us down because of the headache it would be to give us Dungey’s bike in the middle of National racing. But we were persistent, and after many conversations, we got our hands on Ryan’s works bike. When KTM’s Tom Moen and David O’Connor unloaded the bike for us on the appointed day, we gawked at the works parts, taking inventory of what was cool, unique and different from the standard Factory Edition. Below are the questions that you wanted to ask, along with the answers to those burning questions.
WHAT’S THE TRICKEST PART ON DUNGEY’S BIKE? Ryan’s mechanic, Carlos Rivera, filled us in on the trickery. We could go on and on about the specialty Met-Tek titanium fasteners that litter the 450SXF, the works Brembo brakes, titanium subframe or magnesium ignition cover. Certainly the engine internals, with the custom camshaft and titanium valves, would make any gear-head beam with excitement. For the MXA wrecking crew, it doesn’t get much better than the WP SXS Trax shock. It features not only high- and low-speed adjusters but is equipped with KTM’s unique dropout feature. Follow along as we explain the intricacies of a system that has been around for years but has been mostly an industry secret due to its stealthy appearance. What is a dropout shock? Internally, the shock speeds up the rebound when the rear wheel is off the ground in order to settle faster and allow the rear tire to maintain better contact with undulating terrain. As soon as the wheel leaves the ground, a valve opens to let the shock extend. It’s designed to work in small chop and braking bumps while still compressing fully and allowing the spring to take the brunt of force over large hits. The Trax shock system has been revised recently to allow the rider to “lock in” the dropout feature depending on the track. Dungey didn’t use the dropout in Supercross, because it had negative effects on the shock when clipping jump landings or under a heavy load. He is selective about which outdoor tracks to use it on, preferring the dropout design on tracks where traction is at a premium, such as Hangtown and Glen Helen.
It’s hard to tell that behind the magnesium and aluminum is a powerplant that cannot be bought for any price.
WHAT’S THE MOST UNIQUE PART ON DUNGEY’S BIKE? We were surprised to discover that Ryan Dungey uses a steering stabilizer; however, wipe any idea of a bulky and obtrusive Baja-style stabilizer from your mind. Instead, the KTM team uses a Honda HPSD stabilizer that comes stock on any late-model CRF250 or CRF450. Carlos Rivera mounts the upper stabilizer arm to a bracket located on the head tube, with the lower arm affixed to the bottom triple clamp. The 22mm Neken triple clamps with HPSD mounting post are designed especially for the team. Dungey runs solid, 40mm-tall bar mounts with a Renthal 821A FatBar. Known as the McGrath/Short bend, the 821 has very little sweep and sits low. The “A” is ever so slightly different from the standard 821 and is handpicked off the production line for Dungey. It is then marked with an “A” and sent to the Red Bull KTM team. A customer cannot buy the 821A, though it is so similar to the standard 821 that most riders wouldn’t notice a difference.
THEN AGAIN, WINNING EIGHT SUPERCROSS RACES AND FINISHING ON THE PODIUM IN ALL BUT ONE SUPERCROSS RACE WILL HAVE THAT EFFECT ON A RIDER.
HOW MUCH DOES DUNGEY’S BIKE WEIGH? We know what Dungey’s Red Bull KTM 450SXF Factory Edition Supercross bike weighed, because it was dangerously close to breaking the AMA’s mandatory weight limit. Carlos Rivera regularly weighed the KTM throughout Supercross to make sure that it was over the 220-pound limit. Carlos says that the weight fluctuated between 221 and 222 pounds, though at times it just passed by the skin of its shrouds. Why? To quote Rivera, “Depending on the Supercross track, sometimes the knobs would rip off in the main event, which dropped the overall weight of the bike.” Race teams are always searching for ways to lessen unsprung weight and get their 450 bikes close to 220 pounds; KTM has the opposite problem, thanks to its Factory Edition 450SXF.
The Acerbis carbon fiber front brake cover was for protection, while the works Brembo caliper offered great modulation.
WHAT ARE THE DIFFERENCES BETWEEN DUNGEY’S SUPERCROSS AND OUTDOOR BIKES? Carlos Rivera was quick to point out the lack of major differences between what Ryan Dungey raced to the 2015 Supercross title and what he is riding in the 2015 outdoor series. Rivera says that Dungey was so impressed with the race package that he hasn’t varied much in bike setup over the course of the 2015 season. Then again, winning eight Supercross races and finishing on the podium in all but one Supercross race will have that effect on a rider. Dungey didn’t want to mess with success, despite the radical differences between Supercross and the Nationals.
Even so, it would be masochistic of Dungey to stick with the ultra-stiff suspension settings that he used indoors. For motocross, Ryan opens up the clickers and uses the morning qualifying sessions to find the sweet spot. He is constantly searching for a light feeling and balance between the forks and shock. That magic setting might be discovered after free practice or possibly not until before the second moto. Dungey, Rivera and the team are always trying to hit a moving target due to ever-changing track conditions.
Gearing is also an area of concern for Dungey. In Supercross, he typically ran a 14/52 sprocket combination. Outdoors, he switched to a 14/50 baseline setting and deviated from that depending on track conditions and altitude. Ryan likes a smooth powerband that doesn’t rip his arms out of their sockets yet still has gobs of power to secure the holeshot. His preferred outdoor gearing, along with a specialized engine configuration and camshaft tailored for Ryan, equates to a powerplant comparable to a turbo-diesel engine that winds out to 15,000 rpm. It isn’t the scary-fast, hard-hitting, explosive power you assume the champ would want.
The 52mm WP Cone Valve forks were stiff in the initial part of the stroke but held up well for the fastest of the fast testers.
WHAT AREAS DID KTM FOCUS ON? It should go without saying that a powerful engine and suspension tuned to the rider are of utmost importance for any team to achieve success on the track; however, there’s an area of concern that is more crucial. A bike’s failure to withstand the rigors of racing is detrimental to the objective of scoring maximum points. The Red Bull KTM team took painstaking measures to ensure that a DNF didn’t happen. They asked Brembo to make aluminum plugs to replace the clutch cover and rear-brake master-cylinder sight-glass windows. The team discovered during testing that the sight glass had a tendency to crack from rock damage. These occurrences were rare, but KTM wasn’t taking any chances. Carlos Rivera also mounted an Akrapovic carbon fiber skid plate that protected the water pump and ignition cover from damage. A wraparound Acerbis carbon fiber front brake guard protects the Moto-Master Flame oversize rotor and bottom of the Brembo factory caliper. While carbon fiber is generally lighter than aluminum, it still adds weight to Dungey’s bike; however, the guards are insurance against disaster.
WHAT IS RYAN DUNGEY PICKY ABOUT? Aside from his suspension settings, specialty Renthal 821A FatBars and Renthal half-waffle soft grips, Dungey is not picky at all. We’ve ridden factory bikes that were set up so funky that they were nearly impossible to ride (we’re talking about Ricky Carmichael’s and James Stewart’s bikes). Dungey’s setup is middle-of-the-road. Carlos Rivera mentioned that Ryan is easy on the Hinson clutch and can go three races without burning up the rear brake pads. We did notice that the factory front brake and clutch levers were considerably thinner than standard levers and also had a dull sheen. Carlos admitted that it took three months and many tweaks before Dungey settled on his favorite lever shape. The billet-aluminum levers have the same leverage ratio as stock but are skinnier and lighter. Additionally, the brake lever is shorter so that Dungey doesn’t hook the lever on a hay bale when taking tight inside lines.
The Red Bull KTM team didn’t want anyone to know that Dungey used a Honda steering stabilizer.
HOW FAST IS DUNGEY’S KTM 450SXF FACTORY EDITION? You would be surprised how effortless it was to ride Dungey’s bike. We’ve ridden factory bikes that were so wound up that the test riders needed a double shot of espresso before riding them. Not so with Ryan’s KTM. It was pleasant down low, smooth and efficient in the middle, and eye-wateringly fast at high rpm. How odd it must seem that a works engine would perform so beautifully for a wide range of skill levels. We could short-shift through the gears or lug the engine at will, and still the 450SXF wouldn’t quiver. It goes without saying that Dungey’s powerplant is best in the hands of a rider brave enough to let the engine breathe by twisting the throttle cable. Still, a fair number of slower testers remarked that they would be happy to race with Dungey’s engine‚ just as long as they could leave Ryan’s firm 52mm WP forks and Trax shock behind.
WHAT WAS DUNGEY’S SUSPENSION LIKE?MXA’s Pro-level tester hit the track first on Ryan’s 450SXF (that is the perk that goes with being fast). He pulled into the pits several laps later and asked if KTM had made a mistake with the suspension. His complaint was that the forks were far too stiff for motocross and must have been off Dungey’s Supercross bike. Tom Moen replied, “See that throttle? Twist it harder.” The MXA test rider nodded and went back out on the track and took Moen’s words to heart. Riding with newfound vigor, MXA’s Pro test rider pulled in again after a few laps, only this time he had a smile on his face. He discovered that the WP Cone Valve forks worked best when the bike was humming at full tilt, because the initial stiffness made way for mid-stroke plushness and incredible bottoming resistance. As fond as our Pro-level test rider was of Dungey’s suspension, slower riders didn’t stand a chance. They couldn’t go fast enough to break through the crust. The fork wouldn’t move unless significant force was applied.
Pro-level test riders raved about Dungey’s suspension, while slower riders couldn’t get the forks to move; however, they all agreed that the powerplant was broad and usable.
HOW DID DUNGEY’S BIKE HANDLE?MXA test riders are fond of how the new KTM 450SXF Factory Edition handles, but how would that chassis perform with ultra-stiff forks and a factory-tuned engine? It turns out that faster riders were very confident with the handling characteristics. They could dive inside on tight corners or carry speed around choppy outside berms without counter-correcting or backing off the throttle. The Honda HPSD damper eradicated any head-shake at high speed without making the front end feel weighed down. Slower testers noticed the handling benefits only in areas where the suspension‚ notably the forks‚ didn’t enter the equation.
WHAT DID WE REALLY THINK? Most riders would get lost in the works parts and excitement of riding a bike that only a very select few ever throw a leg over; however, the MXA wrecking crew has tested more factory bikes than Carter’s has liver pills. Amazingly, only a few stand out from the crowd, either due to the bike’s impressive performance or because it was nearly impossible to ride. Ryan Dungey’s KTM 450SXF Factory Edition outdoor bike is a rare member of the former group, because it offered something for everyone, not just the Champ.
I never had a 125 as a kid. When I was young, I went straight from a Hodaka Super Rat 100 to a 1977 Suzuki RM250 as the result of a crazy summer growth spurt. Through the late ’70s and into the early 2000s, I owned many 250cc and 500cc two-strokes but never a 125. When the four-stroke movement took over, I went with it just like everyone else. I never thought much about owning a 125 over my first 40 years of racing; however, as my senior reality began to set in, I started thinking about acquiring a 125.
“I KNOW LOTS OF PEOPLE CRITICIZE YAMAHA FOR NOT MAKING A NEW YZ125 AND YZ250 EVERY COUPLE OF YEARS, BUT THE FACT THAT THEY DON’T CHANGE IS WHY I WANTED ONE.”
Not owning a 125cc motocross bike is not really an important part of my background in motocross, because since the early ’80s I’ve been a part of the MXA wrecking crew in one form or another. This gave me the opportunity to ride an incredible number of different bikes. When you get to ride for MXA as an endurance test rider, Jody assigns you different bikes to race in order to put race time on the bikes they are testing. The actual testing is left up to Jody, Daryl Ecklund, Josh Mosiman and Dennis Stapleton, but they always ask the endurance testers what they think. “Is this better than that?” “Is it too soft?” “What would you change?” “Is brand A better than brand B?” Given my own choice, I would always have picked a Yamaha YZ250 two-stroke and raced that every weekend, but MXA’s protocol is to assign you to a wide variety of bikes with the admonition that they don’t have any use for test riders who will only race bikes they like. It was always cool to look at the wide variety of brand-new bikes in their warehouse and realize that you were going to get to ride as many as them as possible. During my time helping out at MXA, I rode bikes of every size—from two-strokes to four-strokes to project bikes to pre-pros.
When I moved from SoCal to Durango, Colorado, a decade ago, my week-in-and-week-out racing was hampered, although I always came back to California for the races I considered to be important, and MXA always lent me a bike, gave me gear and even a place to stay. I had remembered having the most fun riding the 125s, but I was still not convinced that this was the bike to have. During the last 10 years, I had a Yamaha YZ250 two-stroke and a Honda CRF450 as my personal race bikes. At one point I decided to sell my YZ250 and just have one race bike. Within a short time, I missed the feel and sound of the two-stroke when I raced or rode.
That is when the two-stroke bug really bit me. I had almost always owned a two-stroke, but when I went all in on my CRF450, I decided to look for a used YZ125 to rebuild as a project bike. I chose the Yamaha YZ125 because it had been basically the same since 2005. I know lots of people criticize Yamaha for not making a new YZ125 and YZ250 every couple of years, but the fact that they don’t change is why I wanted one. It is a proven platform with a readily available parts supply and plenty of easily accessed technical help. Plus, I had considerable YZ250 experience and felt at home working on a Yamaha two-stroke.
I started scanning Craigslist for used YZ125s within 500 miles of Durango. Over the next six months, I looked daily and saw many bikes, but they were either too new or too expensive. I had set a budget of only $1500. I know, you’re thinking that I wasn’t going to get much for $1500, but I had a plan. Suddenly, I hit gold. I saw a 2005 YZ125 in Aztec, New Mexico, for $1000. I called the owner, made an appointment, drove down to New Mexico and bought it on the spot.
“WHEN I GOT HOME, I STARTED TO TAKE A REALLY HARD LOOK AT WHAT I HAD BOUGHT. BY NO MEANS WAS THIS A GARAGE QUEEN. IT WAS IN BAD SHAPE, BUT I HAD WANTED A PROJECT BIKE, AND THIS WOULD BE QUITE A PROJECT.”
When I got home, I started to take a really hard look at what I had bought. By no means was this a garage queen. It was in bad shape, but I had wanted a project bike, and this would be quite a project. I got out the Simple Green, scrub brushes, a power washer, degreaser and Scotch-Brite, and started cleaning it. Once I was done with the elbow grease, I had what was now a very clean bike that was still in bad shape. I was never worried about the engine, so I hadn’t even kicked it over when I was in Aztec. But now that I was home, I gave it three kicks and it fired right up. It gave me hope and put a smile on my face that it sounded good. I decided to leave as much of it as possible as is and take it to the track to see what else might be wrong. But before I could do that, I knew that I had to go through those mechanical parts that rarely stand the test of time. I pulled the wheels off and changed the tires and wheel bearings.
While the wheels were off, I checked the steering-stem bearings, swingarm bearings and all linkage bearings. No surprise, I replaced all of them. Of course, the chain and sprocket were shot.The basic chassis was now sound and tight, and I decided to spruce it up a little bit before I brought it out in public. I got a Polisport restyle plastic kit to make it look like a newer-model 2020 YZ125 and, best of all, I was still under $1500. Once I got to the track, it ran pretty well for a 15-year-old bike that had been abused for 15 years. I didn’t want to tear the engine down until I got a fairly good understanding of what it was really like, so I rode it a couple more times over the next month. Finally, I was ready to start refreshing the engine.
I called MXA’s Dennis Stapleton to inquire about getting Wiseco parts for my YZ125. Dennis has a close connection with Wiseco, and he asked what my plans were for the bike. I said that I wanted to race it at the 2020 Wiseco-sponsored World Two-Stroke Championship, which was still a couple of months away (and would eventually be delayed six months because the coronavirus pandemic forced all the early-season 2020 races in SoCal to be moved to later in the season).
“WHO IN THEIR RIGHT MIGHT MIND WOULD SAY NO TO AN OPPORTUNITY TO HAVE MXA TAKE OVER HIS CRAIGSLIST
YZ125 WONDER BIKE AND COMPLETE IT FOR HIM?”
Dennis told me that he was looking for a 125 to use as an MXA project bike. Like a bolt out of the blue, he asked if I’d be willing to let him use my bike. Who in their right mind would say no to an opportunity to have MXA take over his Craigslist YZ125 wonder bike and complete it for him by getting all the products lined up, ordering new parts, rebuilding the engine, having the suspension re-valved and handing it back to him when he came to town for the World Two-Stroke race? I did not play hard to get. I only had two requests for Dennis. First, I didn’t want a big-bore engine. I wanted a stock-size 125. Second, I wanted my YZ125 to be gray and black to match the MXA Air Force stickers that they run on their test bikes to commemorate the 80th anniversary of the U.S. Army Air Corps’ 8th Air Force from World War II.
What you see here is what my $1000 YZ125 looked like when MXA’s Dennis Stapleton was done building it for me. What would it have cost me if MXA hadn’t stepped in to finish my bike? $7300. Oh yeah, it took six months to complete the project after Covid-19 slowed everything to a crawl. It all came together a few days before I raced it to 10th overall in the Pasha 50+ Pro at the 2021 World Two-Stroke Championships.
This weekend, Monster Energy Supercross comes to sunny Salt Lake City, Utah for the 16th round of the 2018 campaign. Press day kicked off around 12:30PM this morning, and it was an interesting one especially between Marvin Musquin and Eli Tomac after last weekends situation. In other words, Jason Anderson could take the championship tomorrow night. But for now, here’s what went down today.
Justin Brayton was in attendance.
Blake Baggett was in good spirits.
Eli Tomac didnt comment much on last weekend’s incident. 
After the talking, came the riding. Tyler Bowers was out ripping.
Josh Hill checks out the track in SLC.
Christian Craig rolled through.
Dean Wilson showing off for the press.
Eli Tomac layin’ it low.
Kyle Cunningham.
Josh Hill looked very smooth today.
Vince Friese.
A big whip from Marvin Musquin.
And to finish off, Benny Bloss shows us a heal clicker. Come back tomorrow for all your racing news from Salt Lake City, Utah!
Eli Tomac always shows an aggressive jump style.
