FIRST LOOK! 2027 KTM 250SXF & 450SXF FACTORY EDITIONS

KTM has unveiled its 2027 250 SXF and 450 SXF Factory Editions, giving racers their first look at a new motocross platform. The changes reach from the steering head to the rear axle: a redesigned chromoly frame, an all-aluminum subframe, new suspension, slimmer bodywork, revised electronics and substantial engine updates.

The 250 gets the biggest engine overhaul, including an oval intake, a redesigned valvetrain and a 14,500-rpm rev limit. Both bikes use 48mm WP XACT closed-cartridge spring forks. Below is a breakdown of the new equipment and KTM’s published specifications.

WP XACT SPRING FORKS AND A NEW SHOCK

The new 48mm WP XACT closed-cartridge spring fork is one of the most significant changes. KTM says testing across amateur, national and international riders favored the spring-fork system for front-wheel connection and consistent damping across different track conditions. The spring-fork architecture adds some weight compared with KTM’s AER air-fork design.

At the rear, a narrower, more compact WP XACT shock sits 4mm off center to make room for a straight intake tract. Revised linkage matches the new chassis geometry, and a high-speed compression clicker is intended to make adjustments quicker and more precise. KTM lists 312.5mm of front travel and 317mm at the rear for both models.

LIGHTER FRAME, ALUMINUM SUBFRAME AND NEW ERGONOMICS

KTM says it removed at least 500 grams from the frame while revising its stiffness characteristics. Changes include fewer weld points, new engine mounts, a two-piece steering head and a new shock-mounting arrangement. The goal, according to KTM, is more predictable handling across a wider range of tracks and conditions.

The new aluminum subframe weighs a claimed 1.23 kilograms, saving more than half a kilogram over the previous generation. A redesigned die-cast aluminum swingarm retains a 22mm rear axle, while revised chain adjusters allow more than 5mm of additional wheelbase adjustment. New CNC-machined Factory triple clamps offer 22mm or 24mm offset settings.

The bodywork is narrower at the front, with revised knee contact areas, a new seat and reshaped footpegs designed to shed mud and stones. The fuel tank retains a 7.3-liter capacity, but its shape, fuel-line routing and connector access have been revised. A new cooling layout eliminates the Y-piece and coolant riser pipe.

2027 KTM 250SXF FACTORY EDITION ENGINE

The 249.9cc DOHC engine receives a redesigned cylinder head and valvetrain, oval intake ports, an oval throttle body and a second, top-feed injector. Compression rises to 15.5:1, and the rev limit reaches 14,500 rpm. The engine is positioned 2.3mm higher in the frame.

KTM says the intake ports and combustion chamber are CNC-machined. An intermediate gear and shorter cam chain are part of the new valvetrain layout, which allows valve-clearance checks and shim changes without removing the cam chain. The Dell’Orto throttle body also gets a contactless throttle-position sensor.

KTM claims increased performance from the new engine, but its U.S. launch material does not provide a horsepower figure. These are manufacturer specifications and claims; this first look does not include an MXA dyno test or riding evaluation.

2027 KTM 450 SXF FACTORY EDITION ENGINE

The 449.9cc SOHC engine also moves 2.3mm higher in the frame. KTM lists changes to the cylinder head, connecting rod and crankshaft assembly, along with a nearly 20-percent reduction in intake-port cross section. The 44mm Keihin throttle body receives revised injector positioning and a contactless throttle-position sensor.

KTM says the changes increase output while maintaining an engine weight of approximately 59 pounds. The relationship between second and third gears has also been revised to reduce the need to downshift in slower corners. Compression is listed at 14.0:1.

NEW ECU, EXHAUST AND HANDLEBAR CONTROLS

Both bikes receive a new ECU with faster sensor processing, revised mapping and knock control. KTM says the updated Quickshifter uses a precisely calculated ignition delay to smooth the torque transition during shifts. A smaller lithium-ion battery and revised wiring layout are also part of the package.

The exhaust systems have been redesigned to meet the latest AMA and FIM noise requirements, according to KTM. The 450 uses a three-resonance-chamber arrangement, while the 250 uses two. Both have revised headers and silencers.

FACTORY EDITION EQUIPMENT

Standard equipment includes Red Bull KTM Factory Racing graphics, a Selle Dalla Valle seat cover, a Hinson outer clutch cover, orange Factory triple clamps, a WP Pro Components start device, frame protectors, a skid plate, gray ODI lock-on grips, an orange rear sprocket and a gold chain.

The Factory wheels pair EXCEL rims with CNC-machined hubs and revised spokes and nipples. Brembo supplies the brakes and hydraulic clutch. Updates include a new rear brake pad and an adjustable rear brake-pedal tip; a front disc guard is also fitted.

2027 KTM FACTORY EDITION SPECIFICATIONS

Specifications supplied by KTM. Claimed weights are without fuel and have not been verified on MXA’s scale.

WHEN WILL THE 2027 KTM FACTORY EDITIONS BE AVAILABLE?

KTM says the 2027 250 SXF and 450 SXF Factory Editions will arrive at authorized U.S. dealerships beginning in December 2026. U.S. pricing was not included in the launch material.

2027 KTM FACTORY EDITION 450SXF

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2027 DUCATI DESMMO250 MX: 15,000 RPM TESTED

Ducati is finally in the 250F class. MXA test riders Dennis Stapleton and Brian Medeiros took the all-new 2027 Ducati Desmo250 MX to Cheney Ranch, a private facility near Warner Springs, California, to see if Ducati’s first 250 motocross bike lives up to its name. With a desmodromic valve train that revs to 15,000 rpm, a 15-hour oil change interval, Showa suspension and Pirelli’s new Scorpion MX32 tires, the Desmo250 MX is unlike anything else in the class. Here’s what we liked, what needs work, and what we’d change.

Price: $9,995 launch special through January, then $10,595 MSRP.

KEY SPECS

• 249.7cc desmodromic single, up to 15,000 rpm

• 44.5 hp @ 12,500 rpm (claimed)

• Showa 49mm fork and Showa shock, fully adjustable

• Two riding modes, 3-level traction control, launch control

• Upshift quickshifter, hydraulic clutch

• Brembo calipers with Galfer rotors (260mm/240mm)

• Pirelli Scorpion MX32 Mid Soft rear, 100/90-19 • Seat height 38.2 in., 227 lb (wet, no fuel)

• Service intervals: oil and filter 15 hrs, piston 45–60 hrs, full engine service 90–120 hrs

Thanks to Decal Works for outfitting our Desmo250 with custom number plates. Full custom kits or just plates: www.decalmx.com

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This test was pulled from the archives of the January 2004 issue of MXA.

No offense to Kawasaki, Suzuki and KTM, but their combined motocross bike sales don’t equal one-half of the numbers put up by Yamaha and Honda. In the battle for showroom dominance, the CR and YZ are the main players. So, it was only natural that the MXA wrecking crew would take the high-profile 250 two-stroke race bikes of the sales leaders and shoot them out.

We don’t pussyfoot around with bike tests. We race them, head-to-head, week-in and week-out, in an attempt to find the answers to the most commonly asked questions. Here is what we have learned about the 2004 CR250 and YZ250.

Q: WHICH ONE MAKES THE MOST POWER?

A: The 2004 Yamaha YZ250 makes the most horsepower on the track. The YZ250 has an awesome powerband. It is strong on the bottom and strong on top, which, if you read between the lines, means that it isn’t overly impressive in the middle. Guess what? You don’t have to have massive peak numbers in the middle when you romp on both ends.

Unfortunately for Honda, the CR250 takes its good old time about building revs, probably because of the confluence of multiple CDI maps, electric power valve lag and an overly generous crankcase volume. Whatever the cause, most test riders couldn’t wait for it. They started keeping the revs up by feathering the clutch and rushing the CR around tight turns with a 125 riding style.2004 Yamaha YZ250. 

Q: WHICH ONE IS THE FASTEST?

A: No contest. The Yamaha is stronger, broader and quicker. It jumps out of berms with a growl and keeps on pulling. It is the best 250 two-stroke engine made. No doubt.

The Honda CR250 is confused. It is very lethargic from low-to-mid. It doesn’t respond to throttle inputs, unless the bike is at full tilt or the clutch is slipped.

Q: WHICH ONE IS EASIER TO RIDE?

A: The Yamaha YZ250 wins this category handily, but, even worse, Honda loses this category handily. Honda’s engineers have struggled with the throttle response, pickup and low-to-mid transition ever since going with the case-reed engine design. They are still struggling.

Q: AND THE POWERBAND WINNER IS…

A: Need you ask? The YZ250 wins the overall powerband category.

Q: WHICH BIKE HAS THE BEST FORKS?

A: In stock trim the Yamaha wins this category–because at racing speeds the 48mm Kayaba forks rise to the occasion.

Honda’s forks have a soft feel that works very well at low speeds or on relatively smooth tracks. But, for serious racing, the Honda forks need to be stiffened up so that they stay higher in the stroke. With the addition of stiffer fork springs and lower oil height, the CR250 forks offer a plush and resilient feel.

The Honda CR250 engine is lethargic from low-to-mid. It doesn’t respond to throttle inputs, unless the bike is at full tilt or the clutch is slipped.

Q: WHICH BIKE HAS THE BEST SHOCK?

A: Almost every test rider was enamored with the CR250 shock during their first few test rides, but lowered their ratings after racing he CR250. The CR’s luxurious feel when play riding became very dead at speed. It lost some of its plush feel when the bike was pushed to the limit.

The YZ250 was just the opposite. When practicing, play riding or taking casual laps, the YZ’s Kayaba shock felt choppy and stiff. Then, on the race track, the YZ shock changed its personality. That stiffness became plushness when the bumps couldn’t be avoided. The MXA wrecking crew races. Thus, we prefer the YZ250 shock. If you don’t race, you’ll prefer the CR250 shock.

Q: WHICH BIKE WEIGHS THE LEAST?

A: The Honda CR250 is the lightest. At 219 pounds, it weighs four pounds less than the YZ.

Q: WHICH BIKE HAS THE BEST BRAKES?

A: A push. Yamaha has a better rear brake and Honda has a better front brake. On the Honda we run two brake pad insulators in our rear brakes to keep the heat from boiling the fluid. On the Yamaha we change the stock front brake hose for a CR-style brake line.

The 2004 Yamaha YZ250 had the best suspension in its class. 

Q: WHICH BIKES HAS THE BEST GEARING?

A: A push. We didn’t feel compelled to change the gearing on either bike, except that tighter tracks might call for one tooth more on both bikes.

Q: WHICH BIKE HAS THE BEST GEARBOX?

A: This a Yamaha gimme. The Honda CR250 has terrible shifting. Making the upshift from second to third on the CR250 requires judicious application of boot (and sometimes a touch of clutch).

Q: WHICH BIKE HAS THE BEST CLUTCH?

A: A push. Both the YZ250 and CR250 clutches stand out. Which is a good thing for CR owners, because keeping this bike on the pipe requires lots of clutching.

Q: WHICH BIKE HAS THE BEST AIR FILTER?

A: Honda loses this category because their filter barely fits into the airbox.The Honda CR250 was the lightest bike in 2004. At 219 pounds, it weighs four pounds less than the YZ.

Q: WHICH BIKE HAS THE BEST HANDLEBARS?

A: The Honda comes with aluminum Renthal bars. The YZ250 has standard-issue steel handlebars.

Q: WHICH BIKE HAS THE BEST TIRES?

A: A push. Honda upgraded to an intermediate-type D742/756 combo. Yamaha has opted for a hard-track-style K739 combo—let your dirt decide.

Q: WHICH BIKE HANDLES THE BEST?

A: The YZ250 and CR250 are completely different machines. The YZ has excellent turn-in control. It tracks like it’s on rails and doesn’t wiggle or wander in mid-corner. The blue bike is also supremely stable in the rough. The CR250 is vague in the corners and very sensitive to the rider’s body position. It has some understeer and a noticeable amount of busyness at speed. That said, the CR250 feels lighter and more agile than the YZ. Given our druthers, we prefer the YZ250’s handling traits.

Chad Reed went on to win the Supercross championship on his 2004 Yamaha YZ250. It also won MXA’s 250 two-stroke showdown. 

Q: AND THE 2004 WINNER IS…

A: When asked to choose between the 2004 Yamaha YZ250 and the Honda CR250, the MXA wrecking crew unanimously selected the YZ250. Although the CR’s chassis, suspension, brakes and ergos can be made top-flight, the CR250’s powerband is a deal breaker. It’s lacking.

The post TWO-STROKE TUESDAY: 2004 HONDA CR250 VERSUS YAMAHA YZ250 appeared first on Motocross Action Magazine.

Prayers needed for Jody Weisel and his family

By Tim Olson

Since 1977, Jody Weisel has been more than the lifeblood of Motocross Action Magazine—he is its conscience, its sharp wit and the beating heart of an entire sport. For nearly five decades, Jody has dedicated his life to a singular, unyielding mission: protecting and championing the everyday racer. He knows what it takes to wake up before dawn, load a beat-up truck, pay an entry fee with hard-earned money and wait on a cold starting line for the love of two wheels and the drop of a gate. Jody believes with every fiber of his being that racers deserve the unvarnished truth, whether it’s about a factory flaw, an overhyped part or a bike that simply isn’t ready for the track.

He doesn’t flinch. He doesn’t bow to advertising dollars, corporate pressure or the fragile egos of motorcycle manufacturers. If an engine bogs, a frame cracks or a component fails the working man, Jody says so plainly and fearlessly in black and white. Because of that relentless integrity, Motocross Action is far more than a monthly publication; it is the “Bible” of motocross, trusted by generations of riders who turn to Jody’s guidance before spending their hard-earned money on their passion.

A few weeks ago, Jody suffered a serious stroke—a sudden, life-altering event that has profoundly changed the world for him and those closest to him. Most of all, it has changed daily life for his beloved wife, Sally, cherished by readers for decades as Jody’s devoted “Lovely Louella.” Behind every column, every late night at the keyboard and every test session in the Glen Helen dust, Sally has been his anchor, his partner and his greatest source of grace.

To Jody, the global motocross community is more than a readership—it is his extended family, bound together by premix, bruised knuckles and mutual respect. Today, that family needs to stand shoulder to shoulder for him. We are asking the thousands of riders, mechanics, industry friends and devoted readers whose lives have been touched by his words to wrap Jody and Louella in love, strength, comfort and prayers. Jody has spent nearly fifty years fighting on our behalf; now it is our turn to lift him up as he faces the day-by-day challenges of recovery and rehabilitation.

Jody’s wisdom, values and uncompromising standards are stitched into the very fabric of Motocross Action. While his desk is quiet for now, the team he built continues to uphold the truth and passion he stands for. Above all the magazines, track designs and stories, our focus is on Jody and his family. We stand beside you, Jody, and we are with you every step of the way.

 If you want to send messages and prayers to Jody and his family send them to mxaction@hi-torque.com.

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WE BUILD A PRO CIRCUIT GASGAS MC85

Every young motocross racer dreams of the day he will pull up to the starting line under the factory awning of KTM’s Orange Brigade, Kawasaki’s Team Green or the Yamaha bLU cRU. These elite amateur programs represent the pinnacle of the sport, where the bikes are meticulously tuned and the support is worldclass. The factory-prepped machines seen at Loretta Lynn’s feel like an unattainable reality for the average young racer; however, as we often preach at Motocross Action, building your own factory bike isn’t too far-fetched, especially in the mini-bike world, if you have the right parts list and a fat-enough wallet.

While the 2026 GasGas MC85 Big Wheel is a formidable platform off the showroom floor, it is designed to cater to a wide range of skill levels, which means that compromises are made to tailor the bike to the majority. To transform this red rocket into a weapon capable of running bar-to-bar with the factory-backed elite, we went to work with a curated list of aftermarket parts designed to bridge the gap between stock limitations and pro-level performance for our young mini wrecking crew test rider Nixyn D’Errico.

This machine was built specifically to tackle the Mini Sr. 1 and Mini Sr. 2 classes at the Amateur Nationals. These divisions are the perfect arena for a project like this, as the rules allow for the larger 19-/16-inchwheel configuration, and nearly unlimited modifications provided the displacement remains at a strict 85cc. Choosing the right companies for these critical mods was a process.

Our goal was two-fold: secure the highest-performing parts on the market and collaborate with industry standouts who actually give back to the grassroots level. There is a specific kind of integrity found in brands that sponsor the Amateur Nationals and support local tracks. By choosing partners who are deeply embedded in the youth racing culture, we weren’t just building a faster motorcycle; we were tapping into a network of experts who are as dedicated to the future of the sport as they are to the podium.

The heart of our build focused on two main components: the engine and the suspension. On the powerplant side, we sought a “works” edge by enlisting two legends, Mitch Payton and Mike “Schnikey” Tomlin, to oversee a full Pro Circuit engine build. In stock form, the 85cc engine is punchy, hitting a peak of 24 horsepower; however, we wanted to squeeze even more out of it. By the time they were finished, the engine was pumping out 4 more horsepower than stock, with the power really taking off at 9000 rpm, exactly where the fastest 85cc riders live on the track. Pro Circuit also paid meticulous attention to the intake, opting for a bored-out carburetor rather than a shortened one. While shortening a carb can improve initial response (not needed with the Austrian-built 85s), boring it out allows for more fuel flow, which helps with top-end performance.

Because of the additional power of this engine package, we needed to play with the gearing. Turning to Lasse from NacStar USA, who recently jumped into the sprocket arena, we decided to go up one tooth with the countershaft sprocket—from a 13- to a 14-tooth, along with one up in the rear, from a 49- to a 50-tooth. The result of this engine build is relentless pull. Our mini test riders immediately noticed that they could stretch each gear all the way to the horizon, staying pinned in high-speed sections without the engine ever hitting a wall. It transforms the MC85 from a into a machine that simply wants to be held wide open. Through meticulous testing, Pro Circuit has come up with a proven setup favored by past elite mini rippers like Vincent Wey and Jace Coy.

Internally, our engine utilizes Pro Circuit’s version of the Vertex 12-degree piston, paired with a custom Pro Circuit dome insert. This design is as practical as it is fast; the dome is an insert that fits into the cylinder head, making it much more affordable to replace if the bike starts detonating under the stress of a hot national moto. Instead of buying a whole new head, you simply swap the insert. While this was primarily a topend kit, Mitch’s legendary attention to detail reached down to the connecting rod, where he personally cleaned up the factory burrs to ensure everything was as smooth and efficient as possible. With a final output hitting the 28-horsepower mark, the gold standard for winning a Loretta Lynn’s National Championship, there is not much more you could do to make this bike faster.

Heat is the enemy of horsepower, so we bolted on a suite of Nihilo Concepts hard parts to keep our project bike cool. The high-flow water pump, which uses an aluminum impeller, replacing the stock plastic impeller, and stator cover provide essential protection, while the gastank heat shield ensures the fuel stays cool and the throttle response stays sharp. These parts aren’t just rad to look at; they are functional racing components that solve potential problems. Because the Pro Circuit engine demands a high-octane diet to prevent detonation, we turned to ETS Racing Fuels and Maxima Lubricants to create our cocktail of P14 M race fuel with the K2 pre-mix at a 44:1 ratio. The result? An engine that stays crisp and pulls just as hard on the last lap as it did on the first.

While the engine provides the speed, the suspension provides the confidence. Stock Austrian 85cc air forks can feel vague, twitchy or divey for fast kids, plus they need to be meticulously monitored throughout a day of racing. We bypassed that hassle by installing WP’s Works Cone Valve front forks. Unlike the stock shims that can bend over time, the Cone Valve provides a consistent, linear damping feel that stays plush through the initial stroke while offering incredible bottoming resistance. Our mini wrecking crew raved about how good this fork package worked, soaking up the large braking bumps and the chop we see on pro-level tracks. These forks were connected to the bike with T-Rex Moto-X’s upper triple clamp in anodized red. Compared to the stock clamps that can twist in even the smallest tipover, these beefy upper clamps do not budge while also providing a stiffer interface to improve front-wheel tracking and precision through deep corners with ruts.

Out back, we opted for MX-Tech’s brand-new National shock (originally tested in the October 2025 issue), which offers a massive range of adjustability and better oil volume than the stock unit, ensuring the rear end stays planted, especially through those nasty acceleration bumps. Back to back against the stock WP shock, the MX-Tech unit tracked straighter and stayed more composed.

A mini racer can only go as fast as he is comfortable, so we paid close attention to the contact points and ergonomics. On the newer generation of the 85, one huge improvement KTM made was with the handlebars. On past models, the bars were high— and we mean really high! With the all-new model coming out in 2025, our riders were pleased to have a much lower, racer-friendly bar bend. When it came to this bike build, we stayed with the stock bar but added our ProTaper bar pad for protection. On the stock bars, however, we installed a T-Rex Moto-X billet throttle with a heavy-duty cable to remove the play found in the stock plastic housings, giving the rider a much more precise connection to the engine. To keep Nixyn locked in place in the saddle, we used a Guts Racing gripper seat cover with a hump, Acerbis X-Grip frame protectors and Raptor titanium footpegs (Edge model), allowing him to grip the bike with his legs, and reduce arm pump.

The wheels were upgraded to Excel rims featuring NacStar USA spokes and red hubs in the 19-/16- inch big-wheel configuration. We wrapped the wheels in Dunlop MX34 tires, an absolute must for elite-level grip compared to the Maxxis tires that come stock on the bike. To ensure we got the power to the ground off the start, we turned to Works Connection for their Pro Launch start device, as this item is necessary to compete with the factory kids during the initial sprint to the first turn. One important and unique note is that due to a different fork ring on the works forks, we utilized a holeshot device sized for the 65s. This allowed us to place the capture ring of the Pro Launch start device above the fork ring and still be able to clamp the device in place.

And lastly, to wrap this bike build in a neatly tied bow, we turned to Acerbis for a fresh set of plastic. We are so happy to learn that Acerbis is back to making full plastic kits for the Austrian brands again, not just for the big bikes but for the minis as well. Also, they offer an assortment of colors. For our build, we stuck with the traditional red. To go with the new plastic, we reached out to the Denney family of Roost MX for a needed set of fresh graphics. Roost has an array of options for all brands and mini-bikes. We contacted our old friend Shane Smith from Vented MX (a test rider for MXA back in the day) to do a custom vented front number plate for us. We know we are a little biased, but this project bike came out looking sweet!

When we handed the bike over to our mini wrecking crew comprised of aspiring racers with their sights set on an amateur factory roster, the feedback was immediate. They noted that while the stock bike felt solid, our modified GasGas project bike felt like it had finally grown up. On the track, the Pro Circuit engine allowed them to stay in a gear longer, allowing the bike to work through sections where the stocker would have required a frantic downshift. They described the throttle response as instant, with no lag when cracking it open, making it feel more like a 125 than an 85. The suspension was a revelation, as the WP Cone Valves allowed the riders to charge into braking bumps twice as hard without worrying about the front end tucking or dancing. The MX-Tech shock solved the bike’s tendency to buck over fast, choppy sections under acceleration, allowing the rear end to track straight so they could get on the pipe sooner.

By the end of the test, our riders’ lap times were nearly three seconds faster at the test track on the mod bike than on the stock machine. In the world of elite amateur racing, three seconds is an eternity, and often the difference between a podium and a mid-pack finish. We didn’t just build this bike to look the part; we built it to be a true racing tool. The stock GasGas is a great starting point, but with the right combination of Pro Circuit power, WP suspension and MX-Tech handling, plus all of the other vital additions, it is a machine that allows a talented kid to stop worrying about what the factory-supported teams are riding, and start focusing on racing their race. This bike looked and performed every bit the part of a factory weapon, proving that the gap between the privateers and the elite programs can indeed be closed.

The post WE BUILD A PRO CIRCUIT 2026 GASGAS MC85 appeared first on Motocross Action Magazine.

(1) McDonalds. Many items on the McDonalds’ menu are less than healthy, but there are also items that can help you lose inches off your waist line. A Double Quarter Pounder with cheese meal (with fries and a drink) totals over 1300 calories, 60 grams of fat and a staggering 2000mg of sodium. On the healthier side, you can order the Grilled Chicken Sandwich or Southwest Salad with apple slices . Both choices have under 400 calories—skip the fires and Coke.

(2) Jamba Juice. Jamba Juice is a popular spot for people in gym clothes. Why? After a workout, many people want to refresh themselves with something healthy. What they don’t know is that they might need another hour on the treadmill to justify the sugar content in many Jamba juices. For example, a 28-ounce peanut butter smoothie can have over 100 grams of sugar and carbs (with up to 910 calories per smoothie). Most of Jamba Juice’s most popular smoothies are the biggest culprits. Next time, go for a Strawberry Whirl smoothie. It has 210 calories and 45 grams of sugar..

(3) Carl’s Jr. Don’t let the commercials with the skinny girl eating a Carl’s Jr. Bacon Thickburger fool you. This burger alone is packed with over 1250 calories, 88 grams of fat and 2290mg of sodium. The amount of fat in this burger is way over your daily intake limit. According to the Food & Drug administration, a healthy adult’s fat grams per day should not exceed 65. Daily calories should not exceed 2000, and sodium should not exceed 2400mg. There are better alternatives, like the Charbroiled BBQ chicken sandwich and the Charbroiled Chicken salad—both under 400 calories and 12 grams of fat.

(4) Subway. Did Jared Fogle, the former spokesman for Subway, really lose 245 pounds eating over 700 sub sandwiches in less than a year? Yes, and this amazing story made Subway the brand name it is today. But what did Jared order from the menu to shrink his waistline? Not the Meatball Marinara or Spicy Italian sandwiches. They have over 480 calories, 20 grams of fat and 900mg of sodium. And those numbers are for the 6-inch subs‚ without condiments or cheese — if you get a foot long and then double those numbers. Jared lost his weight by eating 6-inch Veggie Delights and Turkey Breast sandwiches with no added condiments or cheese.

(5) Chick-Fil-A. Chick-Fil-A makes deciphering the good and bad food rather easy, as they only serve chicken. If you order a fried chicken sandwich meal, you can get upwards of over 1200 calories, 50 grams of fat and 2000mg of sodium. Stay away from the fried menu and soft drinks and order the Grilled Market salad and Grilled Chicken sandwich. They are under 320 calories and 5 grams of fat.At Wendy’s, Dave’s Triple burger contains 1070 calories, 72 grams of fat and 1930 milligrams of sodium.

(6) Wendy’s. The menu at Wendy’s can either put you on the fast track to bigger pants or help you get that summer body. Dave’s triple burger has 1070 calories, 72 grams of fat and 1930mg of sodium. On the other hand, Wendy’s offers apple slices, chili, chicken sandwiches and salads. Their baked potato with cheese has 320 calories, 2.5 grams of fat and 35mg of sodium.

(7) Burger King. The biggest culprit on the Burger King menu is the Double Whopper totaling 1140 calories, 75 grams of fat and 1120mg of sodium. Breakfast is the most important meal of the day, so start it off right. Order Burger King’s Quaker oatmeal at 140 calories, 4 grams of fat and 100mg of sodium or the Croissan’wich egg and cheese sandwich at 320 calories.

(8) Arby’s. The Arby’s menu has a Market Fresh selection that contains salads, sandwiches and wraps. Everything on the Market Fresh menu looks healthier than what’s on the regular menu, but it isn’t. The Market Fresh Roast Turkey Ranch and Bacon sandwich has more calories than anything else on the entire menu—with 800 calories, 34 grams of fat and 2420 mg of sodium. We advise sticking to the salads and plain roast beef sandwiches.

(9) El Pollo Loco. El Pollo Loco is a popular spot for getting quick Mexican food. They have numerous salads, burritos, tacos and chicken meals that are under 500 calories. But just like every other fast food chain, they have their heavy hitters. Watch out for their stuffed chicken quesadilla. It has 990 calories, 60 grams of fat and 1790mg of sodium. The healthiest food they offer is the Grilled Chicken Salad without dressing or tortilla strips. It is only 170 calories. If you add ranch dressing be forewarned that the ranch dressing by itself has 230 calories and 390mg of sodium.

(10) Starbucks. Just coffee, right? Wrong. Starbucks has more than 21,000 stores that are feeding people high-calorie, high-sugar drinks that are expanding people’s waistlines. Plain tea and coffee have fewer than 5 calories combined. Most items that are mixed or have the word “Frappuccino” attached to them have around 500 calories and 70 grams of sugar.

The post TEN THINGS ABOUT GUILT-FREE FAST FOOD appeared first on Motocross Action Magazine.

MXA RACE TEST: 2026 SUZUKI RM-Z250

Q: FIRST AND FOREMOST, IS THE 2026 SUZUKI RM-Z250 BETTER THAN THE 2025 RM-Z250?

A: Yes and no. No, because the last Suzuki RM-Z250 remodel came in 2019 when the RM-Z250 got an updated frame, Kayaba spring forks, a bigger front brake rotor, dual injectors, new shock, revised cylinder head, updated piston pin, refined gear ratios, a new cam-chain tensioner and new bodywork. The seven-year-old updates made the RM-Z250 significantly better than the previous model, but when you don’t touch your race bike for almost a decade, especially when you keep upping the retail price, you can’t claim that your bike is cutting edge. Back in 2019, the MSRP was $7899. The 2026 RM-Z250 retails for $8299.

Yes, because Suzuki did make small upgrades to the engine, fuel injection, mapping and airbox. It does run a little better than in 2018, but small changes just result in small improvements in the midrange.

The icing on the 2026 RM-Z250 cake is that Suzuki dealers are famous for wheeling and dealing—often lopping $1000 to $2000 off the list price. Plus, if you purchased a 2026 RM-Z250 within its early-offer window, Suzuki will throw in the RM Army Edition components, which include a Pro Circuit T-6 full-system exhaust pipe with a titanium cannister, carbon end cap and a stainless steel head pipe (worth $1100). The Pro Circuit pipe livens up the RM-Z250 powerband and knocks 2 pounds off the RM-Z250’s weight.

Q: HOW DOES THE RM-Z250 ENGINE STACK UP AGAINST THE COMPETITION?

A: The 2026 Suzuki RM-Z250’s horsepower is a far cry from the 45-horsepower engines of Kawasaki, KTM, GasGas and Husqvarna. The RM-Z250 peaks at a hair under 40 horsepower. Yes, you can buy a good exhaust system to liven up the power or drop off the engine with your favorite tuner in search of more excitement, but you will be chasing your tail. The money you will pay to become competitive with the rest of the 250 four-strokes will mean you are no longer riding an affordable bike.

The 2026 RM-Z250 power output is at its best from low to mid, where it actually makes more power than the 2026 Honda CRF250 and 2026 Yamaha YZ250F thanks to its dual-fuel-injection system, which produces an ultra-smooth power delivery. One injector works in the lower rpm range, and a second injector located farther away from the combustion chamber kicks in at 7000 rpm. But, as the rpm climbs into the upper ranges, the RM-Z250 runs afoul of the incredible top-end power of the KTM, Husky, GasGas, Triumph and Kawasaki.

It should be noted that the RM-Z250’s bottom-end grunt makes it easier to ride, with less effort required to get it up on the pipe. It’s a friendly engine that is perfect for riders who aren’t ready for the fire-breathing, 14,000-rpm powerbands of the 2026 KTM, Husqvarna, and GasGas. To make the 2026 RM-Z250 equal to the class-leading 250cc Amateur- or AMA-class race engines, it would take at least several thousand dollars in mods. And even then, it would be wasted money. How do we know? MXA sponsored a test rider in the 2023 and 2024 AMA 250 Nationals. He complained that his fully modified RM-Z250 (ported head, Vortex ECU, aftermarket exhaust pipe, aftermarket piston, high-lift cam and race gas) could only match the stock horsepower of a KTM 250SXF.

Q: WHAT IS OUR BIGGEST COMPLAINT ABOUT THE 2026 SUZUKI RM-Z250?

A: On their 2016–2018 RM-Z250s, Suzuki ran Kayaba PSF-2 air forks before spec’ing Kayaba coilspring forks for the 2019 to 2026 models. They use 5.0 N/mm fork springs, but, unfortunately, the 5.0 N/mm springs are way too stiff for a 250. It’s the same spring that Honda, Yamaha, Suzuki and Kawasaki run in their 450 forks. In contrast, the Kayaba coil-spring forks on the YZ250F use a 4.7 N/mm spring rate.

Suzuki has done little to nothing in the last seven model years to rectify their overly stiff forks, which are so stiff that many Suzuki RM-Z450 racers run the RM-Z250 suspension components, front and rear, on their big bikes.

Q: WHAT IS THE CHEAPEST FORK FIX FOR THE 2026 RM-Z250?

A: The cheapest fix for the stock 2026 Suzuki RM-Z250 forks (and for any fork that is too stiff) is to lower the oil height in the forks by 30mm in both legs. This is not as effective as sending the forks out to be re-valved and re-sprung, but it will make the bike more ridable at zero cost. You can fine-tune the feel of the forks by reducing the fork-oil height in increments of 10mm, 20mm or 30mm. Too low an oil height will allow the forks to bottom, while too high an oil height makes the forks harsh. The goal is to find an oil height that will allow the forks to move more freely through their stroke without bottoming. MXA test riders not only lowered the oil height in both legs, but also switched from 5.0 N/mm springs to softer 4.7 N/mm springs.

Q: HOW DOES THE 2026 RM-Z250 SHOCK WORK?

A: The Suzuki RM-Z250 shock is stiff enough to work on the larger and heavier RM-Z450. In fact, many hardcore RM-Z450 racers use the basic RM-Z250 shock in place of the RM-Z450’s complicated BFRC shock. MXA test riders focused on getting more weight on the forks to help them move. This required testing as many sag settings as possible. Additionally, we dropped the stock 52 N/mm shock spring for a 50 N/mm spring and set the sag at 102mm.

We set the high-speed compression (blue) and low-speed compression (silver) both at 14 clicks out. The RM-Z250’s Kayaba shock has two different rebound settings. We set the low-speed rebound (red) on 14 clicks out and the high-speed rebound (bottom of the shock) 16 clicks out.

Q: HOW DOES THE 2026 RM-Z250 HANDLE?

A: Dating back to the late 1970s, Suzukis have always been the best-cornering bikes made. They excelled at carving tight inside lines, and the frame updates that came in 2019 put even more emphasis on the front end. In fact, most modern Japanese chassis have adopted Suzuki’s turn-at-all-costs frame geometry. They realized that racers want to be able to carve through corners on the inside line.

Of course, the downside of Suzuki handling is that you pay a price for being capable of turning inside everyone on the track—and that price is over-steer on corner entrance and under-steer on fast, rough straights. In short, the Suzuki tucks the front wheel in tight corners and shakes its head at speed. All of this is made worse by the ultra-stiff forks, which means that in stock trim, the Suzuki RM-Z250 is only nice on smooth Supercross-style tracks with lots of traction under braking to help compress the forks. If the track is rough, fast and has a hard base to it, the forks will rattle your teeth out.

Once you lower the spring rate and oil height on the forks, you’ll realize the forks aren’t the only stiff aspect of this bike. The aluminum frame is also rigid. FCP Racing makes engine mounts for $429 that help with this. Although it’s stiff, the RM-Z250 chassis is consistent. Our test riders complain about it being harsh, but they also admit that it is predictable enough to react the same way to the bumps every lap.

Q: HOW DOES SUZUKI’S MX-TUNER 4.0 WORK?

A: The 2026 Suzuki RM-Z250 comes with three pre-programmed, plug-in fuel couplers that change the EFI tuning. The white coupler is the most aggressive off the bottom and gets the rpm to rev through its range faster. The Suzuki MX-Tuner 4.0 comes with every RM-Z250 and provides the ability to adjust the fuel injection and ignition settings through a smartphone application, while the Suzuki Holeshot Assist Control (S-HAC) and advanced traction-management system provide a performance edge.

Suzuki’s MX Tuner 4.0 app allows you to choose between four pre-programmed maps—aggressive, smooth, richer and leaner—for different riding conditions. You can put these maps into any of the three plug-in couplers. You can also create custom fuel and ignition timing maps with the app.

Unfortunately, because the Suzuki does not have electric starting, it doesn’t have a battery. And, you will need to buy a battery and connecting cable to connect external power to the bike. On the track, the map updates produce a noticeable difference. The Pro Circuit map, designed to work with the RM Army exhaust, is night and day better than the stock map, even if you don’t have the Pro Circuit exhaust.

Q: WHAT IS THE SUZUKI MISSING?

A: Electric starter. Electric starting is standard on all modern four-strokes—except on the Suzuki RM-Z250 and RM-Z450. Yes, it does start within a couple of kicks, which is no problem in the pits, but if you stall or crash in the middle of a race, it won’t start as easily.

Q: WHAT DID WE HATE?

A: The hate list:

(1) Clutch. The cable clutch is easy to pull in, but the clutch tends to slip after a few hard hours of riding. Stiffer aftermarket clutch springs help your clutch last longer.

(2) Brakes. The front brake needs help. It is weak, and it will fade over a long moto of hard use.

(3) Forks. The RM-Z250 forks are far too stiff.

(4) Electric start. In an era when even inexpensive play bikes come standard with electric starters, the 2026 RM-Z250 is a dinosaur.

(5) Weight. At 227 pounds (without fuel in the tank), it is heavy; however, it would be even heavier if they switched out the kickstart lever for a battery and electric starter.

(6) Engine. You need to short-shift to keep the RM-Z250 in the middle of the powerband. It gives up 5 horsepower to its high-rpm competition.

(7) Resale value. It’s hard to get good money on a used RM-Z250 when the dealerships have new ones already marked down below MSRP.

Q: WHAT DID WE LIKE?

A: The like list:

(1) RM Army. We’re happy that Suzuki offers an RM Army version of its 250/450 models. Unfortunately, if you didn’t buy a Suzuki before December 31st, you missed out on the free Pro Circuit T-6 exhaust system.

(2) Durability. We have consistently put over 50 hours on our RM-Z250 test bikes every year since 2019 with no serious issues. We even ran the same chain guide and slider last year for all 50 hours with no quibbles.

(3) Cornering. After you fix the forks, the RM-Z250 loves to corner. It’s nimble and doesn’t want to stand up in the middle of the turn.

(4) Tires. We like the MX33 tires front and rear, but if you run them on hard-terrain tracks, the front tire will throw knobs.

(5) Price. The $8299 MSRP looks good in comparison to its high-priced competition, but you get what you pay for.

Q: WHAT DO WE REALLY THINK?

A: Riders who buy a Suzuki either want to save money or to stand out from the pack with Suzuki’s yellow bodywork. It still looks like the sharpest bike on the track. The engine is user-friendly for novice-level riders, and the durability is impressive. With just the addition of softer fork and shock springs, the Suzuki RM-Z250 could be a great bike for many riders.

MXA’S 2026 RM-Z250 SETUP SPECS

This is how we set up our 2026 Suzuki RM-Z250 for racing. We offer it as a guide to help you find your own sweet spot.

KAYABA COIL-SPRING FORK SETTINGS

The stock 5.0 N/mm spring rate is too stiff for any skill level. By dropping the spring rate, we were able to use most of the travel. For hardcore racing, these are MXA’s recommended 2026 Suzuki RM-Z250 fork settings (stock settings are in parentheses):

Spring rate: 4.7 N/mm (5.0 N/mm)
Compression: 14 clicks out (11 clicks out)
Rebound: 13 clicks out
Fork-leg height: Standard

Notes: If you want to make quick and easy shock adjustments, turn the compression clickers all the way out and drop the oil height by 30cc in both fork legs—unless you weigh over 200 pounds.

KAYABA SHOCK SETTINGS

MXA test riders focused on getting more weight on the forks to help them move. This required testing as many sag settings as possible. We dropped the 52 N/mm shock spring for a 50 N/mm and set the sag at 102mm.

For hardcore racing, these are MXA’s recommended 2026 Suzuki RM-Z250 shock settings (stock settings are in parentheses):

Spring rate: 50 N/mm (52 N/mm)
Race sag: 102mm (105mm)
Hi-compression (blue): 14 clicks out
Lo-compression (silver): 14 clicks out
Hi-rebound (bottom of shock): 16 clicks out
Lo-rebound (red): 14 clicks out

Notes: If you opt out of lowering the shock spring rate, then you will want to run the shock’s compression out 3 extra clicks—unless you weigh over 200 pounds.

The post MXA RACE TEST: 2026 SUZUKI RM-Z250 appeared first on Motocross Action Magazine.

EVERYTHING YOU NEED TO KNOW ABOUT THE 2026 WORLD VET MOTOCROSS CHAMPIONSHIPS

The World Vet is where old rivalries get another moto, international riders get their first look at Talladega, and age determines which gate you line up behind. The 42nd annual Dubya World Vet Motocross Championships takes over Glen Helen Raceway on October 30–November 1, with Thursday practice preceding three days of championship racing.

Whether you’re racing, helping a buddy or coming to watch, here’s what you need to get your weekend organized.

HOW TO SIGN UP

CLICK HERE TO REGISTER FOR THE WORLD VET.

Complete your entry online, then check in at the main tower at the end of the Walk of Fame. Pre-entering does not eliminate check-in: every rider must verify their age, and anyone renting a transponder must collect it.

The registration page lists October pricing at $110 for the first class and $90 for a second class, with race-day pricing increasing to $120 and $110, respectively. Confirm the applicable total at checkout.

THREE DAYS, THREE AMATEUR MOTOS

Amateur classes race one moto Friday, one Saturday and one Sunday, with all three counting toward the overall. Plan to be there Friday morning—not just Saturday.

The tentative amateur race order runs from races 1–19 Friday, reverses to 19–1 Saturday, and returns to 1–19 Sunday. Pro classes race two motos on their designated day. Classes requiring qualifying divisions follow a separate procedure.

WEEKEND SCHEDULE

Sunday starts earlier: practice moves to 7 a.m. and racing to 8 a.m.

VIEW THE FULL UPDATED SCHEDULE AND TENTATIVE RACE ORDER.

THURSDAY PRACTICE

The schedule overview lists Thursday practice from 8 a.m.–1 p.m., while the detailed group rotation begins at 8:30 a.m.:

Those groups rotate through the morning, with open practice from 12:30–1 p.m. A practice sticker is required. Thursday practice is listed at $35 per bike on the registration page.

Brian Medeiros won the 30+ Pro class last year. This year he’ll be on RMZ450 running the #1 on a red plate.

$17,000 IN PRO PURSES

The updated schedule lists five purse-paying classes:

The updated PDF places World Cup moto one on Friday and moto two on Saturday. Check the posted race order for the final placement of featured races.

ADMISSION AND CAMPING

The registration page lists:

• Weekend admission: $30 per person.
• Sunday-only admission: $10 per person.
• Camping: $50 flat fee.
• Thursday practice: $35 per bike.

Race entry is separate from admission, camping and Thursday practice.

Glen Helen’s Canyon section.

BRING YOUR ID AND ARRANGE YOUR TRANSPONDER

Every racer needs a transponder and a driver’s license or passport for age verification. Riders must meet their class’s age requirement on race day.

Online transponder rentals are listed at $20, with a $200 collateral requirement, plus a $10 clip that the rider keeps. Arrange your rental online; availability for late entries is not guaranteed. If you own a transponder, complete its setup before arriving.

PICK THE RIGHT CLASS

Riders must enter the skill level they normally race. Entering a younger age group does not allow an Expert to drop to Intermediate, or an Intermediate to Novice. Keep the same skill classification across your entries.

STAGING AND SCORING

Staging is south of the starting gate. Arrive two races before your moto, check the gate-selection board and make sure your race number matches your registration. Duplicate numbers may receive an identifying letter.

Classes exceeding 40 riders use division races. The first moto serves as a qualifier, with the top 20 from each division advancing to the A group. Motos two and three determine the overall for those division races. Remaining riders compete in the B group, which does not award trophies.

Keep your numbers legible. Transponders handle electronic scoring, but officials also use backup hand scoring.

RESULTS AND TROPHIES

Results are posted at the tower and vendor-row entrance. Check them promptly: the protest window closes 30 minutes after posting.

The rider instructions list awards for the top five in each class, collected at the Glen Helen Raceway Museum.

EDISON DYE AWARD PRESENTATION

The updated schedule places the Edison Dye Award presentation at the Glen Helen Raceway Museum on Saturday, October 31, from 4–6 p.m.

WHERE TO GO

Glen Helen Raceway
18585 Verdemont Ranch Road
San Bernardino, California 92407
Phone: (909) 880-3090

Visit GlenHelen.com  or @glenhelenraceway on Instagram for updates.

The post EVERYTHING YOU NEED TO KNOW ABOUT THE 2026 WORLD VET MOTOCROSS CHAMPIONSHIPS appeared first on Motocross Action Magazine.

CATCH UP ON THE LATEST VIDEOS: THE INTERNET DELIVERED THIS WEEK

Just in case you haven’t had time to scour the internet for your weekly fix of motocross and Supercross videos, the MXA wrecking crew has done the work for you. This week, we start with Michael Mosiman’s switch from Star Racing Yamaha to the Quadlock Honda team.  From there, Trystan Hart take us along while he sweeps the final round of Endurocross. We also get to check out Cooper Webb ride his first day of Supercross on his new Team Tedder Husqvarna. And, we top it off with a few MXA videos that you may have missed.

MICHAEL MOSIMAN TELLS IT ALL!

TRYSTAN HART SWEEPS ENDUROCROSS

COOPER WEBB’S FIRST DAY ON SX ABOARD HIS TEAM TEDDER HUSQVARNA 

WE ENTERED THE SLOWEST BIKE IN A 24-HOUR ENDURANCE RACE

WE RIDE LEVI KITCHEN’S SMX TITLE-WINNING PRO CICUIT KAWASAKI

The post CATCH UP ON THE LATEST VIDEOS: MICHAEL MOSIMAN, COOPER WEBB & TRYSTAN HART appeared first on Motocross Action Magazine.

WE WENT BACK TO THE WORLD’S LARGEST ENDURO

Round two at the world’s largest enduro. Last year, the Gotland Grand National buried MXA editor Josh Fout in mud. He finished three laps and said he needed a year off from mud. So of course, we went back.

The GGN has been held on the Swedish island of Gotland since 1984. Thousands of riders, one start, everyone goes at once, three hours on limestone, sand and bottomless mud. This year, Josh rode the same Johansson MPE Triumph TF250X, earned a front-row start by trading the #188 plate for #88, and came back to settle the score.

We spent five days on the island. We walked the track, got a carb-up tip from a four-time GGN winner, and had Jenny at USWE set us up with two Outlander packs for a mid-race swap. Stefano set sag at a limestone test track. On Friday, we watched 2,000 amateurs take on the course, failed to interview riders mid-race, met Ducati’s Daniel before his first-ever GGN (“some people say you’re gonna die, some people say it’s fine”), and caught enduro legend David Knight taking a 1,000cc adventure bike into the bog. Then we scouted the infamous Powerline section, the spot where it all went wrong last year.

On race day: no bubbly water in the hydration pack this time, a taped-off airbox, and a thousand riders into the first turn. Johansson MPE factory rider Will Dennett survived a first-corner crash and a fuel cap failure to finish ninth overall. Four laps later, Josh called it “easily the most demanding race I’ve ever done.”

Next year, the guy behind the camera races too.

THANKS TO Johansson MPE / Triumph Nordic, for the Triumph TF250X USWE, for the Outlander hydration packs 100%, for the goggles and roll-offs FCP, for the pivot and engine hangers

Missed last year’s video? We were NOT prepared for the Gotland Grand National: https://youtu.be/h7cq05UgUt4?si=WWux88W2IsjES6Q2 Subscribe for more from MXA: bike tests, races and everything moto. #GotlandGrandNational #Enduro #MotocrossAction #Triumph #DirtBike #MXA

The post WE WERE PREPARED THIS TIME (GOTLAND GRAND NATIONAL) appeared first on Motocross Action Magazine.

The following information is based on MXA’s dyno runs of the six major 450cc motocross bikes. All the 2016 bikes were dyno’ed on the same day, on the same dyno and with the same operator. Everything was done to insure that the six bikes had an equal opportunity to perform. If we had doubts about a series of numbers, we would dyno a second version of that bike to cross-reference the numbers

There is one obviously caveat to looking at dyno numbers as an end-all be-all of motorcycle analysis — and that is that dynos don’t go to the starting line. Humans do. And how the rider interprets, utilizes and manages the power is more important than digits on a chart.

To help make more sense than just one big peak horsepower number, we isolated the horsepower ratings at 6000 rpm (low), 8000 rpm (mid) and 10,000 rpm (top) to get a graphic display of what the overall powerband looks like. Of course, we graphed peak horsepower, peak torque and, most importantly, we measured how wide the rpm range that each bike topped 50 horsepower was (as a measure of the breadth of the bike’s usable powerband).

There are six categories and the blue color indicates the category winner. Although each number stands on its own, the “above 50 horsepower number (50+ hp)” tells you how long each bike could break the 50 horsepower barrier and stay there. This is the most telling of all the dyno numbers, because it tells you how long a given engine can stay in the meat of the powerband—which you feel as pulling power.

WHICH BIKE MAKES THE MOST LOW-END HORSEPOWER?
We were a little surprised that the 2016 KTM 450SXF won this category because on the track the Katoom powerband feel very manageable at low rpm. We hear people say that the KTM 450SXF hits too hard down low, but for our tastes it’s a pussy cat down low. The 38.63 horsepower is proof that you can make max power and still make it usable. We kind of expected the 2016 Honda CRF450 to win this category because this is where the CRF really shined over the last few years. But the Honda’s 35.66 horsepower was the least of any of the bikes at 6000 rpm. Instead of the Honda, the 2016 Suzuki RM-Z450 stepped in to fill the gap and made the second-most power at 6000 rpm (37.61)—albeit only by a hair over the Husqvarna FC450 (37.47) and YZ450F (37.27). The Kawasaki KX450F beat the Honda, but was over 2-1/2 horsepower less than the KTM 450SXF at this point on the curve.

WHICH BIKE MAKES THE MOST MIDRANGE HORSEPOWER?
The 2016 KTM 450SXF was the strongest bike at 8000 rpm at 54.59 horsepower. No other bike in this dyno shootout cracked 54 horses at this rpm. The Suzuki RM-Z450 and Husqvarna FC450 tied for second with 53.54 horsepower each. The KX450F was fourth at at 54.03, while the YZ450F was surprisingly weak at 51.95 (over 2-1/2 horsepower less than the KTM 450SXF). We knew from saddle time that the Honda CRF450 was reaching its peak at this rpm (and that its peak was not the least bit impressive), so we weren’t surprised when it came in last with 50.55 horsepower.

WHICH BIKE MAKES THE MOST TOP-END HORSEPOWER?
When we measured horsepower at 10,000 rpm, only one bike failed to crack the 50 horsepower range. The Honda, which is very flat on top and could only manage 49.30 horsepower (because it made its maximum horsepower 400 rpm earlier). The KTM pumped out 56.68 horses, the Husky 56.32 and the Yamaha 55.98. What shocked us was that the Kawasaki KX450F, the previous horsepower maven only made 51.55 horses, for fifth out of six.

WHICH BIKE MAKES THE MOST PEAK HORSEPOWER?
Peak horsepower doesn’t necessarily fall on even rpm numbers, but in the gaps between them. On a 450cc motocross bike, most MXA test riders prefer the peak horsepower to fall at 9000 rpm. Higher than that and you are forced to rev the engine to get there and lower than that and you have to shift earlier.

The Honda CRF450 peaks at 53.03 horsepower at 8600 rpm (that is very low). The Suzuki RM-Z450 peaks at 54.88 horsepower at 9000 rpm. The Kawasaki KX450F peaks at 55.43 horsepower at 9000 rpm. The Yamaha YZ450F peaks at 56.85 horsepower at 9800 rpm (that is very high). The Husqvarna peaks at 57.14 horsepower at 9600 rpm. And the KTM 450SXF peaks at 57.98 horsepower at 9200 rpm.

On peak numbers only, the KTM makes 0.84 horsepower more than the FC450, 1.13 horsepower more than the YZ450F, 2.55 horsepower more than the KX450F, 3.10 horsepower more than the RM-Z450 and 4.95 horsepower more than the CRF450.

WHICH BIKE STAYS ABOVE 50 HORSEPOWER THE LONGEST?
To most MXA test riders, this is the dyno chart that is most applicable on the track. It simply registers the rpm where the bike first cracks the 50 horsepower barrier and the rpm where it drops back below the 50 horse mark. We consider that rpm range to be a mathematical representation of the breadth of the bike’s power.

You don’t need a Harvard degree to see that the KTM 450SXF has the longest 2016 “powerband over 50 horses” at 4300 rpm.  The KTM first hits 50 horses at 7200 rpm and stays there until 11,500 rpm. That is a lot of meat to work with. The 2016 Husky FC450 is almost as broad a the KTM with a 4100 rpm range above 50 horses. Yamaha is third (3800 rpm), Suzuki fourth (3600 rpm), Kawasaki fifth (2800 rpm) and Honda last (1900 rpm).

WHICH BIKE MAKES THE MOST PEAK TORQUE?
All six 450cc bikes range from 36.63 foot-pounds at the high-end (KTM) to 33.63 foot-pounds at the low-end (Honda). In order from most torque to least the 2016 motocross bikes rank as KTM, Suzuki, Husqvarna, Kawasaki, Yamaha and Honda.

And there you have it. No matter what your favorite color, brand or dealer—this is a KTM slam dunk…as in 6 for 6.

The post DYNO DAZE: HOW MUCH HORSEPOWER DO THE 2016 450’S MAKE appeared first on Motocross Action Magazine.

Jeremy McGrath and his 2005 Factory Honda CR250. 

In 2005, Jeremy McGrath had already retired after his stint at KTM, then came back into partial retirement to race five rounds of the AMA Supercross series. His best finish was a 5th at Anaheim 2 that year. Showtime was and still is the winningest Supercross rider with 72 overall wins. Jeremy’s Factory Honda CR250, the one he raced in 2005, was a thing of beauty. Especially when you got a guy like Jeremy riding it in the hills. Below is a photo blast of Jeremy and the last factory two-stroke that he raced in his career.

This photo is during one of Jeremy’s last Supercross races back in 2005.

The post TWO-STROKE TUESDAY: JEREMY MCGRATH’S 2005 FACTORY CR250 appeared first on Motocross Action Magazine.

Press Release: Don’t get ghosted by your graphics company. DeCal Works is treating riders to 10% off during its Halloween Sale, running October 24 through November 1, 2026. Use promo code HA2026 when ordering.

Whether your bike needs a fresh look or a complete makeover, DeCal Works offers graphics, plastics and installation services to help get it ready for the starting gate. The company also offers OEM-licensed designs and free shipping on orders over $299.

Voted the No. 1 graphics company by the readers of  Motocross Action, DeCal Works pairs its products with a focus on customer service.

Contact DeCal Works to place your order, and mention code HA2026 to save 10% before the sale ends November 1.

The post DECAL WORKS HALLOWEEN SALE: SAVE 10% THROUGH NOVEMBER 1 appeared first on Motocross Action Magazine.

By Jody Weisel

When I raced my four-speed KTM 450SXF in 2010, most 450SXF racers were gearing the four-speeder down to enable them to use second gear in the corners. I geared my 450SXF up to enable me to use first gear in all the corners. Why did I go in what everybody told me was the wrong direction on my gearing? Because I knew that first gear on the 2010 KTM 450SXF was actually second gear from the previous model.

I wear knee-brace socks that go all the way up, pull them over my compression shorts, then put my knee braces over them and top that off with my motocross pants, and pull my boots on. In the summer, my friends ask why I don’t wear vented air gear. I always say, “What would be the point?”

I have run WP XACT Cone Valve forks on my KTM for the last five years. Every time I get a new set of Cones Valves or send the old ones back to be rebuilt, I insist that they have the exact same base settings as my 2015 forks. I don’t want to waste precious time chasing the flavor of the month from the latest suspension guru. I trust myself, not them.

I always wear clear lenses in my goggles, even on the brightest Mojave Desert day. I never wear smoke, grey, amber or chrome lenses, because on the typical motocross track, the sun is at your back as often as it’s in your face. I don’t want to live in fear that a cloud will roll by just as I come up on that square-edged bump I have been trying to avoid all day.

I never use laminated tear-offs. Why not? Four reasons: (1) I don’t need 7, 14 or 21 tear-offs on my goggles. I typically run two tear-offs and almost always pull the second one off as I exit the track. (2) I have enough trouble pulling one tear-off off, so imagine how I would feel when I accidentally pulled off the whole stack of laminated tear-offs in one fell swoop. (3) I don’t like the sound they make when they peel off. (4) I can’t get the thought of Jeremy Martin sitting on the starting line pulling tear-off after tear-off from his goggles while waiting for the 30-second-board girl to turn the sign right-side up out of my mind.

When it comes to tear-offs, the best idea I ever saw was tinted tear-offs. You put a colored tear-off on for morning practice when the sun was low, and as soon as it wasn’t shining directly into your face, you pulled it off.

I ALWAYS RACE WHEN I’M INJURED. I LIMP OVER TO MY BIKE, SLOWLY CLIMB ON BOARD AND WINCE IN PAIN; BUT, ONCE THE RACE STARTS THERE IS NO PAIN, NO RESTRICTION, NO MOBILITY ISSUES. AFTER THE RACE IS OVER,
I LIMP OVER TO MY TRUCK AND WINCE WHEN I PUSH ON THE GAS PEDAL.

I’m a big believer in wearing a front and back chest protector—not because I believe it will protect me from whatever gravity has in store, but because if I do break something, I don’t want my friends to smugly say, “You should have been wearing a chest protector.”

I don’t care about bar bend or lever position. I have made a living testing motorcycles for two-thirds of my life. It doesn’t bother me that the bars are in a weird position. Why not? Because I’ve picked my bike up after a crash hundreds of times only to find the bars all bent up. I hopped on and rejoined the race, and within two laps I didn’t remember that the bars were bent. This experience made me realize that 3mm farther forward or a slightly different bend isn’t going to matter.

I always race when I’m injured. For some mystical medical reason, I can limp over to my bike, slowly climb on board and wince in pain when I move too fast; but, once the race starts, I feel fine. No pain, no restriction, no mobility issues. Once the race is over, I limp over to my truck and wince when I push on the gas pedal.

Most of my injuries come from three sources: (1) Trying to put a 235-pound bike up on a bike stand. (2) Walking into a footpeg while wearing shorts in the garage. (3) The safety wire on my grips coming loose and poking a hole in my fingers during a moto.

I never change brands of gloves, even when I change the brand of gear I wear. Once I find a pair of gloves that fit me—dare I say it—like a pair of gloves, I get five pairs and store them in the bottom of my gear bag. When I switch from FXR to Thor to Fly to O’Neal gear, I never have to worry about what is often my only bodily contact with my bike.

The most important part of a motocross glove for me is the length of the fingers. If the fingers on the glove are longer than my actual fingers, there is a slim chance that my palm will pinch down on the excess material and make my throttle stick wide open as I desperately try to free my fingers from the throttle. I don’t know why I said “slim chance,” because I have been a Scud missile on more than one occasion.

I don’t go to motor-home races. You know, the kind where the pits are full of 400 kids with four bikes each, doting parents and a motor home that dad brought to the track even though the family only lives 30 miles away and could go home for lunch if they wanted to. I prefer races where no one shows up in a motor home—even better is when no one shows up except the 20 guys in my class. That way, I might get to go home in time for lunch.

The post BEST OF JODY’S BOX: RULES I LIVE BY WHETHER THEY WORK OR NOT! appeared first on Motocross Action Magazine.

Oct. 26…Garrett Marchbanks 2001

Oct. 27…Kenny Zahrt 1955
Oct. 27…Jimmy Jarrett

Oct. 27…Malcolm Stewart 1992

Oct. 28…Tom Vialle 2000

Oct. 29…Val Tamietti 1956

Oct. 29…Alex Martin 1989
Oct. 29…Takeshi Kolkeda 1977
Nov. 1…Ryan Terlecki 1978

Nov. 2…Jordi Tixier 1992

Nov. 3…John Tomac 1967
Nov. 3…Ben Evans 1989

Nov. 4…Damon Huffman 1975
Nov. 4…Paul Lindsey
Nov. 4…Greg Fox

The post THIS WEEK’S BIRTHDAY BOYS: A-MART, JOHN TOMAC, DAMON HUFFMAN & VAL TAMIETTI appeared first on Motocross Action Magazine.