Six-time AMA Champion. 64 total wins in 125, 250 and 500 competition. One of the most influential racers in American motocross. Bob Hannah, or simply “The Hurricane,” was a dynamic force in 1970s and 1980s racing. Now 58 years old, Hannah’s motocross career is well in the past, but he still maintains that fiery attitude. And, as always, Bob Hannah isn’t afraid to tell the truth. Strap on your seatbelt and ride along the Hannah train.

By John Basher

Bob Hannah was a factory Yamaha, Honda and Suzuki rider. For 2016 he is linked with Yamaha.

BOB, HOW DID THE YAMALUBE BAD WOLVES COMMERCIAL COME ABOUT?
I talked with Todd Huffman [the producer of the commercial], and we put it all together over a six month period. It was fun. Did you see any of the out-takes, or just the commercial?

I actually watched the out-takes before the commercial. While the commercial got the point across about buying Yamalube, the out-take video was hilarious.
All the out-takes are way better than the commercial, because the commercial is so short. You don’t use much of the footage for the commercial, and it has to be politically correct.

You’ve never really been politically correct, though. Did your personality ever ruffle feathers at the factories?
I have a tough time with it [laughter]. I’ve never been told to back it down with what I was saying. Yamaha got on me one time for telling the truth. The audience was asking me questions, and I responded with an answer that Yamaha didn’t want me to say. I told Yamaha that if they wanted me to lie to the public, then they better get somebody else to lie. I wouldn’t do it. Yamaha used to have all the dealers in an auditorium and I would talk to all these dealers before every Supercross race. It was held on a Friday night. I got asked a question, and if someone asks me a question then I’d answer it. I was asked about money, and what the race team really used for oil. I told the truth, and Yamaha got really mad. I told Yamaha that I was going to be truthful, and if they had a problem with it that, then they should exclude me. So I didn’t get invited to the next one. I said, “Good, because I didn’t want to go to them anyway.”

How were your relationships with the Japanese engineers at Yamaha?
I loved the Japanese engineers. In fact, I loved all the engineers from all the factories. I had 18 to 21 Suzuki engineers who were with me when I was testing in Japan. That’s why Suzuki hired me the last few years of my career. I had my own group of engineers, and we would be together for 30 days at a time. I never had a problem with very many engineers. I did have difficulty sometimes in proving myself to the engineers.

What do you mean by that?
They were always doubting me. For example, I went to war with them over the feel of a clutch. The throw of the disengagement and the feel of the clutch meant a lot to me. I was trying to get them a little more disengagement in the clutch, while lighting up the feel at the same time. The engineer didn’t understand me. He thought I was full of it. I said, “I can go faster around the track if we lighten the clutch up and we have more throw. It will disengage faster, and that will help my lap times.” He said that he didn’t understand. I said, “Okay, you  come over here. I use one finger on the clutch. I have to hit 30 corners around the track, and I have to use the clutch in every corner. I have to do that 30 times in two minutes. Sit your butt on my bike and pull the clutch in 30 times every two minutes for 30 minutes. Tell me how tired your arm is.” He couldn’t do it. That’s when he realized what I was talking about. Engineers are plenty smart, but they don’t know how to put their brains to use. That’s what I was up against in working with engineers. Many of them don’t know why making a small change will help the rider, because they don’t ride. You have to explain things without completely insulting them.

Superman Hannah graced the cover of MXA in July 1979, just a few months before his water skiing accident. It was one of the worst selling covers in the publication’s history.

Switching topics, what was your most difficult title to win?
Every title was hard to win. I realized that winning championships got harder as the years went on. Winning didn’t get easier, either. I have a different mindset than the majority of motocross racers. My mindset is more like a Ryan Villopoto or Ryan]Dungey. I expected to win, and winning was the only thing that made me happy. There are a million motocrossers that don’t really care if they win, and they’re quite content with what they get. They’re just going through life, and that’s the reason why they’re not winning. They can argue with me if they want. If you get a guy like Ryan Dungey, you know he’s not very happy when he doesn’t win. So, when you have that thought process in racing, then every win is difficult. Every day you’re trying to win. Many motocrossers aren’t trying to win every day. That’s just a fact. They keep their job and get their money. They’re professional motocross racers, so they think they’re amazing. They forget that they’re just a dirt bike rider, just like the rest of us. I was just a dirt bike rider. Too many racers think they’re special. There are those few guys out there who realize that they’re just dirt bike riders, and we know who they are, because they win 70 races. When you want to win all the time, then it’s very difficult, because you can’t actually do it.

“IF YOU’RE ON THE PODIUM, THEN YOU’RE THE FIRST OR SECOND GUY TO LOSE THAT DAY. YOU FINISHED 30 SECONDS BACK OF THE LEADER IN A NATIONAL AND YOU’RE ON THE PODIUM. WOW, I’M REALLY IMPRESSED [HEAVY SARCASM]. HOW MANY SECONDS WERE YOU BACK? DID ANYBODY MENTION THAT BIT OF INFORMATION TO YOU IN THE PITS?”

What do you have to say to the racers who are, to quote you, “are quite content with what they get?”
I’m so sick of hearing guys who boast about finishing on the podium. I just want to shoot them! Yeah, so you got on the podium. Do you have to tell me again [sarcasm]? If you’re on the podium, then you’re the first or second guy to lose that day. You finished 30 seconds back of the leader in a National and you’re on the podium. Wow, I’m really impressed [heavy sarcasm]. How many seconds were you back? Did anybody mention that bit of information to you in the pits? I think they forget about that detail. The top guys should be mad if they don’t win, because they expect themselves to win. That’s how a guy ought to be. In my business I never liked to lose.

Of all the champions that you’ve met through the years, have any of them impressed you?
I can be impressed with their riding, but very unimpressed with them as people. I was very impressed with Ryan Villopoto’s riding. I thought he was an animal and a machine. He was tough and straight up awesome. Did I want to be around him? No [laughter]. I didn’t want to be around him for five minutes. I’m actually impressed with how some riders are after their careers. Like I said before, these guys are just dirt bike riders. I don’t know a lot of the latest guys racing. I did meet Jeremy Martin and Cooper Webb at a Yamaha function, and I liked listening and talking to them. I did a Yamaha shoot with Jeremy Martin one day, and I really enjoyed the kid. I don’t know if he’s tough enough, but I liked him. He’s pretty dedicated. I would like to go bicycle riding and hang out with him a little bit, just to see if I’m right.

Who stands out to you the most of the current generation?
Of all the guys, Eli Tomac is a ten to me. He’s not only a good rider, but he’s also a good guy. I really like him. If he asked me to come to Colorado and ride mountain bikes with him and his dad, I would fly right on down. Eli is a super special guy. Now, just because a guy wins a motocross race doesn’t mean he’s a special guy. It just means he’s a dirt bike rider. You can be a real dumb fool and be a good dirt bike rider. That’s why I watch and see how the riders are after their careers are over.

How are the state of affairs in racing?
It seems like the people aren’t wanting to go to the races. Maybe it’s because the tickets are too expensive? That could be because Supercross attendance has been so poor. I bet it’s probably because of the live television coverage, too. They would rather sit at home on the couch than go to the stadium. Live coverage is a catch-22, huh? I would rather watch racing on TV any day. It’s like watching a bicycle race. You can’t watch a bike race when you’re at the venue, because they’re the worst things in the world to watch. I try to watch all of the European bike races–bicycles or motorcycles–and record them. I watch those races every night.

“THERE WILL ALWAYS BE CHAMPIONS, AND THERE WILL ALWAYS BE MEDIOCRE RACERS. THE GUYS WITH MEDIOCRACY DON’T FEEL DONE, AND THEN RETIRING KILLS THEM. THEY NEVER GOT IT DONE, BUT INSTEAD WENT THROUGH THE MOTIONS. I WOULD RATHER SEE A GUY WITH A THREE-YEAR CAREER WHO GAVE 100 PERCENT THE WHOLE TIME THAN SOME GUY THAT RIDES 25 YEARS AND WAS NEVER WORTH ANYTHING.”

Was it difficult retiring?
Oh my gosh, you’re completely off! When I rode my last lap at Unadilla I was talking to myself. I said, “I have one more lap to go and I never have to ride one of these again.” I’m not your average guy. Here’s the problem with people. A guy like Villopoto might have the same idea as myself. When you give 100 percent for a 15-year career, you’re burned out and beat up. When you do a mediocre 15-year career and you finished tenth, then eighth, then maybe third, and hover around the top ten, then those guys have trouble walking away. There will always be champions, and there will always be mediocre racers. The guys with mediocracy don’t feel done, and then retiring kills them. They never got it done, but instead went through the motions. I would rather see a guy with a three-year career who gave 100 percent the whole time than a guy that rides 25 years and was never worth anything. That’s my opinion. When you give yourself fully for 15 years, then believe me when I say that I was ready to retire. Retirement was a gift. I looked forward to it.

Bob Hannah (100) and Kent Howerton (1) famously exchanged blows at Saddleback in 1981. It was justly coined the “Massacre at Saddleback.” Click here to order the outstanding documentary film about that unbelievable day of racing.

You keep going back to the point that dirt bike racers are nothing more than that, yet history shows quite a few riders who let racing go to their heads.
Absolutely, It drives me nuts. Here’s an example, and I’ll probably tick this guy off. Look at Micky Dymond. I’m going to compare him to David Bailey. In my life, I think of David Bailey three days a week. I’ll tell you why in a minute. Now, when David Bailey figured out what he wanted to do, he went full steam ahead to be the best motocross racer he could possibly be. He actually did it, too, in part because he was smart enough to figure things out. Now Micky Dymond was a natural talent, and he could have been on top of the world if he had David Bailey’s attitude. Instead, he wanted to be a rock and roller. He wanted to play a guitar or something stupid. He wasn’t smart enough to make a million dollars racing motorcycles. While he was racing motorcycles, he was too busy getting tattoos and trying to be a rock and roller. Do you see my point? I hate to bust his chops, because there are a lot of racers like that. They don’t take advantage of what they have. They need to quit dreaming about some other bull crap. How about they just ride their motorcycle and try to win? Do you see that going on in racing?

I see it all the time, especially when racers achieve nominal success and have the spotlight on them. Their egos tend to get inflated, and generally they lose that fire.
That irritates me. Take the God-given gift you have and make something out of it! Quit dreaming about some other crap. All these guys think they have life after death. Here’s another thing; why is it that so many motorcycle racers think they’re going to race cars after they retire? How many  have gone into car racing and did anything? Can you name me one? The best one was Eddie Lawson, which correlates better with road racing than it does motocross. Just because you won a motorcycle races doesn’t mean you can win any other type of race.

What about Jeff Ward? He led 52 laps at the Indianapolis 500 and finished second in 1999.
Yes, Jeff Ward was one who managed to do it. There are a few guys, but all of them think they’re going to be stars in car racing. Yeah, right! It doesn’t work that way.

You mentioned about thinking of David Bailey three times a week. Why?
I think of him when I’m lazy. When I’m beat tired and I have to go ride on my bicycle at night, I ask myself, “Would David Bailey go and ride today?” I say the same thing to my guys that I ride with. There might be a 20 mile an hour headwind and everyone is complaining. Would David Bailey ride on those conditions? You bet he would. He would pay $10,000 to go ride with us, and then when we got done he would put a headlight on and ride at night. I feel very lucky that right now I can ride a bicycle. I can’t run any more, but I still ride bikes. I try not to miss those four days a week that I ride, especially if I’m feeling lazy. That’s when I think of David.

It sounds like you and David Bailey were very close.
It’s a shame what happened to David [getting paralyzed]. He’s a tough individual. He would ride that bike with one leg if he could. So I think of David Bailey all of the time. I knew him very well, and being on the same team for a time, he was very fun to be around. It really killed me when he got hurt. You and I, when we think about what we complain about, those issues probably aren’t a big deal compared to others. I’ve thought about David every week for the past 20 years, and I use him as an example for being tough. When David got hurt I was in Florida riding. It killed me. I couldn’t even ride, because I would think about him in every corner of every track I rode on. I had to take ten days off before I could even ride again.

Does David Bailey know how often you think about him?
No. He doesn’t know it. David would probably call me a pervert for thinking about him so much [laughter].

What went through your mind immediately after you shattered your leg in the water skiing accident at the end of 1979?
I didn’t think it was that big of a deal at the time. I was young enough that I didn’t think much about it. I was really just mad that I wasn’t paying attention more. That’s the thing. The water skiing accident seemed like a big deal at the time, but in the grand scheme of things it didn’t mean much. So I would have won more races if I hadn’t gotten hurt. Who cares! If you come out of this sport and you’re walking, then you better shut up. If you can walk away after taking all those stupid chances, then you have no room to complain. Everybody that rides a motorcycle, including amateurs, takes huge risks on a bike. In fact, an amateur takes bigger risks than a professional, because he doesn’t know what the heck he’s doing. You are begging to get hurt riding motorcycles. That’s fine, and I still ride them. Understand that you have to pay attention when you’re riding. If you come out of racing and can walk, then consider yourself lucky. It’s unfortunate that some guys can’t walk away. Don’t get me wrong; you can’t hide in the closet, either.

Thanks for your time, Bob. You always provide a refreshing perspective on all things motocross.
I speak the truth. Thanks, John.

YAMALUBE BAD WOLVES COMMERCIAL

The post TEN YEARS AGO TODAY! THE INTERVIEW OF THE WEEK: BOB HANNAH appeared first on Motocross Action Magazine.

#WHIPITWEDNESDAY

Rider: Broc Tickle

Broc Tickle built a solid career as one of those riders who could quietly put in the work and stay relevant across different generations of Supercross and motocross. He earned the 2011 AMA Supercross 250 West Championship with Pro Circuit Kawasaki, moved into the 450 class, and spent years racing against the best in the sport while collecting strong finishes, podiums and factory rides along the way. After stepping away from full-time racing, Tickle found a new role that fits his experience perfectly as a Monster Energy Kawasaki test rider, where he helps develop the KX450SR through chassis, suspension, engine delivery and race-setting feedback. He even returned to select Pro Motocross rounds in 2024 to give Kawasaki real race-condition testing, showing that his value now goes beyond results and into helping make the factory race bike better for the riders under the tent.

HUNTER LAWRENCE WINS AT HIGH POINT

Hunter Lawrence dominated at High Point, going 1-1 on the day.

Hunter Lawrence was the rider to beat at High Point, putting together his strongest ride of the season with a perfect 1-1 score in the 450 class. In the first moto, Hunter grabbed the holeshot and quickly settled into the lead while the rest of the field battled behind him. Jett Lawrence eventually worked his way into second, but Hunter had already built a comfortable gap and controlled the moto all the way to the checkered flag. He backed it up again in Moto 2, once again leading the way and keeping Jett behind him to secure the overall win. After Jett had been the rider carrying momentum the previous rounds, High Point was Hunter’s turn to answer back, and he did it in the best way possible with a clean sweep.

TENSION IS BUILDING UP

Haiden Deegan adds fuel to the fire as he and Jett Lawrence got into it during qualifying at High Point.

The tension between Jett Lawrence and Haiden Deegan continues to build, and High Point qualifying only added more fuel to the fire. Deegan came out strong in the first session, laying down the fastest lap and showing that he had the speed to put himself right in the middle of the 450 conversation. But things got heated when Deegan and Jett crossed paths on track, with Deegan taking the preferred line while Jett was trying to put in a fast lap. Jett later responded by getting back by and sending a little roost Deegan’s way, making it clear that neither rider is backing down. Jett would eventually answer on the stopwatch with the fastest overall time of the day, but the bigger story was the growing edge between the two. What started as lap times is quickly turning into one of the most interesting battles to watch in the 450 class.

CHAMPIONSHIP SHAKE UP

Seth Hammaker went town hard in the second moto and injured his shoulder in the process. He would give up the points lead and drop back to fifth.

Seth Hammaker’s day at High Point turned from damage control into a major championship hit in Moto 2. Coming into the weekend tied with Levi Kitchen for the 250 points lead, Hammaker was still in position to leave High Point near the front of the title fight after finishing fifth in the opening moto. But in the second moto, everything changed when he looped out in a hard crash and was unable to continue. The DNF dropped him to a 5-40 moto score on the day, pushed him back to 13th overall and cost him the red plate. With Kitchen salvaging points and Jo Shimoda, Julien Beaumer and Cole Davies all closing in, Hammaker now sits fifth in the standings, turning what looked like a strong start to his outdoor season into a tough reminder of how quickly the 250 championship can change.

MXA PHOTO TRIVIA

Who is this rider? The answer can be found at the bottom of this article.

JEREMY MCGRATH ON DEEGAN VS. JETT, WHITE HOUSE JUMP & HOLESHOT KING

BENDING THE RULES? TM’S UNIQUE WAY OF RACING A MOD BIKE IN THE STOCK CLASS

MXA FANTASY LEAGUE: THE WINNER OF THE HIGH POINT NATIONAL SCORED 300 POINTS

MXA FANTASY LEAGUE: THE WINNER OF THE HIGH POINT NATIONAL SCORED 300 POINTS

This week, we did things a little differently by rewarding the top three players with the highest scores with prizes courtesy of Magic Motorsports. HoldMyTaco had the best picks of the round, taking home the grand prize after scoring 300 championship points. ZCOLLINS913 finished second, while YamahaRider38 rounded out the podium in third.

It was a difficult week to predict the overall winners. Early in the morning, Haiden Deegan set the fastest lap time, but Jett Lawrence ultimately came out on top in overall qualifying. Once the motos began, Hunter Lawrence delivered when it mattered and secured the overall win. In the 250 class, Cole Davies made a statement by going 1-1 on the day, while Julien Beaumer stayed up front and finished second overall. For championship leader Seth Hammaker, a scary crash brought his day to an early end, forcing him out of moto two and keeping him outside the top six overall.

2026 HIGH POINT NATIONAL // FULL COVERAGE

WEEKLY TOP TEN

We will miss having Chase Sexton at the remaining rounds. Unfortunately, his crash at press day for the Thunder Valley left him with an ACL tear.

450 CLASS PREDICTIONS

Aaron Plessinger picked up the pace this weekend. He finished fifth overall with 6-4 moto scores.

For High Point, the 450 class came down to one small swap at the top of the order. This user selected Jett Lawrence as the overall winner and Hunter Lawrence in second, but Hunter was the one who came out on top with the overall win, while Jett finished second. Even though the Lawrence brothers were flipped from the original picks, both riders still delivered strong points at the front of the field.

From there, the rest of the picks lined up perfectly. Haiden Deegan matched the third-place pick, Jorge Prado finished exactly where he was selected in fourth, Aaron Plessinger landed right in fifth, and Garrett Marchbanks completed the top six just as the user had him picked. Outside of the top two switching spots, this was a strong 450 class score with four exact-position bonuses and all six riders finishing inside the top six.

250 CLASS PREDICTIONS

Tough weekend for Seth Hammaker, who had a crash that took him out for the day. In the process, he lost the points lead.

For High Point, the 250 class was a strong score, but Cole Davies changed the order at the top. This user had Levi Kitchen picked to win, but Kitchen finished fourth overall, while Davies took control of the day and went 1-1 for the overall win. Julien Beaumer and Jo Shimoda both landed exactly where they were picked in second and third, giving the user two straight exact-position bonuses.

The back half of the picks had one more exact match with Ryder DiFrancesco finishing sixth, exactly where the user had him selected. Seth Hammaker was picked fifth, but after a tough day, he finished outside the top six. Kayden Minear was the rider who made the difference, finishing fifth overall but not being selected. Even with that miss, this was still a solid 250 score with three exact-position bonuses.

MXA FANTASY LEAGUE: WIN A STARK VARG, GIANT BICYCLES MOUNTAIN BIKE & MORE

MXA Fantasy Apple app download: https://apps.apple.com/us/app/mxa-fantasy-league/id6473468112
MXA Fantasy Android app download: https://play.google.com/store/apps/details?id=com.mxa.fantasyleague&pcampaignid=web_share

We are proud to have our own app, built in-house by MXA’s Justin Lee. We love the camaraderie that is created amongst family and friends who play it, and we believe in it so much that we decided to throw some extra motivation into the pot for 2026. This Grand Prize will be randomly selected after the Las Vegas SMX Finale from a list of names of the people who were consistent and diligent enough to enter their picks on time for every race, all season long.

The Giant Bicycles Trance X2 mountain bike will go to the player who has the most points at the end of the 31-round 2026 SuperMotocross season.

As usual, the MXA Fantasy League app is free to download and free to play. In addition to the Stark Varg, we will still be rewarding the top finishing players with weekly prizes, and with a brand new Giant Bicycles Trance X2 Mountain Bike, going to the player with the most points at the end of the 31-race season. Find your flow on the mountain with the Giant Trance X2 (the one we’re giving away is Metallic Black, as pictured). This bike has adjustable geometry, the option to change rear wheel size, and it comes with a new 140mm Maestro rear suspension setup. This versatile trail bike is ready to conquer single-track with confidence and control, and it is perfect for cross-training for motocross.

NIHILO CONCEPTS HOLESHOT HERO

How to Win

Think you’ve got the fastest reaction time on the gate? Drop the clutch, nail the timing, and put your name at the top of the leaderboard.

Pin it to win it: react faster than the rest and lock in your best score.

Don’t forget: enter your email after your run so your time hits the leaderboard.

Play by clicking here!!

RED WHITE AND READY FOR THE 4TH OF JULY

Bring some red, white, and blue swagger to the paddock, just like fan favorite Aaron Plessinger! Introducing the all-new KTM USA Flag Cowboy Hat.

Inspired by the grit and determination of riders like AP, this hat is a loud-and-proud statement piece. Keep the sun out of your eyes and your American pride front and center. Featuring an unmistakable stars-and-stripes brim alongside iconic KTM styling, it’s the ultimate gear for summer track days, weekend tailgates, and everyday wear. Shop now by clicking here!

ASK THE MXPERTS: QUICK SUSPENSION FIX FOR KX450 OWNERS

KX450 SUSPENSION TRICK FOR 2025
Dear MXperts,
I just bought a 2025 KX450 and wanted to get stiffer fork springs because the forks are soft as they come off the showroom floor. The owner’s manual says that there are 0.50 springs in both legs, and I tried 0.52 springs in both legs, but it was too stiff. Showa doesn’t offer a spring rate between 0.50 and 0.52kg/mm. Could I put spacers in the forks to increase the preload on the stock springs so it works better with my weight and speed? What do you say?

The 49mm Showa coil-spring forks are used on the KX450, RM-Z450 and CRF450. They have never reached their full potential on any of the three brands spec’ing them, but for 2025, Kawasaki has come the closest to spec’ing valving and internal changes that allow the forks to roll off the assembly line ready to race—maybe not by fast intermediates or pros, but certainly by Kawasaki’s target audience of vets and novices. What you actually need are 0.51 kg/mm fork springs, which, as you found out, are not available, but here is a simple trick to jerry-rig your own 0.51 kg/mm fork springs.

Take one of the 0.52 forks springs that you already bought and put it in one fork leg with the stock 0.50kg/mm spring in the other fork leg. Voila! That will give your forks a 0.51 kg/mm spring rate.

Here’s the math. Add the two spring rates together and divide by two to select the spring rate you want: 0.50 + 0.52 = 10.2/2 = 0.51. As a rule of thumb, we put the stiffer spring in the brake-side fork leg because the brake side is torqued more under hard braking.

CATCH UP ON MORE MXPERTS ARTICLES BY CLICKING HERE.

CLASSIC MXA PHOTO

MXA test rider Willy Musgrave wrings out a Kawasaki KX500. You can tell from this photo that things have changed drastically since the 1990’s. From gear with less and less padding and more mobility. Updated boots and gloves and helmets that have been tested and developed for more safety. As for the bikes, things have changed even more drastically—as 500cc two-strokes are race today.

MXA PHOTO TRIVIA: Broc Hepler who was one of those riders who had all the speed to be a championship threat every time he lined up. After a strong amateur career, Hepler jumped into the pro ranks and quickly made a name for himself in the 125 class, finishing second in the 2004 outdoor championship and becoming one of Suzuki’s top young riders. He was smooth, fast and especially strong outdoors, grabbing multiple MX Lites wins and building momentum through the mid-2000s. His best stretch came in 2006 when he won three straight outdoor Nationals, but injuries and concussions eventually slowed down what looked like a career headed for even bigger results. Even though his time at the front was cut short, Hepler is still remembered as one of the most naturally talented riders of that era and a guy who had the speed to run with anyone when he was healthy.

The post MOTOCROSS ACTION MID-WEEK REPORT appeared first on Motocross Action Magazine.

By John Basher

If you work somewhere long enough, you’re bound to make lasting memories. Only a lucky few experience meaningful events that stay with them until their dying days. I realized how fortunate I was the first summer I spent in sun-drenched Southern California while on break from college. A week into my foray as a Summer intern with Motocross Action I was assigned the task of riding Ricky Carmichael’s 2002 AMA Supercross-winning Honda CR250 around the old Supercross track at Glen Helen. It’s hard to put into words what it was like riding Carmichael’s factory bike while the Honda brass looked on.John Basher in his mobile office.

The lasting memories became more frequent from there. Jody Weisel and crew were nice enough to keep paying me a monthly salary through college. Maybe Jody and the publisher, Mr. Roland Hinz, took pity on me, knowing the Everest-sized costs of college. Or maybe they couldn’t bear the thought of me living off Ramen noodles and ketchup packets. Whatever the reason, I sprang at the opportunity to interview riders and industry magnates on my old Motorola flip phone. The standard introduction, “Hi, this is John Basher from Motocross Action Magazine,” never got old. I’ll never forget the time I called Grant Langston and did a 45-minute interview, only to discover the audio recorder was dead. Luckily, Grant didn’t mind re-doing the interview. You meet the nicest people in motocross.

“COLLEGE TAUGHT ME TO WORK HARD AND MEMORIZE THEORIES. JODY OPENED MY MIND TO A WORLD THAT TEXTBOOKS AND PROFESSORS COULDN’T (EVEN THOUGH, IN TRUTH, JODY WAS ONCE A COLLEGE PROFESSOR).”

After the recorder failure episode I learned to carry a baggie of spare batteries with me everywhere I went. That was just one of the countless lessons I learned. Add in the tutelage I received from the foremost leader in motocross knowledge–Jody Weisel–and I was destined for success. College taught me to work hard and memorize theories. Jody opened my mind to a world that textbooks and professors couldn’t (even though, in truth, Jody was once a college professor). Before starting at MXA I was a mechanical neophyte. Inept is a better word. Jody taught me that I had to figure out how motorcycles worked before I could accurately write about how they worked. He also showed me that hard work pays off. I’ll never forget his famous quote, “If my hands are full, then your hands better be full.” That’s a life lesson I’m instilling in my two sons.

Jody Weisel is kind to his friends and very forgiving. I think “Lovely Louella” has something to do with that. He gave me a zero interest personal loan when I was a few bucks short on the down payment for my first house. He never made a big deal out of it. Jody is generally soft spoken, although I vividly recall the one time he raised his voice to me. I thought he was going to put me in a choke hold and send me back to Buffalo, New York, in a coffin. From that point forward I vowed to never cross “The Godfather” again.

Jody–and by in large MXA–watched me grow up. It was a slower transition than Jody probably would have liked. Nevertheless, he stuck it out. I began as a 20-year-old college kid with a penchant for Miller High Life and doing just enough to get by. That quickly changed. The orange helmet warriors molded me into a hard working and respectable individual. In some weird way, I also owe MXA for steering my life in a positive direction. I made lifelong friends, met my wife, welcomed our two boys into the world, and learned that living in Southern California wasn’t for us. Jody was supportive through it all. I’ll never forget the day I drove to his house and told him that I was selling the house and moving to North Carolina. That was in July of 2015. He didn’t bat an eye. Instead, Jody figured out a way to keep me on MXA’s payroll. I’d like to think he saw the benefit of having a MXA guy in North Carolina. The truth is that he wanted me to land on my feet, though he would never admit it.    

The North Carolina experiment worked. I was fortunate enough to travel up and down the eastern seaboard collecting stories and photos along the way. Going places like Ricky Carmichael’s GOAT Farm, covering races MXA wouldn’t normally attend, testing a smattering of cool bikes, building some of my own projects, and gaining exclusive access to places never before visited by motocross media made the gamble worthwhile. One of my biggest concerns in leaving SoCal was that I would be too far removed from the industry. It turns out that motocross is everywhere, and exciting new experiences are around every turn.

John Basher sits on his pristine Harley-Davidson Street 750. No, the bike doesn’t come in MXA orange. Custom bike build, anyone?

Through my tenure I worked with quite a few individuals. Collectively, they could probably make up the 16 personality types. Tim Olson taught me to always look for unique content. My brother, Mike, showed me that photography is the key to drawing readers into a story. John Minert made me realize that motocross shouldn’t always be serious, nor should life. He drove that point home one day while he strolled around my condo in his underoos strumming a guitar and singing Metallica. It’s an image I would prefer to forget.

The two characters that left an indelible mark are Daryl Ecklund and Dennis Stapleton. I met Daryl back in 2006. He was a struggling AMA privateer with dyed jet-black hair and pierced ears. Despite his punk rock look Daryl was instantly likable. It helped that he could ride the wheels off a motorcycle. To this day, Daryl and Cole Seely are the two greatest photo riders I ever had the privilege of working with. Daryl did a few photo shoots and stopped riding because he worked the graveyard shift at a plant in Mojave to put himself through college. Still, we kept in touch through the years. When a spot opened up in the MXA ranks I suggested that Ecklund fill the void. He came on board in January of 2013. It was one of the best decisions I ever made. Now he’s second in line at MXA and very deserving of that honor.

Dennis Stapleton’s reputation precedes him. “Stapo” is known of in at least 20 countries. To me, Dennis Stapleton and Jody Weisel define what motocross is. As cliche as it is, they live to ride and ride to live. Dennis is the type of person who would do anything for a friend. He has seen me at my best and worst. He always stuck by me. Life inside the orange helmet would have been far less enjoyable had Stapleton not come along. Heck, when he first started helping me he would drive through the night to test a bike, ride all day, and drive five hours back home to Santa Cruz. Craziest of all, he did it for free. That’s commitment.

I could list all of my amazing experiences as a member of MXA, but my printer would run out of ink. Where else can you test bikes, fly around the world covering races, hang out with like-minded individuals, meet celebrities, get all the free swag you could ever wish for and get paid to do it? Now, nearly 15 years later, I’m switching up my line and taking a new path. I’ve been offered a tremendous opportunity that will force me to use a different part of my brain. Best of all, the move is beneficial to my family. Although private jet rides (thanks Ron Joynt!), factory bike tests and covering events (by the way, this will be my first absence from Anaheim 1 since 2005) might no longer be an option, I’ll survive. It’s time for someone else to enjoy the dream job that I had the privilege of living for so long.

I have enjoyed reminiscing and that reminds me of an encounter I had with an MXA fan one time. He thanked me for my efforts. I responded by thanking him for reading my work so that I could have a job. Without you it wouldn’t be possible, so thanks. I’ll see you at the track.  

JOHN BASHER’S TRICK YAMAHA YZ125

I’ve long had a love affair with the Yamaha YZ125. That adulation is shared by the rest of the MXA wrecking crew. Need proof? The YZ125 won our “125 Two-Stroke Shootout” in 2015, coming out ahead of bikes that are newer and faster. On paper, it would appear that the aged YZ125 is cannon fodder; instead, it’s a winner, thanks to a broad powerband, lightweight chassis and the best stock suspension known to man. The Yamaha YZ125 is the ultimate example of refinement—the Chateau Margaux of the motorcycle world.

Given the choice of any two-stroke on the MXA lot, I jumped at the opportunity to build my vision of the dream Yamaha YZ125. And despite my best intentions to keep the project bike within the bounds of reason, I melted the company credit card. No sane person would spend over $6390—the retail price of a 2015 YZ125—on aftermarket parts alone. Yet, that’s how much my changes cost, and I came away with a bike revered by my colleagues.

Here is how I did it.

(1) Engine. Power is the name of the game in the 125cc two-stroke class. In most club-race organizations, it’s perfectly legal to run upwards of 150cc in the 125 class. I pondered installing an Athena YZ144 kit, but I didn’t feel that the juice was worth the squeeze. Upping the displacement meant splitting the cases and grinding away material to account for the oversized piston.

There were easier ways to gain 2 horsepower. First, I replaced the stock reed block with a Boyesen RAD valve. The stout carbon fiber reeds and aerodynamic reed-block shape optimize airflow for better throttle response and peak horsepower. The RAD valve bolted on without any modifications. Good stuff. Second, while I had the carburetor off, I installed a Boyesen Power X-Wing. It essentially streamlines air being sucked through the airboot and directs air more efficiently into the carburetor. Daniel Bernoulli would highly endorse the Power X-Wing, but since the physicist died more than 200 years ago, I’ll praise the Boyesen invention for him. Third, I ditched the stock plastic filter cage for a Twin Air Powerflow kit. The sturdy aluminum cage ensures that the Twin Air foam air filter mounts properly and doesn’t create leaks. It’s peace of mind. Fourth, I rang up Pro Circuit and ordered a Works pipe and Ti-2 titanium/Kevlar silencer. Paying $329.95 for the silencer alone seemed ludicrous, but it knocked about 2 pounds off. Decreasing weight wasn’t my overall goal for a bike that rolls off the showroom floor at 199 pounds. Still, improving power while trimming the fat is a win-win.

(2) Forks and shock. MXA has access to the most expensive suspension hop-ups that money can buy. I fought the urge to go shopping for Showa A-kit forks or suspension work. Why? Nothing beats the stock Yamaha YZ125 forks and shock. I didn’t want a tuner to stiffen up the suspension for my 175-pound carcass, despite the fact that Yamaha valved the Kayaba SSS units for a 130-pound kid. There’s no reason to spend a dime on the stock suspension. It’s that good. I have never ridden with suspension that works so well across such a wide range of skill levels and weight variances.

If you’re looking for the best parts that money can buy for a YZ125, then look no further than Hinson Boyesen, and Pro Circuit. 

(3) Triple clamps. Ride Engineering makes 22mm-offset triple clamp for the YZ125 that they claim sharpens the handling at turn-in. I was afraid that changing the offset would put too much weight on the front end and cause instability at high speeds. That’s why I also ordered Ride Engineering’s steering stabilizer kit, which uses a Honda HPSD steering damper. It was disconcerting to drill mounting holes for the bracket into the head tube, but we haven’t encountered any long-term problems. I really like Ride’s one-piece bar mount, because it prevents the bar mount from twisting in a crash. Overall, I was pleased with the YZ125’s handling characteristics. Turn initiation was improved for sharper cornering, and any resulting headshake at high speed was reduced by the HPSD damper.

(4) Shock linkage. I don’t have the physique of the typical 125cc two-stroke rider. At 6-foot-1, I tower over the YZ125, which means that I put a lot of stress on the Kayaba shock. I could have jumped up a spring rate, but that would have taken away from the performance benefits achieved by Yamaha’s R&D crew. Instead, I opted for a Ride Engineering performance link. The 1.5mm-longer arm stiffens the initial part of the stroke for better control and less wallowing. It lowers the rear of the YZ125 by 5mm, which allows me to ride more aggressively in rough terrain, particularly when loading the shock pounding through whoops. As a result, the rear wheel sticks like the Tron Light Cycle.

The Ride Engineering 22mm offset triple clamps helped with handling, while the steering stabilizer kept the front end from feeling loose at high speed.

(5) Wheels. The manufacturers have beefed up their rims to the point where wheel failures are becoming rare. In truth, I’m not that hard on rims and don’t need stronger wheels for my YZ125, but what I do need is a second set of wheels mounted up and ready to go in case I get a flat or want to use different tires. Dubya wheels aren’t cheap, but they are indestructible. I especially like the aftermarket wheel spacers and spline-drive spoke nipples. The YZ125 comes with bland-looking silver rims. Given the option, I chose black rims and spokes with magnesium-colored hubs. Very nice.

(6) Controls. Anyone would be happy with the stock YZ125 levers, but I wanted to give my project bike a personal touch. First, I got Works Connection on the horn. I have always loved their clutch perch, and now that they make manufacturer-specific clutch-throw leverage ratios, I like the perch even more. Second, the black, forged Works Connection brake lever is durable, with a rounded edge along the blade that fits my right index finger like a glove. Third, Renthal 997-bend TwinWall handlebars are my favorite bend, with the added bonus of having a crossbar. (I have a psychological fear of riding with handlebars that don’t have a crossbar.) Fourth, I used Renthal Kevlar dual-compound tapered grips. They are absolutely the best grips made. Fifth, I called up Torc 1 Racing and ordered a rear brake pedal and shifter. The forged brake pedal has a wide tip with sharp teeth to ensure that I don’t miss the pedal, with the added bonus of running a brake snake. A knurled tip on the forged aluminum shifter makes it easy to grab gears, even in wet and muddy conditions. Sixth, I ditched the stock footpegs for Pro-Pegs 60mm-wide titanium footpegs. They can also be used as meat cleavers.

How sweet it is! Pro Circuit’s carbon fiber Ti-2 Shorty silencer knocked nearly two pounds off the YZ125 while improving throttle response and overall power.

(7) Seat foam. Many factory teams run Think Technology seat foam, although you wouldn’t know it. That’s because the average person can’t stroll into Monster Kawasaki’s pit area and remove their race bike’s seat. It’s shocking to feel the weight difference between the stock seat foam (1.25 pounds) and the Think Technology Lite seat foam (0.25 pounds). While I had Think Technology on the phone, I ordered a lightweight crossbar pad that weighs 0.4 ounces (a Renthal pad is 1.6 ounces).

(8) Clutch. My riding style changes drastically when I hop on a two-stroke. Normally, I’m gentle on my clutch, because a four-stroke has enough torque to propel me out of corners without touching the clutch lever. Unfortunately, my two-stroke technique is not so smooth. I hammer the clutch in order to stay on the pipe. As a result, I burn through clutch plates faster than a pyromaniac at a Lincoln Log factory. Rather than spend my time between motos putting in new fibers, I bit the bullet and ordered a complete Hinson clutch. It wasn’t cheap, but it’s reassuring to know that my YZ125 clutch will last longer than the bike itself.

Not much needs to be done to a YZ125 engine, because it’s so good stock.

(9) Brakes. Any bike not made by KTM or Husqvarna could stand to have a stronger front brake. The YZ125 is incredibly light and doesn’t produce much power, but a stout front brake is always nice to have when you get into a pinch. I’ve had success with the Moto-Master oversize Flame rotor kit. It improves stopping power without ruining modulation. I prefer to run stock brake pads, because they provide the best feel. While I was at it, I also installed a Moto-Master rear brake rotor.

(10) Aesthetics. Yamaha updated the YZ125 plastics for 2015, which moved the bike out of the prehistoric category. Perhaps you noticed that I use black plastics on all of my personal project bikes. It’s my calling card, so to speak. This time around, however, I couldn’t go the all-black route, because the aftermarket companies hadn’t finished making their specialized molds. Cycra Racing came to my rescue by shipping out a PowerFlow black front fender, Stadium front number plate and fork guards. The black front end made my YZ125 look stealthy, with the added benefit that the PowerFlow fender improved airflow to the radiators. DeCal Works tied the package together with a semi-custom complete graphics kit. It was the equivalent of outfitting my girl with a Vera Wang gown.

Johnny Jelderda (86) borrowed John Basher’s YZ125 and rode it to a two-moto sweep of the 125 Pro class at the 2015 World Two-Stroke Championship.

(11) Final words. An argument can be made that my YZ125 borders on extravagant. Yet, every test rider who rode my prized YZ125 agreed that the improved performance was worth the investment. It was so good that it won the 125 Pro class at the 2015 World Two-Stroke Championships. Put that in your pipe and smoke it.

The post MY LIFE AS AN MXA TEST RIDER BY JOHN BASHER: THE EPITOME OF A DREAM JOB appeared first on Motocross Action Magazine.

JEREMY MCGRATH’S HOLESHOT KING CHALLENGE

This Week in MXA, presented by O’Neal is centered on an interview with Jeremy McGrath where he talks about the biggest rivalry in our sport right now, Haiden Deegan vs the Lawrence brothers. He also gives insight into what it was like to jump at the White House last weekend, and he shares on his new Holeshot King adventure. Plus, hear from Tyler Bereman, Josh Hill and Ronnie Renner on the experience of doing starts with the King of Supercross in Colorado.

WATCH MORE THIS WEEK IN MXA EPISODES

The post THIS WEEK IN MXA: JEREMY MCGRATH’S HOLESHOT KING (350 DOMINATION) appeared first on Motocross Action Magazine.

Ricky Carmichael’s Team Chevy Trucks Kawasaki has been sitting in storage for 26 years until MXA came along and pulled it out to go down memory lane. Former Kawasaki Team Manager Bruce Stjernstrom sat down with Motocross Action to walk us through the details of how the team customized the bike, the unique challenges they faced, the meetings to prepare, the era of two stroke racing and the legacy of a rider that will forever be labeled “The Greatest Of All Time.”

The post RICKY CARMICHAEL’S CHAMPIONSHIP 2001 KAWASAKI KX250 TWO-STROKE appeared first on Motocross Action Magazine.

BREAKING NEWS: ANTONIO CAIROLI’S COMING BACK TO AMERICA

Antonio Cairoli is coming back to AMA Pro Motocross, and the nine-time MXGP World Champion is set to line up at RedBud, Southwick and Millville with Ducati. We have not seen Tony race since last year’s Motocross des Nations, but any time the number 222 shows up behind a gate, it gets people’s attention.

Justin Barcia and Dylan Ferrandis both have had their struggles this year. It will be interesting to see how Antonio fits in with the U.S. crew.

Last year, Cairoli came over for RedBud and Millville to help give Ducati its American debut with the Desmo450 MX. He finished ninth in his first moto at RedBud and 10th in his second moto at Millville, giving the new program a solid starting point on American soil. Since then, the Ducati has continued to develop with Justin Barcia, Dylan Ferrandis and the TLD Factory Racing team putting a lot of work into the platform.

Antonio Cairoli is one of the best motocross racers ever.

Cairoli’s career speaks for itself. He is one of the greatest motocross riders of all time, with nine world championships, a Motocross des Nations win with Team Italy, and a legacy built on consistency, race craft, and longevity. Even after stepping away from full-time racing, he has remained heavily involved in bike development, which makes this Ducati project even more interesting.

As he gets older, he remains competitive. It will be interesting to see how he stacks up with the young field of riders.

At 40 years old, it is extra cool to see Cairoli still willing to line up for one-off races and test himself against a stacked group of American front-runners. He does not have anything left to prove, but that is what makes it even better. We are excited to see how Tony and the Ducati Desmo450 MX stack up in the coming weeks.

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MXA FANTASY LEAGUE: THE WINNER OF THE HIGH POINT NATIONAL SCORED 300 POINTS

This week, we did things a little differently by rewarding the top three players with the highest scores with prizes courtesy of Magic Motorsports. HoldMyTaco had the best picks of the round, taking home the grand prize after scoring 300 championship points. ZCOLLINS913 finished second, while YamahaRider38 rounded out the podium in third.

It was a difficult week to predict the overall winners. Early in the morning, Haiden Deegan set the fastest lap time, but Jett Lawrence ultimately came out on top in overall qualifying. Once the motos began, Hunter Lawrence delivered when it mattered and secured the overall win. In the 250 class, Cole Davies made a statement by going 1-1 on the day, while Julien Beaumer stayed up front and finished second overall. For championship leader Seth Hammaker, a scary crash brought his day to an early end, forcing him out of moto two and keeping him outside the top six overall.

2026 HIGH POINT NATIONAL // FULL COVERAGE

WEEKLY TOP TEN

We will miss having Chase Sexton at the remaining rounds. Unfortunately, his crash at press day for the Thunder Valley left him with an ACL tear.

450 CLASS PREDICTIONS

Aaron Plessinger picked up the pace this weekend. He finished fifth overall with 6-4 moto scores.

For High Point, the 450 class came down to one small swap at the top of the order. This user selected Jett Lawrence as the overall winner and Hunter Lawrence in second, but Hunter was the one who came out on top with the overall win, while Jett finished second. Even though the Lawrence brothers were flipped from the original picks, both riders still delivered strong points at the front of the field.

From there, the rest of the picks lined up perfectly. Haiden Deegan matched the third-place pick, Jorge Prado finished exactly where he was selected in fourth, Aaron Plessinger landed right in fifth, and Garrett Marchbanks completed the top six just as the user had him picked. Outside of the top two switching spots, this was a strong 450 class score with four exact-position bonuses and all six riders finishing inside the top six.

250 CLASS PREDICTIONS

Tough weekend for Seth Hammaker, who had a crash that took him out for the day. In the process, he lost the points lead.

For High Point, the 250 class was a strong score, but Cole Davies changed the order at the top. This user had Levi Kitchen picked to win, but Kitchen finished fourth overall, while Davies took control of the day and went 1-1 for the overall win. Julien Beaumer and Jo Shimoda both landed exactly where they were picked in second and third, giving the user two straight exact-position bonuses.

The back half of the picks had one more exact match with Ryder DiFrancesco finishing sixth, exactly where the user had him selected. Seth Hammaker was picked fifth, but after a tough day, he finished outside the top six. Kayden Minear was the rider who made the difference, finishing fifth overall but not being selected. Even with that miss, this was still a solid 250 score with three exact-position bonuses.

MXA FANTASY LEAGUE: WIN A STARK VARG, GIANT BICYCLES MOUNTAIN BIKE & MORE

MXA Fantasy Apple app download: https://apps.apple.com/us/app/mxa-fantasy-league/id6473468112
MXA Fantasy Android app download: https://play.google.com/store/apps/details?id=com.mxa.fantasyleague&pcampaignid=web_share

We are proud to have our own app, built in-house by MXA’s Justin Lee. We love the camaraderie that is created amongst family and friends who play it, and we believe in it so much that we decided to throw some extra motivation into the pot for 2026. This Grand Prize will be randomly selected after the Las Vegas SMX Finale from a list of names of the people who were consistent and diligent enough to enter their picks on time for every race, all season long.

The Giant Bicycles Trance X2 mountain bike will go to the player who has the most points at the end of the 31-round 2026 SuperMotocross season.

As usual, the MXA Fantasy League app is free to download and free to play. In addition to the Stark Varg, we will still be rewarding the top finishing players with weekly prizes, and with a brand new Giant Bicycles Trance X2 Mountain Bike, going to the player with the most points at the end of the 31-race season. Find your flow on the mountain with the Giant Trance X2 (the one we’re giving away is Metallic Black, as pictured). This bike has adjustable geometry, the option to change rear wheel size, and it comes with a new 140mm Maestro rear suspension setup. This versatile trail bike is ready to conquer single-track with confidence and control, and it is perfect for cross-training for motocross.

The post MXA FANTASY LEAGUE: THE WINNER OF THE HIGH POINT NATIONAL SCORED 300 POINTS appeared first on Motocross Action Magazine.

FIRST LOOK! ALL-NEW 2027 YAMAHA YZ250F

Yamaha Motor Corporation, USA, has announced its all-new 2027 YZ250F, adopting significant changes including an all-new engine and chassis designed to make the class-defining middleweight champion even better. The YZ250F is the proven class leader in the 250cc segment, earning more shootout wins in top MX publications than any of its competitors, and helping propel current West and East Supercross champions Haiden Deegan and Cole Davies to their 250cc title sweep this season. The YZ250F dominated the Supercross season, winning an astounding 16 out of 17 Main Events.“The 2027 YZ250F receives a completely redesigned engine and extensive chassis changes to provide the highest level of performance for winning races,” said Derek Brooks, Yamaha Motorsports Motorcycle Product Line Manager. “The balance of increased power and improved handling characteristics have pushed the bike to a new level of performance from weekend track riding to competitive racing at the highest level.”

An all-new engine has been designed for high-revving performance that delivers a linear engine response with more power and torque through the rpm range, increasing the rev limit by 700 rpm from the previous model. This was achieved through the adoption of a rocker arm with finger follower system derived from Yamaha’s SuperSport YZF-R1, and intake refinements that allow for increased airflow and higher revs. Despite the increase in power, revisions to the air cleaner box and exhaust systems help make the 2027 YZ250F noise-compliant, meeting FIM/AMA regulations with a tuned exhaust note that is both more pleasing and comfortable to the rider.

Transferring power to the rear wheel, an all-new hydraulic clutch design replaces the coil springs of the previous model with a new disc spring and integrates primary gear and basket into a single steel unit. The result is a more compact, lightweight and durable assembly which yields smoother, more consistent engagement, requiring less effort while eliminating the need for on-track adjustments.

The 2027 YZ250F adopts the same advanced aluminum bilateral beam frame as the YZ450F, delivering an unrivaled balance of rigidity and flex characteristics. The new inner and outer structure, including a thinner front downtube, provide improved stability, better cornering performance and a precise, confidence inspiring front-end feel. New engine brackets have been designed for optimized rigidity, improving comfort and straight-line stability with a more manageable character and a predicable response. These combined chassis updates result in greater usability in everything from slow, tight corners to high-speed sweepers and rough, rutty corner entries and exits, providing a motorcycle that’s easier to tip in, easier to choose and hold a line, with a higher level of overall handling performance.

A new high performance KYB rear shock and revised fork setting tuned specifically for the YZ250F complement the new frame. The suspension combo provides enhanced damping force with less bump reaction and pitching movement. The updated shock also has a new hand-operated low-speed compression clicker for simplified trackside adjustments.

The rear braking system has gone through a significant overhaul, resulting in a lightweight compact design that delivers improved control with a linear buildup of stopping power. The rear brake caliper piston, the master cylinder piston and the rear brake disc were all reduced in size, with additional revisions to the brake line material and disc rotor bolts to reduce un-sprung weight. Even with reduced size and weight, the braking system retains progressive and strong stopping characteristics. In addition, the rear brake pedal tip also now uses bolt-type fasteners instead of rivets for simplified maintenance.

As part of the YZ250F’s evolution, styling cues are matched with the flagship YZ450F and now include a slimmer, more compact front number plate, new two-piece side covers, sharper rear fender and new YZ graphics. The honeycomb-pattern seat cover material also enhances rider movement on the motorcycle in various track conditions.

Finally, the industry-leading Yamaha Power Tuner app retains full functionality of the previous version and adds an ECU lock function for theft deterrence, allowing owners to prevent unauthorized engine start-up via a password-required lock accessed through the app.

2027 YZ250F FEATURES & BENEFITS

• More powerful 250cc four-stroke engine with a revised, more linear power delivery for added control and rideability across the entire powerband

• A revised and tuned intake and exhaust meets the latest FIM/AMA 109 dB noise compliant regulations

• New Nissin hydraulic clutch offers lighter lever feel, smoother feathering and a consistent mesh point

• Advanced fuel injection via a 44mm Mikuni® throttle body ensures optimum fuel atomization and power for a wide range of riding conditions

• Five-speed transmission with tri-shaft layout vertically stacks transmission shafts for a lighter, more compact configuration

• Yamaha’s industry-leading Power Tuner App includes intuitive “Quick Setting” slide bar giving the rider direct access to engine tuning, revised Traction & Launch Control settings, and an ECU-lock function

• New frame design balances rigidity and flex characteristics for a calmer front-end feel and enhanced stability

• Compact body includes seamless, rounded features that ease rider movement for enhanced control

• High-spec fully adjustable Speed Sensitive System KYB® coil spring-type fork provides exceptional feel and bump absorption

• New high performance KYB® rear shock enhances low-speed damping and smooths the damping transition between low and high speeds for enhanced control in a variety of conditions

• New compact and lightweight rear braking system improves controllability with a linear buildup of stopping power

• Updated styling includes a slimmer, more compact front number plate, new two-piece side covers, sharper rear fender and new YZ graphics

• Honeycomb-pattern seat cover material maintains ease in rider sliding forward while improving hold from sliding rearward during acceleration

• Compact, lightweight push-button electric start provides effortless engine starts

The post FIRST LOOK! ALL-NEW 2027 YAMAHA YZ250F appeared first on Motocross Action Magazine.

BY MARK JOHNSON

Properly setup suspension not only helps you ride faster, it also allows you to have more fun and ride safer. Understanding the fundamentals of your dirt bike’s geometry and suspension will help! 

REAR SHOCK

The rear shock sag sets the ride height of your bike, which directly defines the steering-head angle and swingarm geometry. A typical baseline of 100–105mm of race sag positions the chassis for neutral balance, but deviations alter handling dramatically. Excessive sag will make the rear end ride lower, which will lengthen the wheelbase and relax the fork rake. Stability will improve, but corner initiation will suffer. Insufficient sag or a taller rear height will steepen the head angle. This makes the bike turn sharply, but it will lose straight-line stability, often developing head-shake under braking.

Static sag should typically be between 30mm and 40mm, and this will indicate if the rear spring rate is correct. If static sag is outside this range, the spring rate, not the clickers, is the first adjustment to investigate. Too low, say 20mm, shows there is too much preload on the spring to achieve sag, and a stiffer spring is needed to increase the static sag.

DAMPING

Suspension damping is governed by the hydraulic resistance of oil flowing through valving circuits. External adjusters alter bleed pathways, increasing or decreasing damping. 

Low-speed compression: The low-speed compression adjuster controls chassis pitch from rider input, throttle, braking and body movement. Too little low-speed control allows excessive dive or squat, while too much creates harshness and traction loss. Low speed often gives the feel of the setup for the rider.

High-speed compression: The high-speed compression responds to impacts like braking bumps and jump landings. Insufficient high-speed compression can allow the bike to ride deep in the stroke and create deflection and harshness. This adjustment also controls how much overall support you have, particularly in the mid-stroke. It is a great way to control positioning and to help prevent it from moving too quickly through the stroke.

Rebound: The rebound damping controls recovery speed. Overly slow rebound packs the suspension, reducing travel and traction. Overly fast rebound destabilizes the chassis, producing kicking issues or a loose sensation. 

When making changes to the low-speed, high-speed or rebound settings, the changes should be made in two-click increments or 1/8 turn for some high-speed adjusters, with testing isolated to a single change for clarity.

TERRAIN DIFFERENCES

Different terrain demands different damping balances. For hard-pack tracks, reduced low-speed compression improves mechanical grip, while slightly slowing or speeding up rebound keeps the tires planted on chatter bumps. On sand tracks, you can increase the low-speed damping to maintain strong wheel pressure to the ground, while slowing rebound helps to keep control of excessive movement. On tracks with deep ruts, a well-balanced bike helps the bike track with the rut rather than climbing out. Fork-height changes are advised in these circumstances for adjusting the balance of the bike. 

COMMON ISSUES

If your front end tucks in corners, that means you have insufficient compression support in the fork or too much weight on the front end. If the rear end is kicking side to side on braking bumps, the shock rebound is too slow, preventing recovery before the next impact. If the rear end is kicking vertically, the shock rebound is too quick or the shock spring is over-preloaded. If you experience head-shake while on the throttle, the sag is too low. If you feel harshness on square-edge bumps, you could have excessive high-speed compression.

Clicker tuning is ineffective if the internal system is compromised. Suspension oil degrades, bushings wear, and nitrogen charge pressure drops, all of which alter damping characteristics. Service intervals of 20–30 hours are typically sufficient for the average rider to maintain consistency. For faster riders, servicing as frequently as every 10 hours is commonly required to maintain a consistent feel.

Mark Johnson was an in-house WP suspension technician at Red Bull KTM for 10 years. He has won championships in Supercross, motocross and off-road racing. Now, Mark’s shop, Research Engineering Performance, or “REP,” is based in Temecula, California. They offer factory-level experience to everyday riders. 

The post SUSPENSION SIMPLIFIED: FUNDAMENTALS OF SETUP BY MARK JOHNSON appeared first on Motocross Action Magazine.

This is the last Honda to win MXA’s 450 Shootout (only it’s a mod version with yellow plastic).

This MXA “Retro Test” is from the September 2014 issue of MXA. We bring it to you to show that new technology isn’t always an improvement over what we had before.

As time marches on with each passing model year, more than ever we are reminded that the 2008 Honda CRF450 was a true classic. It was the bike every manufacturer tried to replicate and every rider wanted to race. The bike was lighting fast and bulletproof, and the ergonomics were superb. But 2008 marked the end of an era for Honda. It was the last year the Honda CRF450 would be carbureted. It was also the culmination of decades of refinement.

The following year Honda unveiled a radically new CRF450 that was, in our collective opinion, a huge step backward. The 2009 through 2012 CRF450s CRF450s had weak engines, shoddy clutches, suspect suspensions and bizarre handling traits. As amazing as the 2008 CRF450 was (and it would be the last time that Honda won MXA’s 450 shootout), this bike serves as a reminder of the dangers of living on the cutting edge of technology. Sadly, when Honda ditched the 2008 CRF450 blueprints, they threw the baby out with the bath water.

OUR PLAN WAS TO REBUILD IT TO THE BEST OF OUR ABILITY—BECAUSE TO DO LESS WOULD DEFEAT THE PROJECT BEFORE WE EVEN STARTED.

In the years since, the 2008 CRF450 has come up in conversation more times than we can count. It’s a nostalgic machine that very well could be considered one of the best four-stroke motocross bikes ever produced. Unfortunately, the sands of time have moved us further away from the glory days of the 2008 Honda CRF450. We might long for that mighty 2008 model, but with each passing year the venerable oh-eight becomes more of a relic than a race bike.

Truth be told, MXA decided that the only way to revisit the past was to check our six and see if our collective hindsight was 20-20 or 20-450.

So, you can understand our excitement when we managed to find a running 2008 Honda CRF450. Not surprisingly, the bike had been well used and badly abused. Countless hours had been put on the Unicam engine, and routine maintenance appeared to have been an afterthought. Our prospective 2008 Honda CRF450 time traveler needed some tender-loving care, so we opened up the boss’ checkbook and went to work.

Rejuvenating our project CRF450 was a tedious process, but like paging through an old high school yearbook, it made us feel nostalgic. As we disassembled the bike, it felt like we were taking a trip down memory lane. New parts were ordered. The engine was cracked open. The wheels and plastic went into the trash. As a rule, the MXA wrecking crew doesn’t have a set budget for its project bikes. If we did, they would go more over-budget than an Abrams M1 tank. Our plan was to rebuild it to the best of our ability, because to do less would defeat the project before we even started.

We started with a Hot Rod bottom-end kit (crankshaft, main bearings and gaskets), new Cylinder Works cylinder (with a standard bore), forged Vertex high-compression piston and Cometic top-end gasket kit. We thought about reusing the cam, but skimping on a complete update seemed criminal, so we opted for a Stage Two Hot Cams setup. We also sprung for a bulletproof Hinson clutch.

We sent the old warhorse’s suspension to Mike Battista at MB1—in large part because Mike was at Team Honda back in the day and had intimate knowledge of the valving and the internals of the 2008 Showa suspension.

Our most obvious update was to the aesthetics; yellow Cycra Racing Powerflow kit and Faster USA wheels mated to all-new Dunlop MX32 tires. With the package complete, it was finally time to rip around the track and have joyous memories of the impeccable 2008 Honda CRF450 come flooding back. We used a 2014 Honda CRF450 as our comparison bike. It was seven years newer, and it was not one of Honda’s doomed Gyro Gearloose design projects that lasted from 2009 to 2012. Unfortunately, the 2014 model was saddled with Honda’s “Slower Is Better” philosophy. In short, it was slow. This bike should stay as far away from a dyno as possible. Dynos don’t like it. The 2014 Honda CRF450 makes the least horsepower of any bike on the showroom floor. Peak horsepower on the 2014 Honda CRF450 is 53.03. That is almost 4 horsepower less at peak than the 2014 Yamaha YZ450F. Even worse, at 10,000 rpm, the Honda gives up 7-1/2 horsepower to the YZ450F.

IT TRACKED INCREDIBLY STRAIGHT AND WASN’T TWITCHY LIKE THE NEWER MODELS, BUT, ON THE ENTRANCE OF CORNERS, IT FELT LIKE A TANK  (PERHAPS AN ABRAMS M1).

The first thing our test riders noticed when they hit the track on our renovated 2008 CRF450 was the heavy feeling of the bike compared to the newer-generation CRF450 models, which are lighter and more aggressive with their cab-forward chassis. Even though the weight between old and new was just a few pounds, it was noticeable. Equally noticeable was how much more stable the 2008 chassis felt in the rough. It tracked incredibly straight and wasn’t twitchy like the newer models, but in the air and on the entrance of corners, it felt like a tank (perhaps an Abrams M1).

Surprisingly, after all these years, the 2008 engine is still competitive.

We also noticed the raw, unbridled power of the carbureted bike. Don’t let anyone tell you that fuel-injected bikes have more hop-up potential than carbureted bikes. Our 2008 CRF450 was scary fast compared to the 2014 CRF450. The power was explosive, with more than enough bottom and midrange grunt to satisfy our Pro-level testers. Yes, the engine still signed off a little too early, but it had the torque and horsepower to pull the next gear no matter how soon we shifted to it.

Back in 2008, the CRF450 Showa forks had a reputation for being harsh. Knowing this in advance thanks to seven years of history, our primary goal was to smooth out the harshness. Mike Battista met us at Glen Helen to dial in the settings. The track was beat up and rough…perfect for suspension testing. Battista had an excellent initial fork setting, because the forks were progressive and soaked up the bumps quite well. But, the MXA test riders weren’t so enchanted by the shock setting. The rear end had a tendency to kick like a spooked horse. Fortunately, MB1 had a quick fix. They lessened the race sag and stiffened the high-speed compression. These changes allowed the bike to ride higher in the stroke and stay as straight as an arrow.

Did we like what this old dog had to offer? Absolutely. Could you win on this bike today? You bet. It may be true that you can’t relive the past, but we wish we could, because we miss the explosiveness of the old carbureted bikes. Not as crisp as EFI, carbs have the magic ability to produce not just the right amount of power but that little bit extra when you need it. MXA’s 2008 CRF450 proved that new tech isn’t always better.

You can’t go fast if you can’t stop fast. The oversized rotor takes care of that.

MXA’S 2008 HONDA CRF450SUPPLIER LIST

Rocky Mountain ATV/MC: www.rockymountainatvmc.com

Cylinder Works: www.cylinder-works.com

Hot Cams: www.hotcamsinc.com

Hot Rods: www.hotrodsproducts.com

FMF Racing: www.fmfracing.com

Cycra Racing: www.cycraracing.com

CV4: www.cv4.net

Renthal: www.renthal.com 

Applied: www.appliedrace.com

Dunlop Tire: www.dunlopmotorcycle.com

DeCal Works: www.decalmx.com

Moto Seat: www.motoseat.com

Works Connection: www.worksconnection.com

Hinson: www.hinsonracing.com

Tusk: www.tuskoffroad.com

Faster USA: www.fasterusa.com

MB1 Suspension: www.mb1suspension.com

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2026 PRO MOTOCROSS POINT STANDINGS (AFTER ROUND 4 OF 11)

Coming into the High Point National, it was Jett Lawrence leading the 450 standings and Pro Circuit Kawasaki’s Levi Kitchen and Seth Hammaker were tied for the lead in the 250 Championship. Being the fourth round of the Pro Motocross series, the 2026 High Point National is the last round before the series takes a weekend off and heads to RedBud for a massive Fourth of July party at America’s motocross track.

Today was an exciting one, scroll below to see the updated point standings after round four, presented by Thor MX.

2026 HIGH POINT NATIONAL // FULL COVERAGE

250 POINT STANDINGS (AFTER HIGH POINT)

In the 250 class, Cole Davies entered High Point 24-points behind the Pro Circuit boys, but a 1-1 score in Pennsylvania was good enough to give him his first overall win and help him close the gap significantly to the Kawasaki crew. Levi still retains the red plate and the lead, but is now only 7-points back, in fourth place. Julien Beaumer also continued to prove that he’s the real deal today. With 2-2 scores, he’s now only two points behind Levi and Jo Shimoda is second in the championship, only in between the two.

450 POINT STANDINGS (AFTER HIGH POINT)

Jett Lawrence’s 8-point gap over his brother has shrunk to just 2-points now, as Hunter took the top step with 1-1 scores. So far this season, a Lawrence brother has won every moto, and it’s hard to imagine another rider getting a win right now, after the brother’s dominating performance at round four.

2026 HIGH POINT NATIONAL // FULL COVERAGE

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450 RACE RESULTS // 2026 HIGH POINT NATIONAL

Well, if you were unsure about Haiden Deegan’s affect on Jett Lawrence before, there’s no longer any room to deny it now. Even the best in the world is susceptible to Deegan’s games, and it’s working out exactly how Haiden would like. In the first qualifying session at High Point, Haiden Deegan scored the fastest lap. Then, while Jett was trying to improve on his laptime, Haiden got in his way, roosted him, and slowed him down. Jett proceeded to roost Haiden back and then pulled off when Haiden tried to play more games. Once they pulled off the track, the two were seen exchanging words and hand gestures.

In the second qualifying session, Jett went blistering fast to beat Haiden by a second and a half. However, later Jett fell, and when Haiden rode by, Jett raised his middle finger to show Haiden a univerally frowned upon hand signal…

FXR Racing brings you coverage from the 450 class at High Point. Scroll below to see moto results as they come in from today, as all eyes are on Jett, Hunter and Haiden, while Jorge Prado and the rest of the 450 pack are also looking for their time in the limelight.

2026 HIGH POINT NATIONAL // FULL COVERAGE

450 OVERALL RESULTS

Hunter Lawrence bests his brother and the rest of the 450 field at High Point with 1-1 scores, ending his brother’s four moto win streak, and beginning his own. Jett Lawrence’s 2-2 scores give him second, and Haiden Deegan snuck onto the podium with 4-3 moto finishes.

450 MOTO 1 RESULTS

Hunter Lawrence grabbed the holeshot, with Haiden Deegan close behind in about fourth, but he got shuffled back quickly. Cooper Webb actually passed Hunter breifly, but Hunter got back into the lead a few corners later. Jorge Prado was third, Plessinger, Hampshire, Haarup and Smith followed, and then Jett Lawrence and Haiden Deegan were behind. Then, Jett and Haiden got around both Smith and Haarup to get into sixth and seventh. Jett passed Aaron on lap two and Haiden passed him on lap three. With 21 minutes on the clock, Jett made his way to third, with Cooper Webb holding fourth. RJ Hampshire was fifth, but he went down after the finish and that gave Deegan fifth. On the next lap, Jett got around Prado for second and Haiden got around Cooper for fourth. Jett was 8-seconds behind Hunter halfway through the race, but he wasn’t able to catch his brother, ending his four moto win streak. Haiden also pressured Jorge, but ultimately finished fourth.

Jorge Prado was strong at the season opener, where he finished second overall. However, he’s looking for more today at High Point after suffering an engine failure at Hangtown and finishing off the podium with a 5th at Thunder Valley.  

Unfortunately, Malcolm Stewart is missing in action after hurting his knee at the season opener. 

2026 HIGH POINT NATIONAL // FULL COVERAGE

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250 RACE RESULTS // 2026 HIGH POINT NATIONAL

The 2026 High Point National is officially here and leading into this weekend, the 250 class has been very chaotic. Cole Davies has been fast, but inconsistent. Seth Hammaker and Levi Kitchen have both earned wins, but they’ve also struggled with starts and/or first turn crashes. Jo Shimoda got a win at Thunder Valley, but he was sixth overall at the first two rounds. Entering Pennslyvania, Pro Circuit Kawasaki has two red plates under their tent (Hammaker and Kitchen), and Jo Shimoda sits third in the standings, surprisingly only six points back, despite finishing outside of the top five at two of the first three rounds.

Dunlop Tires brings you 250 results from High Point, scroll below to see results as they come in from today.

2026 HIGH POINT NATIONAL // FULL COVERAGE

250 OVERALL RESULTS

250 MOTO 1 RESULTS

Jo Shimoda on the charge. He came through the pack to finish third in moto 1. 

Casey Cochran grabbed the holeshot in moto 1, with Julien Beaumer second and Caden Dudney third early. Cole Davies got passed initially by both Levi Kitchen and Seth Hammaker on lap one, and then he got back around Seth quickly. Jo Shimoda was seventh at the end of lap two. Then, while running fourth on lap two, Levi kitchen went down and dropped to 9th. After 10 minutes of racing, Casey Cochran still led, but Beaumer made a move around the outside with 19 minutes left on the clock, taking the lead. Caden Dudney was still third until Cole Davies got by him with 18 minutes left, and Jo Shimoda sat in fifth. Mid way through, Julien Beaumer had a 7-second gap on Davies, but he went down at the finish line and dropped to second. Still, he rebounded well to keep Davies honest. With two laps to go, Davies led over Beaumer, Shimoda, Cochran and Hammaker. 

Nick Romano joined the Pro Circuit team in Supercross as a fill-in, and now he’s doing a great job, proving he is worth hiring for 2027. He started the Outdoor season with a 9th overall at Pala, a 6th overall at Hangtown and then he scored a 3rd overall at Thunder Valley. Unfortunately, he had a tough first moto at High Point. 

2026 HIGH POINT NATIONAL // FULL COVERAGE

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450 QUALIFYING RESUTS // 2026 HIGH POINT NATIONAL

The 2026 High Point National is shaping up to be an exciting one, with Haiden Deegan improving his starts, speed and race craft each weekend, it’s hard to imagine a world where he doesn’t get at least a moto win here soon. The High Point National track weaves through a deep valley, and it features steep uphills and downhills, technical off cambers, and usually long, challenging ruts.

The 450 results from High Point are brought to you by FXR Racing, scroll below to see qualifying results as they come in from today.

2026 HIGH POINT NATIONAL // FULL COVERAGE

450 OVERALL QUALIFYING RESULTS

Jett Lawrence has 31 starts in the 450 class, during 24 of those days he has been the fast qualifier.

Although Haiden Deegan was quickest in the first 450 session, it seems he only motivated Jett and Hunter even more, because they significantly dropped their times in the second session. Even Jorge Prado got faster, besting Deegan’s laptime as well.

After logging his sub-two minute laptime, Jett made a mistake on his “slow” lap, and went down. Luckily, he rolled out of it and was ok, but his front end was bent up, which meant he wouldn’t log anymore fast laps.

Haiden Deegan spoke about his incident with Jett in the first qualifying session on Race Day Live after the session: “I feel like when there’s just strictly racing, it gets a little boring for me. I like the controversy, it gets me excited, it makes hyped to go race. It’s what I need, it’s my energizer, so, I love it. Bring it on.”

450 SESSION 1 QUALIFYING RESULTS

Haiden was pressuring Jett last weekend until this crash in moto 1. Today, he qualified quickest in the first 450 session. 

Haiden Deegan dropped the hammer to score the fastest laptime of the session on lap three. Jett Lawrence set a heater on lap five, but his time was still 1.679-seconds off Deegan. Of course, it’s only qualifying, it’s only one lap, and it’s only the first session of the day. Jett still has another opportunity to knock Haiden’s name off the top of the charts for “the fastest qualifier of the day” title. However, Haiden’s mental strength and confidence is hard to shake, and no matter what happens the rest of today, he’ll remember that he had a faster time than the champ in the first session, and he’ll use that as fuel for his fire.

2026 HIGH POINT NATIONAL // FULL COVERAGE

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250 QUALIFYING RESULTS // 2026 HIGH POINT NATIONAL

It’s hard to believe it, but we’ve already made it to the 2026 High Point National, the fourth round of the 2026 Pro Motocross series. After today, the riders and teams will get one weekend off before heading to RedBud to celebrate the United States’ 250th birthday with red, white and blue gear and the crazy Michigan fans.

Seth Hammaker kicked off the season with his first-ever 250 National win at Pala, he backed it up with a third overall at Hangtown (even after crashing in the first turn). Seth started out second in the first moto at Thudner Valley, however, the red plate is heavy and another first turn pile up in moto 2 made his life difficult in Colorado. Seth made it back to 12th, giving him seventh overall. Meanwhile, Seth’s Pro Circuit Kawasaki teammate, Levi Kitchen, won the Hangtown National, won the first moto at Thunder Valley, and despite also going down with Seth in the same Thunder Valley turn one pile up, he was able to make it further up the food chain, finishing eighth, gaining seven points on Seth to put the two KX250 riders tied at the top of the standings.

The 250 results from High Point are brought to you by Dunlop tires, scroll below to see qualifying results as they come in from today.

2026 HIGH POINT NATIONAL // FULL COVERAGE

250 OVERALL QUALIFYING RESULTS

Cole Davies topped both 250 qualifying sessions today at High Point. 

The track is soft and the ruts are deep today in Pennslyvania. Levi Kitchen was the second fastest overall today and the other red plate holder, Seth Hammaker was fifth quickest. Michael Mosiman was outside of the top ten in combined times until the end of the second session when he laid down a 2:05, snagging sixth fastest time in the class.

Also, Team Green amateur standouts, Vincent Wey and Kade Johnson have been racing the Canadian Nationals recently, and they came down to High Point to make their AMA Pro debut to hopefully show their skills before turning pro full time in the near future. Kade qualified 26th quickest and Vincent Wey just made the top 36 cut-off to go straight into the motos (without going to the LCQ).

250 SESSION 1 QUALIFYING RESULTS

Levi held the quickest time until the last lap when the New Zealander snuck passed him with a time that was less than three tenths of a second quicker.

Seth Hammaker and Levi Kitchen enter High Point tied on points.   

2026 HIGH POINT NATIONAL // FULL COVERAGE

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