Cr85RaCer

Race Results (Glen Helen)

2004-10-12T16:34:00.000-07:00

Ricky Carmichael is the only man to sweep an entire 125cc SX Series, he was the only man to sweep an entire motocross series in 2002 on a CR250R, and now he’s the only rider ever to do the latter twice, this time on a four-stroke. The first time Ricky Carmichael did it was during his first season with Honda, and it seemed impossible at the time. This time, it was his last season with Honda, and it seems no less impossible to imagine.

Oh yeah, and James Stewart dominated the 125cc class again, but this time aboard a KX250F.

125cc Moto One:

Ivan Tedesco grabbed the first-moto holeshot, but Stewart on his new steed was right there, and it basically took him one more turn before he took the lead. From there, Bubba took off to a very comfortable lead. Broc Hepler came from way back for second and Matt Walker finished third after running second for much of the moto. Tedesco’s bike broke early in the moto.
Chris Gosselaar finished fourth and Davi Millsaps fifth.

250cc Moto One:

Kyle Lewis grabbed the first of two holeshots to start moto one, but he was passed pretty early on by Chad Reed for the lead. Before the end of lap two, Carmichael made his way by Reed, and although Reed kept him honest for quite a while, RC eventually cruised to the win, well in front of Reed, with first-two-stroke honors going to Sebastien Tortelli in third, just in front of his teammate Hamblin and Lewis.

125cc Moto Two:

Stewart grabbed the holeshot in moto two, and that was it. He ended up winning by over 40 seconds over Tedesco and Gosselaar, who came from behind to pass Nathan Ramsey late in the moto. Believe it or not, Gosselaar’s 4-3 was good for second overall, while Ramsey’s 11-4 was good enough for third.
Part of the reason for that was Hepler and Walker’s DNF in moto two after crashing and suffering a broken collarbone (Hepler) and a dislocated hip (Walker).

250cc Moto Two:

Lewis grabbed the holeshot again to start moto two, but this time Carmichael was right on his tail, and he made his way around within a half a lap and took off, crossing the line well ahead of Reed for his 24th consecutive moto win, thus completing his second perfect season. Tortelli again finished third over Kevin Windham, who DNF’d moto one, and Lewis.

125cc Overall Results:
James Stewart, 1-1
Chris Gosselaar, 4-3
Nathan Ramsey, 11-4
Kelly Smith, 9-4
Danny Smith, 6-8
Mike Brown, 10-6
Troy Adams, 12-7
Ivan Tedesco, 39-2
Broc Hepler, 2-37
Davi Millsaps, 5-17

250cc Overall Results:
Ricky Carmichael, 1-1
Chad Reed, 2-2
Sebastien Tortelli, 3-3
Kyle Lewis, 5-5
Ernesto Fonseca, 7-7
Sean Hamblin, 4-12
Heath Voss, 8-8
Nick Wey, 12-6
Ryan Clark, 10-11
Juss Laansoo, 13-9

Mrs. Lujan almost Cried!

2004-10-07T14:56:00.000-07:00

OMG it was so funny!!! Anyways, here's what happened.......

Mrs. Lujan was talking about how we're gonna do some stuff on the internet by logging onto like t-lujan, or something like that. Then a kid (name classified) said why don't we put Ferkel?! (Because Ferkel is her husbands last name) Then she started talking about how she made the choice to go by Lujan instead of Ferkel and then Josh looked at me and started laughing silently, then he made me laugh out loud, then Mrs. Ferkel, whoops I mean Mrs. Lujan started to talk about the internet thing, and she started to sound like she was choked up. Anyways, she didnt start crying, and nothing happened to me or anyone, so i guess you can call it funny.

2004-10-07T14:53:00.000-07:00

Some Fat Shit

I just started a new site!

2004-10-07T14:45:00.000-07:00

I just started, its www.bullshitind.blogspot.com

2004-10-05T17:07:00.000-07:00

The 05' 250F's and some girls that I'd like to "250f" at Castillo's Ranch

2004-10-05T16:14:00.000-07:00

Staple in pencil

2004-10-05T16:13:00.001-07:00

Put staple in

2004-10-05T16:13:00.000-07:00

Staple

2004-10-05T16:12:00.001-07:00

"fingers 2"

2004-10-05T16:12:00.000-07:00

"fingers"

2004-10-05T16:11:00.000-07:00

Take off cap

2004-10-05T16:10:00.000-07:00

Pencil

Pencil Guns

2004-10-05T15:42:00.000-07:00

Ok......I just found out one of the funnest things to do with mechanical pencils......you make guns with them!!! Not real guns, but the pencils shoot pretty hard. Heres how to do it.......

1. Get a mechanical pencil, one of the kinds that you puch on the eraser to make lead come out.

2. Next you pull off the black cone thing, that covers the lead.

3. You get a staple out of a stapler.

4. Pull the little ring, or round cone thing down on the pencil where the lead comes out.

5. That will open up the two little "fingers" you the get the staple, (make sure that one of the ends is round)

6. Then you put the staple in the two little fingers, (make sure you dont put in the big gap, you put it in as if you were gonna make a cross witth the gap and the staple)

7. Aim, then pull back on the eraser part.

8. It should shoot.....Have fun!!

if you still can't figure it out, i'll post pics, as soon as i set up my webcam.

2004-10-04T20:50:00.000-07:00

Mt. Saint Helens Sorta Erupts

Pics for Bikes I Did Reviews On

2004-10-04T20:44:00.002-07:00

As you can see, I finally added pics for the dirt bikes I did reviews on. (I'm starting to get happy with posting pictures)

2004-10-04T20:44:00.001-07:00

2005 KX250

2004-10-04T20:44:00.000-07:00

2005 CR250

2004-10-04T20:43:00.001-07:00

2005 CR125

2004-10-04T20:43:00.000-07:00

2005 KX250F

2004-10-04T20:42:00.001-07:00

2005 CRF450

2004-10-04T20:42:00.000-07:00

2005 RM125

2004-10-04T20:41:00.000-07:00

2005 YZF450

2004-10-04T20:37:00.000-07:00

One Word........ P.I.M.P.!!!! Betta Recognize!!

2004-10-04T20:35:00.000-07:00

Lube It or Loose It. "This pic is sooo wrong"

Tuesday Tip: Lube It Or Lose It! New Or Used, Your Rear Hub Needs It.

2004-10-04T20:33:00.000-07:00

*Required Tools: Seal puller or flat-head screwdriver (poor man’s seal puller), scribe or small screwdriver, 10mm and 12mm box-end wrenches, ratchet and socket set for rear wheel removal (this can vary depending on your bike's manufacturer), and rubber mallet (optional).

When was the last time you packed your rear hub bearings full of fresh grease? If you’re like most of us, you probably don’t remember. But the fact of the matter is that your bike, from the day you wheeled her off the showroom floor to every half dozen or so rides thereafter, needs it. That’s right, folks… New bikes need it. Used bikes need it. Heck, even Japanese motocross journalists' bikes need it… Bad!

Our good pal/Nick Wey’s factory wrench/aspiring Playgirl model, “Bad” Billy Felts, was happy to help us out with this month’s Race Shop, but one small problem stood in our way. His bike, Wey’s factory RM250, was already in the Suzuki semi and on its way to Dallas for round 14 of Supercross. “No problem,” we told Billy. “Swap’s RM250 is clean, sitting in his garage, and ready to go. Shoot, it even has those trick factory-looking gold rims on it!” And just like that, it was on! We all gathered in the shop while Billy pulled Swap’s rear wheel off to walk us through the steps, and woe were we at what we found. Not only were his bearings dirty and showing little presence of grease, but they were actually frozen to the strength of the human hand and unable to turn freely. Shame on you, Swap!

As Billy was quick to point out, however, bikes with some mileage on them are not the only ones you need to worry about. You know that dealer prep fee that got tacked onto the sale price of your last new bike? Well, trust us when we tell you, that fee rarely includes grease! New bikes are notorious for coming with very little grease, if any at all, and should always be gone through before your first ride. So whether your ride’s brand spankin’ new or has a few motos under her belt, make Billy proud by following these eight easy steps to lubed-hub glory. Take it away Billy…

STEP 1: While every step in this procedure is on the easy side as far as wrenching is concerned, the first step is probably the easiest, so don’t screw it up. Take your rear axle nut off with a 24mm wrench, or whatever your bike calls for, remove the rear axle, and pull the real wheel completely off the bike.

STEP 2: Once you have the rear wheel off you need to first remove the wheel spacers, and then using your seal puller or a flat head screwdriver, get up underneath the seal from the bottom side and pull the seal out. At this point you can inspect for any damage to the seal. If there is damage, you should be able to clearly recognize it.

STEP 3: Now that the seal’s off, grab a scribe or a small screwdriver and pop the dust seal off of the bearing’s outer surface. Again, it’s easiest to do this by approaching the seal from the inside diameter (I.D.) of the seal cover. Inspect the dust seal for any damage, and clean off all excess dirt and grease.

STEP 4: Next, wipe off the old grease and dirt on the ball bearings. Inspect to be sure that the individual bearings are in place and moving freely. Once you’re satisfied that all is well, liberally reapply waterproof grease onto the bearings with either a flux brush or your finger. Once you have it completely full of grease, usually flush to the bearings themselves, push the dust seal cover back onto the bearing, and any excess grease will squeeze out. The dust seal should pop easily into place. During this process the cover will help to push grease further into the bearing for ultimate lubrication.

STEP 5: It’s now time to press the bearing seal back into place. If you didn’t already in step two, inspect your seal to make sure it’s not torn. Also, check to make sure the spring is still around the lip of the seal, and wipe out and clean all old grease and dirt thoroughly. With your waterproof grease, apply a thin coat around the seal’s outside diameter (O.D.) to help make it slide into the hub a little more easily. To press the seal into place, start by using your thumbs. More often than not it will press in smoothly, but if needed, a small rubber mallet can be used to tap it in flush. Before you put your axle back in it’s also good to put a thin layer of grease on the I.D. of the seal as well. This will allow the axle and wheel spacers to move into place smoothly.
**Repeat steps two through five for the other side of the hub**

STEP 6: Now that the bearings are cleaned and greased and the wheel is ready to slap back on, you’ll want to take the axle and clean it with contact cleaner, getting all of the excess dirt and grease off of it.

STEP 7: Using a brush or your finger, re-apply grease to the shank of the axle as well as the threads, which will keep the nut working properly. Put your wheel back up into place, slide your axle back in, and just barely snug the axle nut for the time being.

STEP 8: At this point you can check for chain tension to see if your chain is too loose or too tight. A simple measuring guide to use is your fingers. For a normal person, a three-finger gap between your swingarm and chain, just behind the chain block, should be perfect. But for people with big sausage fingers like me, two fingers is more accurate. Use the indicators on your swingarm and your axle blocks to make sure that everything is lined up and square on both sides. Finally, before you tighten your axle, be sure to slide a towel or wrench between the chain and the sprocket in order to push the wheel and chain blocks up against the jam nuts. Other than that, spray on a little chain lube and you should be good to go.

2004-10-04T20:29:00.000-07:00

Parsons Is a CRAAAZZZYYYY Biznatch!!!

2004-10-04T19:44:00.000-07:00

Insert Mr. Kariya's face here......

I Found Out How To Do Pics!!!

2004-10-04T19:42:00.000-07:00

As the title says, i found out how to do pics, so expect A LOT of pictures on this site now.

2004-10-04T19:41:00.000-07:00

R.C. on a RM250

2004-10-04T19:40:00.000-07:00

Me at Jackpot

2004-10-04T19:38:00.000-07:00

My Buddy

2004 AMA Chevrolet Motocross Season Ends with Stewart Taking His First-Ever Four-Stroke Victory

2004-10-03T18:20:00.000-07:00

SAN BERNARDINO, Calif. (Sept. 12, 2004)—Team Chevy Trucks Kawasaki’s James Stewart continued his domination of the AMA 125 motocross season with a series-ending victory at Glen Helen Raceway under a hot, humid Southern California sun.

A screaming crowd estimated to be in excess of 22,000 fans saw Stewart rack up two more moto wins to allow him to end his 125cc racing career by taking 23 of the 24 moto events run during the season. And, for the first time, Stewart took the checkered flag while riding Kawasaki’s KX250F four-stroke, rather than the two-stroke KX125 that had taken him to his earlier victories.

Stewart will move-up to the 250 class in next year’s AMA action, and his anticipated competition with Ricky Carmichael is already one of the highlights of discussion in motorsports circles. The two most commanding motocross racers each showed their form for the Glen Helen crowd, winning both ends of their respective events.

Even though he was down on power compared to the larger machines ridden by Carmichael and the 250 class racers, Stewart traversed the track in a time of 2:42.136, which trailed only Carmichael and put Stewart ahead of all other racers in both classes, including Chad Reed.
The season-ending tally placed three Kawasaki racers in the final top ten standings, with Stewart being joined by Matt Walker in fourth place and Ivan Tedesco in sixth place. Both of them were aboard KX250F units prepared by Team Pro Circuit/Chevy Trucks/Kawasaki.

Team Chevy Trucks Kawasaki’s Paul Carpenter ended his impressive season in 16th place.
Michael Byrne, the Team Chevy Trucks Kawasaki Australian transplant who has made a home for himself in Southern California finished a very consistent season in the 250 class, placing sixth in the final overall standings.

With the 2005 Supercross season kicking-off at Anaheim Stadium in January, there is little doubt in the minds of motocross-watchers that James Stewart and Ricky Carmichael will be putting on a show. But, there is also little doubt that the efforts put forth during the 2004 outdoors season will be unrivaled for years to come.

Alpinestars Tech 10 Development Concept

2004-10-01T20:49:00.000-07:00

Alpinestars has been working on the development of the Tech 10 boot for over three years. The goal was to redesign the performance motocross boot from the sole up, increasing safety, performance and weight saving to the highest level while utilizing all of Alpinestars vast experience and technology, integrating Alpinestars’ Technical Laboratory development which includes the input of top riders (particularly Jeremy Mc Grath).

The Tech 10 features an internal double-hinged bootie. Alpinestars perfected this concept over many years. The double hinges provide excellent lateral stability and protection, without the drawbacks of the single hinge boot. Although Alpinestars first patented the single-hinged boot concept in the mid-80s, it was never used on a boot because it puts too much strain on the knee in case of lateral torsion of the foot.

The Tech 10 patented double-hinged inner bootie allows for the bottom and upper part of the protective structure to follow the natural flex angle of the ankle, even during complex movements. In case of lateral impacts and strains at the ankle level, the double-hinged concept and structure is completely strong and stable, protecting the ankle and minimizing possible injury.

The external structure of the Tech 10 has been designed to be as light and compact as possible around the foot, enhancing the qualities needed by a motocross boot to higher and more precise levels.

The different layers of the middle sole, inner sole and additional stitching have been replaced by a multi-density single structure with varied materials in different parts, combined into one single structure.

This revolutionary design allows to have varying degrees of impact absorbing support and flexibility in different part of the bottom of the boot: the footpeg area has unprecedented impact support while the forefoot part has a dedicated level of flexibility for sensitivity on the controls.
An other important benefit of this design is that most of the weight has been reduced on the bottom part of the boot, reducing the boot’s inertia and the rider’s effort (the closer the weight is to the rider’s body, the less effort is required to move it).

To increase safety, the external structure of the Tech 10 also features a rear guard that connects the bottom structure to the upper. This further strengthens the lateral support of the boot, adding rearward flexibility control (the boot will not flex over a certain dangerous angle, stopping in a progressive way) and protecting the entire rear of the lower leg and Achilles’ tendon from footpeg impacts.

The Tech 10’s performance has been enhanced by designing the medial part of the boot (the side against the motorcycle) to be consistently flat from the bottom to the top. This includes the sole design, all the way up to the top of the boot, with high-grip rubber designed and positioned to maximize the grip and adherence of the boot to the motorcycle. This significantly improves the rider’s control on the bike.

TECH 10 FEATURES INCLUDE:
*Revolutionary external structure features ultra low profile design to minimize weight at the lower section of the boot, and upper design developed for controlled flexibility, streamlined profile and superior grip against the bike.
*Innovative biomechanical inner bootie provides the ultimate in support and safety. Torsion bars control ankle and leg rotation, while allowing freedom of movement. Bootie structure features PU protection and shock absorbing padding on the heel and ankles and an ultra thin and flexible forefoot area for increased feeling of the controls. Perforated bootie is washable and replaceable.
*Lightweight upper combines full-grain leather with impact and abrasion resistant PU shell for unmatched levels of safety. PU guards the toes, foot, heel, ankle, calf and shin with extra hard compounds on the toe-box, heel and Achilles tendon
*Innovative PU spine protects the heel, controls flex and features a hyperextension guard.
*Outer side of the boot features anti-torsion PU panel on the ankle for flexibility and support.
*Ultra comfortable and precision fit interior features new poly fabric lining with open cell foam and a shock absorbing shin pad.
*New and exclusive dual compound sole is seamlessly integrated to the multi-density foot base structure with built-in support. Sole provides superior durability, grip, feel and a high level of structural rigidity. The part of the sole most subject to wear is replaceable by the user.
*Advanced closure system features 3 techno-polymer and aluminum buckles for easy adjustability with a precise, secure and streamlined fit. Buckles feature memory, a quick release/locking system and a self-aligning design for easy and precise closure. 3 buckle system works in conjunction with the entire internal structure to provide excellent support and flexibility.
*Inner side of the boot is designed for maximum grip against the bike from top to bottom and features PU rubber panels for heat and abrasion resistance.
*New form fitting PU gasket seals water out of the boot.
*White model features airflow ventilation system.

Factory Effex Announces DX1 – Preprinted Number Plate Backgrounds

2004-10-01T20:47:00.000-07:00

Valencia, CA (8/16/04) - Factory Effex is proud to announce the addition of DX1, a complete line of custom preprinted number plate backgrounds and complete custom graphics.
For the past few years, the trend for number plate backgrounds has changed. While the need for precut backgrounds and numbers has always been strong, it’s hard to ignore the fact that preprinted number plate backgrounds rule the track. The Factory Effex DX1 brand will now offer customers a new choice for their number plate backgrounds.

With 3 different styles and several designs to choose from, DX1 has options for every rider’s taste. The look and quality of the product is exceptional. The material is 18 mil thick, which is the thickest available in the market. We also offer a 48 hour* printing guarantee. If your order isn’t shipped within 2 business days, the product is free of charge.

”The goal for DX1 was to offer a better alternative in the preprinted background business. Not only is the material and printing much better than what is currently available in the marketplace, we also feel the designs DX1 offers are much more appealing to the average customer,” said Scott Gilly, Factory Effex V.P. of Sales. “When you go to any track, you see the custom preprinted number plates are everywhere. Most riders don’t want to hassle with putting backgrounds on their bike, then lining up numbers. There’s an obvious need for this product and although there are already solutions available, we felt that the DX1 brand would make a significant impact on the market. We have spent the last several months developing this brand, the product, the marketing and everything that’s involved. This is a product line that we have spent over a year developing with the goal in mind to offer the very best in number plate backgrounds and custom graphics. Factory Effex DX1 will become the standard for custom number plate backgrounds.”

In addition, customers will be able to order custom hub stickers with their DX1 backgrounds. The hub stickers come 10 in a pack, and are 1.5” x 1” in size. The hub stickers are a great way to further the custom look of your bike. If ordered in conjunction with any DX1 backgrounds, the price is $19.95. If ordered separately, the price is $29.95 per pack.

The DX1 line of preprinted number plate background includes three styles, each with 2-4 designs ranging in price from $49.95 to $59.95. Hub stickers range from $19.95 to $29.95.
”An aggressive dealer program has been developed as well, and we welcome all dealer inquiries,” said Gilly. “We want to take advantage of our relationship with our dealer network and not exclude them from the opportunity DX1 can bring.” Dealer pricing and ordering information is available by calling Factory Effex at 800-866-0709.

While the DX1 brand will initially focus on preprinted number plate backgrounds and hub stickers we will be announcing a program to include complete custom design for other applications as well. You will be able to customize tank/radiator shroud decals, as well as all trim including front fender, rear fender, lower fork, and Swingarm decals. This program will begin
September 1, 2004.

To help market and sell the Factory Effex DX1 brand, we have also completed a DX1 section on the Factory Effex website. Customers will be able to choose which series and design they want and customize backgrounds the way they want them printed. The site offers fully secure e-commerce shopping and online order tracking.
*48 hour shipping is two (2) business days.
Visit our website at www.factoryeffex.com or call our toll-free number at (800) 866-0709 for more details and ordering information.Factory Effex, Inc. is a Valencia, CA based company specializing in graphics, seat covers and decals for motocross bikes. For a complete list of Factory Effex's products please visit our website at www.factoryeffex.com. For sponsorship contact Chris Williams at 661-255-5611, or via e-mail at cwilliams@factoryeffex.com

Tuesday Tip: Charge It! Flying Down Rough Hills with Nick Wey

2004-10-01T20:45:00.000-07:00

If there's one thing that you can count on in motocross, it's that any kind of elevation change on a track will undoubtedly be the roughest section of the entire course. If you’re going uphill, you’re forced to deal with gnarly acceleration chop and rolling whoops that are the result of countless rear tires delivering all 50 of their thumper’s horsies as they power up the crest.

Of course, going back down is no better. In these situations gravity is acting in the exact opposite way it did going up, and in place of rough acceleration chop you’re left with deep, hand-numbing braking bumps to tire you out. Don’t get us wrong, we’re not complaining about these staples of the sport; they’re all part of the fun and challenge of racing MX. All we’re proposing is that if you can go even faster through them or even avoid them in certain circumstances, why not learn how?

So with that we grabbed our buddy Nick Wey, his works RM250, and our camera, and asked Wey to describe to our readers his technique for charging down big hills with even bigger bumps on them. The specific hill we encountered during our photo session with Nick was plenty steep, plenty dry, and plenty rough—just the kind of decline that really allows for a lot of time to be made up when executed perfectly. Remember, downhills like the one pictured involve lots of speed and risk, so take your time perfecting Nick’s techniques before you pin it down the Widowmaker!

On The Edge

“Downhills are always the bumpiest parts of the track, so the most important tip I can offer you is to be smart about your line selection. Study the track in practice and figure out the most common lines that most riders are taking down the hill. These will be the areas that will develop the biggest potholes and stutter bumps, so you want to steer clear of those sections. Instead, look for smoother lines that will still set you up properly for the next corner but are a bit less rough.

“The best place to start looking for these smoother lines is on the far left or far right of the downhill. Most riders tend to stay more towards the middle of the track, which is why these parts get so bumpy so fast. If the corner entrance at the bottom requires that you go through the rough stuff, at least try to pick the smoothest way through, then stick to that line throughout the moto. This way you’ll know where the bike is going to kick so you can stay more consistent and be ready to brace yourself for the impact of the hits.”

Smooth Equals Fast

“When hauling ass down hills, always keep your momentum and don’t make any sudden changes to your speed or direction. If you decide to jam on the brakes or change lines halfway down the hill, gravity will take over and get you into trouble quickly. Instead, be smart and hit the hill at a fast enough speed to still go fast but not be out of control.
“Keep your body positioning neutral on the bike, with the rule being the steeper the hill, the more you keep your weight back towards the rear fender. If you are way up towards the front of the bike, your braking won’t be as effective and you’ll risk going over the bars.

“The last thing to remember about going down steep downhills is to get rid of the beginner’s tendency to drag the back brake. Instead, switch to using more of the front brake’s power. Too much back brake will cause your rear end to slide sideways and swap, plus it’s not as efficient at stopping you as your front brake is. Of course, don’t go locking your front wheel up down a steep hill; use practice and common sense to discover just how much front brake you can apply while still keeping the bike under control. Once you find this sweet spot, you’ll be flying down!”

Tuesday Tip: Uphill Battle — Broc Hepler Explains How To Deal With Momentum-Robbing Uphill Jumps

2004-10-01T20:43:00.000-07:00

Every red-blooded motocross racer loves to catch air on his or her dirt bikes—that’s what half of us bought our bikes for in the first place. But in certain circumstances, jumps aren’t so much fun. The type we’re talking about here are the uphill variety; the kind with no landings that completely rob you of any forward momentum you previously had by preventing your bike’s rear wheel from laying power to the ground while you’re in the air. Of course, once you land things can get even worse when you bounce to the ground, swap sideways, and watch the rest of the pack blaze past while fighting your way to the top of the rise.

What we’re trying to say here is that uphill jumps are tough, especially when you don’t perform them correctly. When used with proper body positioning, however, throttle control and clutch techniques can make all the difference in the world when dealing with these obstacles. When these factors all come together you can actually gain time on your competition up hills rather than lose it.

TWMX recently sat in on a Team Suzuki outdoor test day, and we watched rising star (no pun intended) Broc Hepler do his magic on this steep and choppy hill climb with a nasty single jump laying smack dab in the middle. Although there was an alternate line going around the outside of this particular ramp, Hepler was so adept at soaking the jump up that it was actually faster for him to air it out rather than power around. We’ll let Broc explain his tricks from here…

Make Your Decision

“On this fairly steep uphill, there were two lines. By going inside you had to deal with the single jump, but you saved yourself from hitting all of the huge bumps on the outside, as that was where most riders were going. I not only made the climb a shorter distance, but I also avoided a ton of huge bumps that would wear me out and slow me down by choosing the inside.
“With the decision made, I square off the turn at the bottom and take the straightest, most direct route possible to the top. As I’m powering up the hill, I try my best to pretend that the jump isn’t even there. This particular lip isn’t that steep, so I don’t even have to chop the throttle much on the takeoff. Of course, if the jump you’re trying is bigger or steeper than this you might need to slow down a little before leaving the face to prevent from getting too much air. You’re better off just keeping your speed and momentum off of it rather than trying to slow down in hopes of a smoother landing, ‘cuz you ain’t getting one either way!

Touchdown

“Once in the air, keep your body in a neutral position on the motorcycle. I tend to whip my bike sideways a little off the lip to help scrub some speed, and when I land I always land with the rear wheel first. Not only does this get your power back to the ground sooner rather than later, it also helps prevent your front wheel from washing out on the slick uphill that you’re climbing.
“Another important thing to remember is to always grip the bike as tightly as possible with your knees. You should always do this anyway, but it’s particularly important on an uphill jump like this because your bike is naturally going to want to get squirrelly when landing. I also give the clutch a little stab when I land to get the power back up immediately. Keep all of your movements smooth, use your knees and elbows to help soak up some of the impact, and you’ll be flying up those hills!”

Tuesday Tip: Stand & Deliver

2004-10-01T20:41:00.000-07:00

Have you ever been to a Supercross race and seen your favorite rider railing around a tight, 180-degree bowl turn with both feet on the pegs, wide open and leaning back? Probably not: As with any riding technique in our sport, special track conditions demand specifically tailored methods of riding. In no circumstance is this truer than in deep, soft sand.

While you may have your rear-brake-skid down pat in a hard-packed bowl corner, try using the same routine in a sweeping sand turn and you’ll have a great view of the second-to-last place rider. We hate to break it to you, but when the track gets soft all of the techniques you learned on hard dirt go flying out the window. The problem lies in the fact that pillow-soft sand robs you and your bike of any and all forward momentum you once enjoyed the moment the throttle was chopped. If you’re on a four-stroke, engine braking can magnify the trouble even more.

That’s the bad news; the good news is that with the proper skills you can eliminate this dilemma altogether by keeping your speed and railing around the outside of the turn, in the process making up valuable time on your competition and keeping that precious speed intact. We hooked up with Yamaha of Troy’s outdoor National hero Mike Brown at Southwick, perhaps the most legendary sand circuit in the United States, to find out the right way of manhandling sand berms. If you have ever been frustrated at your momentum loss in soft conditions, read on to find out how the pros deal with sand.

Keep Your Speed

“The biggest problem most riders have in sandy corners is that they don’t keep their momentum up. You can’t be jerky with the throttle or the brakes in sand; everything requires smooth, controlled movements. If you come in hot and brake hard, you’ll lose all of your speed. The problem gets worse the second you try to get back on the gas, because now your engine is struggling to regain its power and traction in the soft dirt.
“In this specific turn, lots of riders either went inside and tried to square off the corner or they went outside and sat down like they would in a hard-packed turn. Both of these techniques are wrong. The correct way is to go outside, lean back, and consistently stay on the gas, using your bike’s power to propel it through.
“You probably think going outside will leave you too vulnerable for a pass from the rider behind you, but remember that sand tracks are different than hard tracks—momentum rules everything here.

Take A Stand

“Perhaps the most important thing of all when negotiating sandy sweepers like this is to remain standing. As the track gets rougher and bumpier, the more chance you have of sticking your front end in a hole and going down. This is why using the power of your legs is so important.
“Grip the bike as hard as you can with your knees. The combination of leaning back, staying upright, and remaining on the gas keeps weight off your front wheel. In sand, as soon as your front end gets buried you begin to have major stability problems.
“While the main emphasis should be on using your legs because they are more powerful than your upper body, don’t ignore your arms’ strength and control. It’s very important to use the handlebars as another means to keep the bike from leaning side-to-side in the turn. As soon as I start to feel my bike leaning over too far in either direction, a quick pull on the bars is all it takes to straighten things out. Be smooth, keep your front end light, and carry your speed through the corner, and you’ll be amazed how much easier sandy corners will become.”

Starting Line-Up for Maxxis U.S. Open Finalized

2004-10-01T20:33:00.000-07:00

AURORA, Ill. (September 30, 2004) - Clear Channel Entertainment’s Motor Sports division announced today the starting line-up for the Maxxis U.S. Open at the MGM Grand Garden Arena in Las Vegas October 8&9. The seventh-annual Maxxis U.S. Open features four classes of racing, including the Alpinestars 250cc, Pro Circuit 125cc, 85cc and the KTM Junior Supercross Challenge (KJSC).

Alpinestars 250cc Class

Chad Reed
Heath Voss
Ricky Carmichael
Kevin Windham
Travis Pastrana
Mike LaRocco
Damon Huffman
Tyler Evans
Ryan Clark
Keith Johnson
Jason Thomas
Isaiah Johnson
Erick Vallejo
Joe Oehlhof
Ernesto Fonseca
Sebastien Tortelli
Jeff Gibson
Kyle Lewis
Nick Wey
Bobby Bonds
Tommy Hofmaster
Josh Hanson
Ted Campbell
Clark Stiles

Pro Circuit 125cc Class

Danny Smith
Kelly Smith
Greg Schnell
Andrew Short
Brett Metcalf
Troy Adams
Davi Millsaps
Josh Summey
Kevin Johnson
Michael Blose
Tiger Lacey
Josh Grant
Thomas Hahn
Josh Demuth
Daton Beavers
Branden Jesseman
Chris Gosselaar
Chris Whitcraft
Juaquim Rodriguez
Billy Laninovich
Vincent Blair
Eric Nye
Matthew Lalloz
Cole Seibler

85cc Class

Dominic Izzi
Trey G. Canard
Blake Wharton
PJ Larsen
Lucas Crespi
Tyler Wharton
Taylor Futrell
Chaz Holladay
Cole Seely
Lowell Spangler
Les Smith
Benjamin Denton
Chase Couture

KJSC Class

Zachary Commans
Bryce Cords
Kinser Endicott
Kyle Webster
Michael Maze
Connor Pearson
Austin Smitley
Tanner Wineland
Hunter Breland
Jacob Eaton
Hunter Brightwell
Logan Dubbs
Joshua Cartwright
JD Elliott
Seth Harnishfeger
Vincent Tormo
Henry Jacobi

About Clear Channel Entertainment:
Clear Channel Entertainment, a leading producer and marketer of live entertainment events is a subsidiary of Clear Channel Communications (NYSE: CCU), a global leader in the away-from-home advertising industry. Clear Channel Entertainment currently owns, operates and/or exclusively books approximately 130 live entertainment venues, including nearly 100 in North America and more than 30 in Europe. In 2003, 69 million people attended approximately 32,000 events promoted and/or produced by the company, including live music events; Broadway, West End and touring theatrical shows; family entertainment shows; museum exhibitions, and specialized sports and motor sports events. In addition, the company’s independently operated athlete representation business, SFX, provides management, marketing and financial consulting services to many of the world’s top professional athletes. Clear Channel Entertainment also provides marketing services through LIVE Channel, a company dedicated to creating and executing live events for companies seeking brand promotion. Clear Channel Entertainment operates throughout North America, Europe, and Australia. More information may be found by visiting www.cc.com and www.clearchannel.com.

About AMA Pro Racing:
AMA Pro Racing is the leading sanctioning body for motorcycle sport in the United States. Its properties include the AMA Supercross Series, the AMA Chevy Trucks U.S. Motocross Championship, the AMA Chevy Trucks U.S. Superbike Championship, the AMA Progressive Insurance U.S. Flat Track Championship and the AMA Red Bull Supermoto Championship. For more information about AMA Pro Racing, visit www.amaproracing.com.

Tuesday Tip: Turning Point

2004-09-30T18:27:00.000-07:00

Most jumps are hard enough on their own, but when you add variables like sharp corners on the takeoff or landing, things are bound to get a little scary, especially on an unfamiliar or new track layout. This is the exact scenario we ran into while riding recently at one of our favorite local tracks, Perris Raceway. To our surprise, the designers of the course had introduced a fairly long third gear step-up/tabletop combination as the finish line jump.

What made the obstacle so tough was not its length or the airtime associated with it, but instead the corner that made its exit literally on the lip of the new jump combo. Don’t mistake us for total rookies; none of us are strangers to seat-bouncing jumps out of bowl turns, but this one was different. The problem lay in the speed required to hit the tricky section. The turn before the lip was a fast one, too fast to allow riders the luxury of sitting down and seat bouncing themselves over.

After a few unsuccessful and frustrating attempts at the gap, being the self-conscious editors that we are it was decided that we just couldn’t show our faces at the local track anymore if we weren’t even clearing the finish line jump. Luckily for us, Team Kawasaki/Chevy trucks rider Michael Byrne showed up just as we were pulling our hair out trying to learn the proper technique to launch over the obstacle. The TWMX staff immediately hit Byrner up for some advice, and the Aussie obliged by sharing his technique and restoring our dignity at the track.

This is what Michael had to say…

Throw Your Weight Around
“This is a tricky little section because it’s such a fast approach—if you want to clear the jump, you need to be able to keep your speed through the preceding corner. Additionally, if you don’t square the turn off enough before hitting the lip, you’ll wind up in the fence next to the jump rather than on the landing because your bike will be thrown sideways into the air.

“I come out of the whoops before the turn, making sure that my composure is restored and that I’m not in a weird position on the bike. Once I know I’m in correct position for the corner, I immediately start angling my bike towards the apex of the turn. As I hit the apex, I try to approach the jump as straight as possible, knowing that the straighter I am on the approach the less I’ll have to turn in the air. To do this, I combine smooth throttle and clutch control with plenty of weight on the outside peg. This is very important to remember because it keeps your bike controlled and allows it to track straight towards the lip. I gradually accelerate to the ramp, knowing that too much throttle will cause me to spin uncontrollably and rob me of my speed, but not enough will keep me from making it all the way to the landing.”

Air Time

“Now that I’ve gotten through the corner with plenty of speed, I hit the ramp with my body in the middle of the bike, my foot still applying pressure to the outside peg to keep the bike balanced. Depending on the track conditions, I make my choice to either sit or stand through the turn, but it’s normally quicker to stand. As I launch into the air I move my weight a little more towards the front, allowing me to suck up some momentum and stay low and fast.
"The bike will want to drift a little sideways in the air because the lip of the jump is so close to the exit of the turn and you’re still completing the corner as you launch upwards, but as long as you make the turn at the apex and are back on the gas off the lip you’ll be fine. Spotting your landing will also help you straighten out. While in the air, stay in the attack position and be aggressive, land on the gas and pass the guy in front of you in the next corner!

2005 Kawasaki KX250

2004-09-30T18:26:00.000-07:00

Kawasaki invited the our testing staff out to Cahuilla Creek MX yesterday to take our first ride aboard the all-new 2005 KX250, and to say that we were quite impressed would quite simply be a massive understatement! Kawasaki’s engineers and R&D staff, which includes James “Bubba” Stewart, have no doubt done their homework… So much so, in fact, that we can all but guarantee great happiness among all two-stroke 250cc pilots who choose the KX250 as their weapon of choice in ‘05.

What’s New…?

…Everything! Kawasaki delivered a brand spankin’ new KX250 out to Cahuilla Creek for the industry press to get their filthy little hands on. From the motor to the chassis, the ’05 KX has taken on fresh new life. Here are some of the most significant of the changes…
In the engine department, Kawasaki engineers totally revamped the basic motor design that’s been common in every KX250 for the last half dozen years or so. They began by creating an all-new Kawasaki Integrated Power Valve System (KIPS), which has been designed to allow power to come on more smoothly, resulting in a more linear powerband, and improved traction. Next, they reduced the cylinder’s forward mounting angle from 10 degrees to five degrees, which allows for the use of a longer exhaust port, further enhancing power across the entire rev range. The cylinder also features a new, enlarged exhaust port, a redesigned intake port, and altered scavenge ports for improved efficiency. The coolant passageways within the cylinder have also been redesigned to help improve…well…cooling, particularly around the exhaust port to prevent heat-induced power fade during longer motos.

In the chassis department, the most significant modification to the steel perimeter frame is a decrease in steering rake from 27 to 26 degrees, which quickens steering response for better cornering performance. The frame’s stiffness balance has also been improved, and a new lower swingarm bracket was put in place to improve ground clearance. The revised frame is also narrower at the footpegs, giving the bike a slimmer feel. Higher footpegs complement the new riding position while also increasing ground clearance. While the design of the aluminum swingarm remains unchanged, the wall thickness of the main spars has been increased for enhanced stability and handling.

In the suspension department, a new set of twin-chamber Kayaba forks, which help to keep oil and air separate for stable damping performance during long motos, decorate the front end of the new KX. On the rear-end, the new UNI-TRAK rear suspension system features redesigned linkage ratios to suit the new frame and swingarm, and also provides a ride height that is 5mm higher. Other ergonomic and detailed changes include a new seat that is flatter and raised 10mm higher for improved rider mobility, a handlebar clamp that is 8mm wider to help prevent handlebar bending, and a quick-adjust clutch adjuster, which seems to have become standard on new bikes these days. The only thing that the new KX250 lacks in stock form is a set of aluminum handlebars.

On The Track…

…The new KX250 is phenomenal! When matched up against the stock 2004 version, there’s simply no comparison at all. The new motor is vibrant and alive, and packs a serious punch throughout the entire power range. The ’04 KX250 wasn’t a total slouch off the bottom, but the ’05 delivers more, and it does so across the board. It revs further in every gear, and where the top-end used to sign off, the new motor keeps on singing. Probably the most impressive thing about the powerband, however, is how useable it is. Thanks to a completely revised chassis and suspension, the KX ranks among one of the best tracking bikes that we can remember to date. The Cahuilla Creek circuit features a number of uphill, high-speed sweeping situations that can often times be tough to navigate. Where some bikes tend to skip, push, and wander to the outside of said terrain, the new KX250 holds an amazingly straight line. In addition, the new, steeper rake angle did in fact improve the cornering and overall handling like the Kawi engineers were hoping. It turns great, and holds a perfect line through rutted corners. The updated suspension is very well balanced, although we did make a few adjustments to the compression clickers to fine-tune the ride. Speaking of balance, a consistent complaint about the KX250 over the years has been that it tends to fly front wheel high. For ’05, unless you sit on the rear fender off jump take offs, KX riders won’t have a balance complaint any longer.
To sum things up… The 2005 KX250 is hands down the best production KX250 that we’ve ever ridden, and there’s absolutely no doubt in our minds that it will be a serious contender come shootout time. Stay tuned for the complete 2005 KX250 bike test in the December issue of TransWorld Motocross.

CR125 and CR250 specs

2004-09-30T13:33:00.000-07:00

CR125R
An all-new 125cc engine makes the 2005 Honda CR125R the most potent two-stroke in its class.

Features & Benefits:

New for 2005

*New crankcase intake tract and six-petal reed valve for more efficient air flow and improved drivability.
*New thicker reed plates for better off-idle response.
*Redesigned cylinder and cylinder head for improved power.
*New crankshaft design for improved performance.
*New piston features single keystone piston ring for improved sealing.
*Revised coolant flow for improved engine cooling and increased engine performance.
*Thicker radiator core (from 24mm to 28mm) improves cooling capacity to handle extra power.
*New RC valve changed from electrical to governor actuation for better sealing and improved power characteristics.
*New carb jetting specifications to match new engine characteristics.
*New shift fork shaft, shift forks and shift drum for improved shifting performance.
*ACG rotor weight increased to improve drivability.
*New KYB fork features new fork damper that separates air and oil for reduced contamination and more consistent fork action.
*New front axle placement for improved fork action and turning.
*New swingarm features a dual-axis, double-taper design with a large cast aluminum cross member that is lighter weight and stronger.
*New rear hub is stronger and lighter.
*New Honda Racing-inspired graphics.

Engine/Drivetrain:

*Liquid-cooled two-stroke single-cylinder engine with 54mm x 54.5mm bore and stroke and 8.6:1 compression ratio.
*Nikasil®-plated cylinder reduces friction and heat to improve overall performance.
*Piston ring groove is anodized for added durability.
*Air-intake boot is shaped for direct airflow and better low-speed engine performance.
*Foam gasket between airbox and air boot for better sealing and airflow management.
*38mm Mikuni TMX carburetor with throttle position sensor (TPS).
*Carbon fiber six-petal reed valve with sub reeds is designed for better top-end and low-end power.
*Exhaust port is reshaped to improve top-end and over-rev power delivery.
*RC-style exhaust valve features an NSR road racing-inspired rotary flap design with electronic control that provides a smooth power transition between low- and mid-range engine speeds. *Redesigned exhaust valve flap features more overlap to minimize exhaust gas leakage between flap and cylinder.
*Exhaust header is designed to improve low-end and over-rev power delivery. The expansion chamber design enhances the engine's power output and delivery.
*A four-pole ACG design produces a high-voltage spark throughout the rpm range with low magnetic drag, thus permitting a freer-revving engine.
*A 16-bit processor in the ignition CPU produces immediate data calculation and extremely accurate ignition timing for the digital ignition.
*Eight clutch plates provide significant surface area to handle the engine's torque. Clutch springs provide a light feel at the lever.
*Dual radiators permit forward engine placement and provide significant cooling capacity.
*Steel water-pump gear and steel kickstarter-shaft collar enhance reliability.
*Primary kickstarting system allows starting in any gear.

Chassis/Suspension:

*CR®125R's third-generation twin-spar aluminum frame features taller swingarm pivot plates and thinner frame spars to create a narrower overall frame cross-section, and is also lighter than the second-generation frame.
*Semi-double-cradle design features a single, large-diameter tapered downtube. Two rugged box-section rails attach to the base of the downtube and support the engine. A forged aluminum steering head provides a compact and extremely durable mount for the frame spars and engine downtube.
*Front and rear wheels feature HRC® works-type lightweight aluminum spoke nipples.
*Front wheel features large-diameter front axle and wide wheel-bearing span for additional rigidity.
*Optional 20-inch front wheel improves cornering traction and rider comfort.
*Rear axle diameter of 25mm and large-diameter bearings provide significant rigidity to withstand torturous track conditions.
*Inverted Kayaba fork features a new twin-chamber design that separates air and oil for reduced contamination and more consistent fork action. Inner surface of fork's outer tubes is honed to retain a thin coating of lubricating oil to reduce friction with fork bushings.
*Pro-Link® single-shock rear suspension system features a fully adjustable Kayaba rear shock with 12.5 inches of travel, separate low-speed (18 positions) and high-speed (two turns) compression damping adjusters, and 30-position rebound damping. The adjusters are located together in a concentric fashion, with a screw inside a nut.
*Compact twin-piston front brake caliper, anodized aluminum brake pistons and lightweight front brake disc reduce unsprung weight for improved turning and handling.
*Lightweight HRC works-type rear brake system.
*Large, 240mm front and rear brake rotors to provide optimum braking control.

Additional Features:

*Frame allows sidecovers to have larger air intake openings, with new inner ducts added to significantly increase airflow in low-rpm range.
*Seat follows the shape of the fuel tank, providing a smooth transition to increase rider mobility and comfort.
*"Non-slip" seat cover for increased rider control.
*Wide, cleated stainless steel footpegs are improved for self-cleaning, corrosion resistance, provide excellent grip and fold for extra ground clearance.
*Cleated rear brake pedal, shift lever and folding shift lever tip are made of lightweight aluminum.
*Adjustable front brake lever for optimum control.
*Quick-adjust clutch perch.
*Aluminum Renthal 971 bend handlebar is rubber-mounted to reduce rider fatigue and improve comfort.
*CR handlebar holders provide three different mounting positions: standard CR125R holder provides a 3mm rearward set and can be rotated 180 degrees to position handlebar 6mm forward. Optional holders (CR250R-type) provide neutral position to match rider preference.
*Works-type handlebar grips add to rider comfort.
*Front disc brake cover helps protect rotor and caliper from damage.
*Removable rear subframe allows easy maintenance.
*Dunlop D742 front and D756 rear tires for optimum traction and cornering.
*Washable, two-stage foam air filter for optimal engine protection and easy maintenance.
*Repackable silencer for maximum performance and minimal noise.
*Stainless steel clutch cable for long life.
*Ownership includes one-year complimentary membership in the Honda Rider's Club of America™ (HRCA®). Benefits include: discounts, travel benefits, roadside assistance for off-road bike transport vehicle while motorcycle is being transported, one year complimentary subscription to Honda Red Rider™ magazine, access to HRCA Clubhouse Web site (www.hrca.honda.com), access online to Honda Common Service Manual. For HRCA details, call 1-800-847-HRCA. For dealers only, please call (310) 783-3958.
Specifications

Model:
CR125R
Engine Type:125cc liquid-cooled single-cylinder two-stroke with RC valve
Bore and Stroke:54mm x 54.5mm
Compression Ratio:8.6:1
Induction:Six-petal crankcase reed-valve
Carburetion:38mm Mikuni TMX with throttle position sensor (TPS)
Ignition:Digital ignition with three-dimensional mapping and electronic advance
Transmission:Close-ratio five-speed
Final Drive:#520 chain; 13T/52T
SuspensionFront: 46mm inverted Kayaba cartridge fork with 18-position rebound and 20-position compression damping adjustability; 12.0 inches travelRear: Pro-Link Kayaba single shock with spring preload, 30-position rebound damping adjustability, and compression damping adjustment separated into low-speed (18 positions) and high-speed (two turns); 12.5 inches travel
BrakesFront: Single 240mm disc with twin-piston caliperRear: Single 240mm disc
TiresFront: 80/100-21Rear: 100/90-19
Wheelbase:57.48 inches
Rake (Caster Angle):25.48°
Trail:101.3mm (3.99 inches)
Seat Height:37.3 inches
Ground Clearance:13.7 inches
Dry Weight:197.0 pounds
Fuel Capacity:2.0 gallons
Color:Red
Consult owner's manual for optional racing parts.

CR250R
A completely new engine design and a host of chassis improvements create a brand-new CR250R--a machine destined to be a winner in 2005.

Features & Benefits

New for 2005
*New cylinder design features RC exhaust valve housed in removable case for improved sealing and performance.
*New precision-cut stainless steel cylinder base gasket and revised port timing for improved bottom-end and mid-range power.
*New cylinder head combustion chamber shape for improved bottom-end and mid-range power.
*New one-piece exhaust valve for improved sealing.
*New piston dome shape for improved intake charge flow.
*New piston features single keystone piston ring for reduced friction and improved sealing.
*New crankshaft design for improved drivability.
*New crankcase with redesigned intake port for smoother air flow and increased journal thickness to decrease crank deflection.
*New six-petal reed valve with narrower profile for stronger bottom-end power.
*New reed valve mounting angle to improve charge flow and top-end power.
*New carburetor settings to match power characteristics of engine.
*New shift fork shaft, shift forks and shift drum for improved shifting performance.
*New ECU mapping and RC valve control settings to match new engine power characteristics.
*New exhaust pipe shape has increased volume for improved low- to mid-range power.
*Thicker radiator core (from 24mm to 28mm) improves cooling capacity to handle extra power.
*New front axle placement for improved fork action and turning.
*New swingarm features a dual-axis, double-taper design with a large cast aluminum cross member that is lighter weight and stronger.
*New rear hub is stronger and lighter.
*New rear shock valving for improved bump absorption
*New Honda Racing-inspired graphics.

Engine/Drivetrain:

*Liquid-cooled two-stroke single-cylinder engine with 66.4mm x 72mm bore and stroke and 8.5:1 compression ratio.
*Air intake boot is shaped for direct airflow, contributing to strong low-speed engine performance.
*Foam gasket between airbox and air boot for better sealing and airflow management.
*Lightweight 38mm flat-slide Mikuni TMX carburetor provides both initial throttle crispness and instant throttle response to complement the engine's power character. Carburetor now has throttle position sensor (TPS) to calibrate timing with exhaust valve for improved power delivery.
*Crankcase reed induction with carbon fiber six -petal reed valve contributes to excellent off-idle throttle response and top-end and over-rev power delivery.
*RC-style exhaust valve features an NSR road racing-inspired rotary flap design with electronic control. The electronic control module uses engine rpm and throttle (TPS) opening to calculate exhaust valve position and signal a DC servo motor to adjust the RC valve, providing both a smooth transition from low- to mid-range rpm and a broader torque curve.
*Exhaust header and expansion chamber are designed to maximize top-end power delivery.
*A 16-bit CPU incorporates both the DC capacitive discharge ignition and exhaust valve servo control, producing immediate data calculation and extremely accurate ignition and exhaust valve timing for maximum performance.
*Dual radiators permit forward engine placement and provide significant cooling capacity.
*Steel water-pump gear for excellent reliability.
*Eight clutch plates provide significant surface area to handle the engine's torque while carefully matched clutch springs provide a light feel at the lever.
*Clutch damper design improves rear suspension feel and action while accelerating over bumps.
*Lightweight magnesium clutch cover.
*Durable five-speed close-ratio transmission offers consistent performance in demanding conditions.
*Primary kickstarting system allows starting in any gear.

Chassis/Suspension:

*Revised suspension settings deliver more controlled suspension action along with a plusher ride.
*Third-generation twin-spar aluminum frame delivers superior rider comfort and maneuverability.
*Semi-double-cradle design features a single large-diameter, tapered downtube. Two rugged box-section rails attach to the base of the downtube and support the engine. A forged aluminum steering head provides a compact and extremely durable mount for the frame spars and engine downtube.
*Swingarm features a dual-axis, double-taper design with a large cast aluminum cross-member.
*Front and rear wheels feature HRC® works-type lightweight aluminum spoke nipples to help reduce unsprung weight.
*Front wheel features large-diameter front axle and wide wheel-bearing span for additional rigidity.
*Optional 20-inch front wheel improves cornering traction and rider comfort.
*Rear axle diameter of 25mm and large-diameter bearings provide significant rigidity to withstand torturous track conditions.
*Lightweight, 47mm inverted Showa® twin-chamber cartridge fork with aluminum rods features 12.4 inches of travel, 16-position rebound damping adjustability and 16-position compression damping adjustability. The inner surface of the front fork outer-tubes receives the same honing treatment as works bikes for low-friction operation.
*Pro-Link® single-shock rear suspension features a fully adjustable Showa rear damper and12.6 inches of wheel travel, separate low-speed (13 positions) and high-speed (3.5 turns) compression damping adjusters, and 17-position rebound damping.
*Rear shock's damper piston diameter is 50mm for consistent performance under demanding riding conditions.
*Compact twin-piston front brake caliper, anodized aluminum brake pistons and lightweight front brake disc reduce unsprung weight for improved turning and handling.
*HRC works-type rear brake system integrates the rear master cylinder and fluid reservoir, eliminating the rear master cylinder reservoir and hose.
*Large, 240mm front and rear brake rotors provide optimum braking control.

Additional Features:

*Aluminum Renthal 971 bend handlebar.
*Frame design allows sidecovers to have larger air intake ducts, contributing to significant airflow in the mid- and upper-rpm ranges.
*Carefully developed ergonomics position the rider's legs at the narrowest cross-section of the frame for improved comfort while maintaining excellent handling feel.
*Brake pedal and shift lever are designed to complement the riding position.
*Brake pedal features optimized ratio to match integrated rear-brake master cylinder design.
*Seat cushion follows the shape of the fuel tank, providing a smooth transition to increase rider mobility and comfort.
*"Non-slip" seat cover for increased rider control.
*Wide, cleated stainless steel footpegs are improved for self-cleaning, corrosion resistance, provide excellent grip and fold for extra ground clearance.
*Cleated rear brake pedal, shift lever and folding shift lever tip are made of lightweight aluminum.
*Adjustable front brake lever for maximum control.
*Quick-adjust clutch perch.
*Dunlop D742 front and D756 rear tires for optimum traction and cornering.
*CR handlebar holders provide three different mounting positions: standard CR®250R holder provides neutral position and optional holder (CRF®450R/CR125R/CRF250R-type) provides +/-3mm fore or aft position to match rider preference.
*Works-type handlebar grips add to rider comfort.
*Front disc brake cover helps protect rotor and caliper from damage.
*Removable rear subframe allows easy maintenance.
*Washable, two-stage foam air filter for optimal engine protection and easy maintenance.
*Repackable silencer for maximum performance and minimal noise.
*Comfortable, durable controls and high-quality fasteners.
*Stainless steel clutch cable for long life.
*Ownership includes one-year complimentary membership in the Honda Rider's Club of America™ (HRCA®). Benefits include: discounts, travel benefits, roadside assistance for off-road bike transport vehicle while motorcycle is being transported, one year complimentary subscription to Honda Red Rider™ magazine, access to HRCA Clubhouse Web site (www.hrca.honda.com), access online to Honda Common Service Manual. For HRCA details, call 1-800-847-HRCA. For dealers only, please call (310) 783-3958.

Specifications:

Model:CR250R
Engine Type:249cc liquid-cooled single-cylinder two-stroke with electronically controlled RC valve
Bore and Stroke:66.4mm x 72mm
Compression Ratio:8.5:1
Induction:Six-petal crankcase reed-valve
Carburetion:38mm Mikuni TMX flat-slide with throttle position sensor (TPS)
Ignition:CD with three-dimensional mapping and electronic advance
Transmission:Close-ratio five-speed
Final Drive:#520 chain; 13T/48T
SuspensionFront: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travelRear: Pro-Link Showa single shock with spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.6 inches travel
BrakesFront: Single 240mm disc with twin-piston caliperRear: Single 240mm disc
TiresFront: 80/100-21Rear: 110/90-19
Wheelbase:58.3 inches
Rake (Caster Angle):26.50 °
Trail:109.8mm (4.32 inches)
Seat Height:37.1 inches
Ground Clearance:13.3 inches
Dry Weight:213 pounds
Fuel Capacity:2.0 gallons
Color:Red

2005 Kawasaki KX250F

2004-09-30T13:32:00.000-07:00

Our friends at Kawasaki delivered their new 2005 KX250F to the testing staff last week at Cahuilla Creek MX for our inaugural ’05 ride, and every tester on hand agreed that the little green thumper is not only back, but even better than before for its round two season.
The launch of Kawasaki’s 250cc four-stroke MXer came last year with the release of their joint-effort machine. Teamed with Suzuki, the two companies produce one machine utilizing the technologies of both companies. The result, although the bikes tied for third in our 250cc shootout, was a very solid, highly competitive first-year bike. Why the third place ranking? Our testers simply agreed that the other two offerings in the class were slightly better in stock form. Does this mean the KX250F and/or RM-Z250 were bad bikes? Heck no! They’re great bikes, and Ivan Tedesco proved it as he rode his Pro Circuit Kawasaki-backed version to the 125cc West Supercross championship, decimating one of the most elite 125cc fields that in history along the way. Sure… Ivan’s a great rider, but his performance proves that with a few minor tweaks and some personal set-up changes, just about every bike that we test is good enough to win races. For 2005, minor tweaks are exactly what Kawasaki focused on to make their KX250F even better than before.

The changes made to the ’05 machine appear minor on paper, but the performance advantages on the track were plenty noticeable. The most significant changes were made in the motor department. The ’04 KXF offered a well-rounded powerband that was easy to ride, but it just lacked that special punch to separate it from the rest of the pack. For ’05, revised intake and exhaust ports featuring extended center ribs have vastly improved the bottom-end hit. Out of corners, particularly when a good drive is needed to clear obstacles, is where KXF riders will enjoy the beefier power and improved response down low. In addition, revised timing and a new “Lost Spark Control” in the ignition have improved top-end power and over-rev. On the track, the power up top is improved, it pulls farther than the ’04 machine, and it no longer abruptly cuts out when the rev-limiter is activated.

Other improvements made to the 2005 machine include 40mm longer radiators to improve cooling efficiency, a new 19-strand throttle cable for better response and reduced rider fatigue, new clutch friction plates and shot-peened third and fourth input gears for better durability, increased steering head wall thickness for better handling, new, wider footpegs, a quick-adjust clutch perch, and taller, more durable seat foam.The improvements made to the new KX250F were welcomed by all of our test riders. The solid-handling, great-cornering bike from last year has retained all of its best qualities, but has gained in the power department where it needed help the most. The KXF is a very predictable, easy to ride bike that only needed a few tweaks in ’04 to make it competitive on the track. Are the ’05 production changes enough to elevate its ranking in TWMX’s 2005 250cc four-stroke shootout? Only time will tell. We can tell you for sure, however, that the Kawasaki KX250F is a great bike, and a helluva goodtime to ride!

2005 Honda CRF450

2004-09-30T13:31:00.000-07:00

If you’ve been sitting patiently by your computer awaiting the first riding impression of the 2005 Honda CRF450R, the anticipation is finally over. We took delivery of our ’05 CRF test unit Monday at Gorman and we’re happy to report that the bike is dynamite!

We’ll be the first to admit that Honda started off with a near-perfect bike in their 2004 TWMX 450cc shootout winner, so naturally they had some major work cut out for them to make any noticeable improvements to their 2005 model. Of course with Honda being Honda, however, the bike boasts tons of major changes in ‘05, all of which add up to make the best CRF ever, bar none.

With an already potent yet manageable engine, the changes made for 2005 centered mostly on refining the bike’s handling and weight. The engineers somehow managed to shave off another 3.5 pounds this year, and the good news is that most of it was “useful” weight, meaning that extremity parts like the hubs and swingarm were substantially lightened.

The fourth-generation, twin-spar aluminum frame is also one of the big changes to the ’05, and combined with the weight reduction and new CRF250R-inspired radiator/shroud combo, the 2005 looks and feels more like a 250cc thumper than it does a big-bore, full-size class entrant. The new frame has also been redesigned with better turning in mind, and the ’05 CRF features a reduced front fork offset. In the past this has been a popular aftermarket modification that many riders made to previous model years using parts like triple clamps and linkage rods to alter the steering.

Reduced weight, an already killer powerplant, and much better turning manners have all added up to make the CRF an absolute blast to ride. Our bone-stock test unit gobbled up the soft, loamy Gorman dirt with ease, and just as suspected the motor was to every test rider’s liking. Put the bike in third and gas it—it’s just that simple. No flat spots were found anywhere in the powerband, and each test rider commented on how effortless the mighty CRF was to pilot around the track.

We knew to expect a strong motor, but what we didn’t expect was such tremendous handling from the CRF. Not that there were ever major issues with the red thumper’s cornering habits in the past (save for the first year, when it had a tendency to push in tight turns), but the ’05 blows all past models away. Tight inside lines are just as easy to hug aboard the CRF as fast, outside sweepers are to rail around.

As for the suspension, the track didn’t quite get rough enough for us to do much evaluation, so we’ll have to wait until we have the opportunity to try the bike out in different conditions before commenting on fork and shock action.With major changes to the frame, lighter weight and an already exciting motor, the 2005 Honda CRF could very well be the best stock motorcycle ever produced; it’s that good. Everything that Honda set out to do in 2005 they have accomplished, and the result is a 450 that is nearly flawless. Still, with heavy competition coming in the form of existing 450cc manufacturers as well as new entrants to the class this year, we’re far from declaring the CRF a shootout winner just yet!

2005 Suzuki RM125

2004-09-30T13:30:00.000-07:00

Suzuki invited the testing crew out to Cahuilla Creek today to debut their 2005 RM125, and we gladly accepted the invitation. The 2004 version swept through our 125cc shootout and almost unanimously took the Bike of the Year honors in its class. For 2005, Suzuki technicians changed very little with the bike, but as the top performer last year, we don’t mind a bit.

Last year, the RM125 was one of the easiest bikes to hop on and spin fast laps. Its ergonomics seemed to agree well with most who rode it, and its stellar handling complimented a very strong motor, making it the clear-cut winner. Lightweight, nimble, and controllable, the RM125 was simply easier to ride faster than any other bike.

With that in mind, the engineers at Suzuki made only minor tweaks to their two-stroke tiddler to further refine an already great package. Among the notable changes for ’05 are a redesigned cylinder head for more stable combustion, revised exhaust port timing for better response off the bottom, a new crankshaft for better wheel traction, an updated swingarm for better tracking, footpegs that have been moved back 10mm for a more optimal center of gravity, front fork and rear shock refinements for plusher handling, and a pair of brand-new aluminum handlebars replace the old steel units.

On the track, the new RM still feels great. For the majority of testers, the RM has a welcoming rider compartment that makes adjustment to the bike a snap. Cornering on the RM is a blast. Whether you choose to relax into your favorite turn or stuff it in with aggression, the Suzuki does either with ease. The suspension and overall handling still feels plush and well balanced, and the motor is as strong, if not stronger, than ever. Is it powerful enough to compete with the 250cc four-strokes that are now so prevalent at the track? That remains to be seen… But we do know that our 185 lb. intermediate tester was able to pull fourth gear up the long, rough Cahuilla Creek uphill. Not bad!

The reigning champ of our 125cc two-stroke shootout is better than ever, but only time will tell if its minor refinements are good enough to keep it on top. Stay tuned for a full bike test, as well as our 125cc shootout in a later issue of TransWorld Motocross magazine. For now, click on the video link on the top right-hand side of this page to see Brian Minter and the 2005 RM125 in action.

2005 Yamaha YZF450

2004-09-30T13:29:00.000-07:00

Fans of Yamaha's popular YZF450 have plenty of reason to celebrate the 2005 model release, because just about every significant problem that has plagued the thumper over the past few years has been addressed, improved and updated in ’05.

We took delivery of our 2005 test unit at the world famous Cahuilla Creek MX track in Anza, California, on a surprisingly cool summer day in So Cal (it was only just above 90 degrees). With the track in tip-top shape and a bike full of impressive changes, we spent the entire day putting the new YZF through its paces on the sandy uphills of Cahuilla Creek in order to see just how much better it is than its predecessor.

At first glance, the 2005 YZF appears almost completely unchanged (save for the Renthal handlebars and titanium footpegs). The major refinements took place inside the beast, and let us be the first to tell you that in a word the ’05 YZ450F is better.

The biggest complaint about past YZF efforts lied in the power. Not that there hasn’t been enough; in fact, it was just the opposite. An abrupt, arm-jerking powerband has hampered the rideability of the big blue thumper for the past few years. To put it simply, the power delivery was just too much for most riders to handle.

In order to combat the pipey, almost rude power Yamaha made changes to the cylinder head, carburetion, airbox/intake tract and ignition mapping when redesigning the YZF. Don’t get the wrong idea though; the idea wasn’t to actually slow the bike down, just to make its girthy power more easily and effectively put to the ground.

We’ll get right down to it; Yamaha hit their bull’s-eye in ‘05! Every test rider that threw a leg over the 2005 YZF was immediately impressed with the new, easier-to-ride powerband. The bike is far from slow, it’s just that the power is much more pleasant and easier to use than in 2004. The new Yamy delivers its tremendous torque and heavy horsepower with a smooth, transitioned curve that always has plenty on tap when you need it. The YZF sang up the long and sandy Cahuilla hills with ease.

In the suspension department, Yamaha’s all-new 48mm Kayaba features special valving that completely separates the air from the oil. Overall, the new fork is much improved from last year’s version and offered great performance, although at times we experienced some harshness in the handlebars, especially in downhill braking situations

Boasting a smoother power delivery, slick titanium footpegs and major fork and shock improvements, the YZF is indeed improved in 2005. Although it still suffers slightly from a steel frame and the inherent handling issues that come along with it, Yamaha really did do their homework and answer the call of consumers who demanded a more rideable bike.

Race Results (Steel City)

2004-09-30T13:17:00.000-07:00

For the first time in years, Steel City and the folks of Delmont, PA, did not play host to the AMA National Motocross series finale. Those honors are being held next weekend at the Glen Helen National in Southern California. Regardless, this weekend’s “second to last” round at Steel City drew plenty of media attention as a number of exciting events were scheduled to unfold, and unfold they did…
Ricky Carmichael captured his record 11th National title with yet another dominant 1-1 performance; James Stewart surpassed Ricky as the winningest 125cc pilot of all time (27 wins) with his own dominant 1-1 spanking; Jeremy McGrath made his National motocross return, and the youngster, Mike Alessi, whose controversial and cocky leap into professional racing has lit up motocross chat rooms and message boards across the country, backed up the “hype” at Steel City.

Here’s how the motos went down…

125cc Moto One
Pro Circuit Kawasaki’s Matt Walker grabbed the holeshot and early lead, but that only lasted a little over a lap before Bubba took it over. Walker hung onto the back of Stewart for a few laps and the two pulled a nice-sized lead over third place, and hometown boy, Broc Hepler. Bubba eventually pulled away from Walker, but “The Stalker” rode a great race to hang on for second place with a comfortable margin over Hepler in third. Behind Hepler, Amsoil/Chaparral/Honda rider’s Ryan Mills and Chris Gosselaar battled it out for almost the entire moto with Mills eventually getting the upper hand, finishing in fourth.

250cc Moto One
The holeshot in 250cc moto one went to Kyle Lewis, but the big story on lap one was a pileup that resulted from a Chad Reed, Joaquim Rodrigues tangle up just a few turns into the race. Also caught in the mess was McGrath, Alessi, and Nick Wey. After getting untangled, MC struggled to get it going in the rest of the moto after a second crash spoiled the ground he’d already made up. Jeremy eventually ended the moto in 15th place. Alessi, on the other hand, charged through the pack like a seasoned veteran and made his way up to fifth place by motos end. Not bad! Meanwhile, up front RC took the lead over from Lewis on lap one, checked out, and never looked back. Behind RC came Kevin Windham, David Vuillemin, and Sebastian Tortelli. RC’s moto win locked up his 11th AMA National title.

125cc Moto Two
In 125cc moto two, Chris Gosselaar continued his streak of great starts with the holeshot, but he was tracked down and passed by Bubba, who started the moto in about tenth place, at the beginning of lap number two. James rode on to another convincing moto win and subsequent overall victory, making him the winningest 125cc rider of all time. Behind Bubba when the checkers waved was Mike Brown, Troy Adams, Gosselaar, and Broc Hepler. Hepler’s fifth place effort, which gave him second overall on the day, was one of the most impressive rides we’ve seen in some time, as he came from nearly dead last on lap one to do it.

250cc Moto Two
RC grabbed the holeshot to start moto two with Reed close in tow. The two almost immediately pulled out a fairly sizable lead, and neither of them faced a challenge the rest of the moto. Reed hung tough for a few laps, but Ricky slowly inched away. Behind them, Mike Alessi proved that he belongs riding with the big boys as he held onto third place for a few laps before giving it up to K-Dub, but once in fourth he rode strong and finished the moto well ahead of fifth place Nick Wey. Alessi’s 5-4 moto scores were good enough for a very impressive third place. A 250cc podium in only his second National event… Apparently the “hype” is for real. McGrath started moto two in much better shape than he did in moto one, but he was forced to pull of the track, ending his day early, because of a problem with the exhaust system on his factory Honda CRF450R. MC’s 15th place finish in moto one, however, scored him the points needed to hold onto that big number two for another year.

Results:125 Overall
James Stewart (Kaw)
Broc Hepler (Suz)
Troy Adams (Kaw)
Chris Gosselaar (Hon)
Matt Walker (Kaw)
Ivan Tedesco (Kaw)
Danny Smith (Yam)
Ryan Mills (Hon)
Greg Schnell (Hon)
Mike Brown (Yam)

250 Overall
Ricky Carmichael (Hon)
Kevin Windham (Hon)
Mike Alessi (Hon)
Sebastien Tortelli (Suz)
Ernesto Fonseca (Hon)
Chad Reed (Yam)
Nick Wey (Suz)
Michael Byrne (Kaw)
Heath Voss (Yam)
Kyle Lewis (Hon)

Race Results (Binghamton)

2004-09-30T13:16:00.000-07:00

James Stewart clinched the 2004 AMA/Chevrolet 125cc National Championship with only five motos left to go. And that’s with one DNF on his record. In the process, Bubba tied his Fox compatriot Ricky Carmichael's career AMA 125 National win total at 26.
In the premier class, Carmichael once again thoroughly dominated his competition, leading every single lap of both motos and keeping his second perfect season alive with only four motos left to run.

125cc Moto One
Mike Brown grabbed his third holeshot in a row in moto one, and Stewart immediately attempted a pass, only to come together with the Yamaha rider. Brown took exception to the contact and proceeded to knock Stewart down only a couple of turns later.
Brown led the first three laps over first Chris Gosselaar, then Broc Hepler, then Stewart. Stewart made his way back by on lap four and took off, eventually winning by just over 16 seconds over Hepler, Brown, Davi Millsaps, Ivan Tedesco and Gosselaar.

250cc Moto One
Craig Anderson grabbed the moto-one holeshot over RC and Joaquim Rodrigues, but RC and J-Rod moved into the first two spots before the second turn. Kevin Windham and Chad Reed both moved by Rodrigues on the first lap, but Carmichael was gone in just a couple of laps, eventually winning by over 26 seconds.
Reed chased Windham down late in the moto to finish second, while Windham held on for third. Rodrigues held off Sebastien Tortelli from lap one until lap 11, at which point Rodrigues had actually pulled away from Tortelli, but then fell in the left-hander after the finish. He got up for fifth behind Tortelli.

125cc Moto Two
Gosselaar grabbed the moto-two holeshot over Troy Adams, Danny Smith, Millsaps, and the rest of the pack. Bubba was mired in the pack, but he was in the lead as the riders crossed the line to complete lap one. He went on to win by nearly 44 seconds over Millsaps, Hepler, Adams and Matt Walker.
Stewart obviously took the overall, over Hepler, Millsaps, Brown and Adams.

250cc Moto Two
Anderson again led the pack in turn one with Rodrigues, Carmichael and Reed in tow. Carmichael again quickly took over the point over Reed and Rodrigues, who was busy with Fonseca all over his back wheel. Windham went down hard late on lap one, and despite a pit stop, he still recovered for 12th.
Carmichael eventually took the win by 26.2 seconds over Reed. Rodrigues fell in the same corner as he did in moto one and picked himself up in eighth, but repassed Hamblin late in the race for seventh, and fifth overall.
Reed was second overall, with Tortelli third and Fonseca fourth.

125cc Overall Results:
James Stewart, 1-1
Broc Hepler, 2-3
Davi Millsaps, 4-2
Mike Brown, 3-7
Troy Adams, 8-4
Ivan Tedesco, 5-8
Chris Gosselaar, 6-9
Greg Schnell, 7-10
Matt Walker, 13-5
Danny Smith, 14-6

250cc Overall Results:
Ricky Carmichael, 1-1
Chad Reed, 2-2
Sebastien Tortelli, 4-4
Ernesto Fonseca, 7-3
Joaquim Rodrigues, 5-7
Kevin Windham, 3-12
Sean Hamblin, 6-8
Nick Wey, 9-6
Heath Voss, 8-9
David Vuillemin, 15-5

Race Results (Millville)

2004-09-30T13:12:00.000-07:00

The top AMA National riders are universally sick of the hype. Mike Alessi was the story coming into Millville, and it didn’t matter if the hype was well-founded or not; the media was out in force because it’s a great story either way you look at it.
The real stars of the day were the same stars of every National run so far this year: James Stewart and Ricky Carmichael. Both utterly dominated the competition yet again, while The Rookie failed to score a single point on the day.

125cc Moto One
Mike Brown grabbed the holeshot to start the first 125cc moto, but before the conclusion of the first lap, Stewart had already taken over the lead, and he checked out. Matt Walker relegated Brown to third on lap two, and then Broc Hepler dropped him to fourth only a lap or two later. Brown eventually pulled off.
On lap 6 of 15, Hepler made his way around Walker for second and finished all alone over third-placed Walker, Nathan Ramsey and Troy Adams.

250cc Moto One
Chad Reed exploded out of the gate to a huge holeshot in moto one over Craig Anderson, Kyle Lewis, Joaquim Rodrigues, Justin Buckelew, Nick Wey and company, but even though Carmichael rounded turn one around 12th, he finished the first lap in second – albeit a ways behind Reed.
By the end of lap two, though, RC was right behind Reed, and he went to work on his rival. Carmichael went by in the whoops on lap 4 and took off, eventually winning over Reed, David Vuillemin, Sebastien Tortelli and Kevin Windham.
Alessi finished a lap down in 27th after T-boning Sean Hamblin early on lap one, and then falling again in the whoops later in the race.

125cc Moto Two
Brown grabbed yet another holeshot in the second moto over Ramsey, Kelly Smith, Chris Gosselaar, Greg Schnell, Adams, Hepler and Walker. Once again, Stewart moved to the lead early on the opening lap and set sail, while Hepler rounded lap one in third, just behind Brown.
Hepler fell on lap two, just after taking over the second spot, and remounted 6th, but on lap 8, he caught Walker and Brown, who were battling over the second spot, and he proceeded to pass both of them at the same time in the infamous Millville whoops to take over the runner-up spot, which he would keep to the finish.
Brown hung on for third over Davi Millsaps, Ramsey and Walker.

250cc Moto Two
Reed grabbed the moto-two holeshot again – completing a Yamaha holeshot sweep for the day – but gave way to Carmichael (who rounded turn one just outside the top five) before the completion of the first lap. On lap three, Reed went down while running second on the backside of an uphill jump, and as he struggled to start his YZ450F, Hamblin came over and ran into Reed going full-tilt on his RM250, sending both riders to the ground in a heap. Both seemed to be okay, although battered, and they both dropped out of the race.
Carmichael ended up winning by 17 seconds over Windham, Tortelli, Vuillemin and Fonseca, who had Rodrigues right on his tail at the finish.
Alessi started inside the top five, and was running seventh for some time before his bike quit with two laps to go as Michael Byrne was bearing down on him. He DNF’d moto two.

125cc Overall Results:
James Stewart, 1-1
Broc Hepler, 2-2
Matt Walker, 3-6
Nathan Ramsey, 4-5
Ryan Mills, 6-10
Troy Adams, 5-13
Ivan Tedesco, 9-12
Mike Brown, 31-3
Davi Millsaps, 37-4
Danny Smith, 38-7

250cc Overall Results:
Ricky Carmichael, 1-1
Kevin Windham, 5-2
Sebastien Tortelli, 4-3
David Vuillemin, 3-4
Ernesto Fonseca, 7-5
Nick Wey, 6-8
Joaquim Rodrigues, 10-6
Michael Byrne, 9-7
Heath Voss, 8-9
Chad Reed, 2-35