Motocross Action Magazine app

Posted: December 2, 2013 in Uncategorized

This is another app similiar to the Ama one I posted about recently that is available for Apple IOS users. As I do not use an apple device I was not able to use the app myself to see if it is any good but from reviews it seems to be pretty decent. It gives all the latest news from thr around the Mx world but it also gives tips on how to set up nearly every model of bike and gives riding tips and techniques. It also provides coverage of races from around the worlds and links to other important Mx websites. This app is not free, costing 8.99 for 12 months but this is not suprising considering its Apple.

iPhone Screenshot 1


Advances in Motocross Technology

Posted: December 2, 2013 in Uncategorized

Heres an interesting article on the most important advances in Motocross technology over the past few years

Ryan Villopotto documentary

Posted: November 20, 2013 in Uncategorized

Watched this the other day.. Definitely worth the watch.. Its in two parts on youtube

Ama Motocross App

Posted: November 20, 2013 in Uncategorized

I downloaded Ama’a Motocross 24/7 app today from the Google Play Store. Its a very handy app for those looking to keep up with latest motocross news and events, and follow the champsionships as they happen. It features daily updates on Twitter and Youtube. The app is available on both Android and IOS devices. The app is not yet available on the windows platform but there is no surprise there really.It  seems to be getting very positive reviews. The layout is very simple and easy to follow and so fat there doesnt appear to be any bugs such as freezing or crashing. A must have for any mx fan in my opinion.


Double back flip

Posted: November 12, 2013 in Uncategorized

Heres a link to possible the greatest moment in Freestyle Motocross to date:


Travis Pastrana

Posted: November 12, 2013 in Uncategorized

Anyone who is even remotely interested in motocross or even bikes in general will know this name. Quite possibly the biggest legend to ever drive on two wheels. He was the first man ever to succesfully land a double back flip at the X games 2006 and he is also the inventor the the trick : TP7 where he basically does 2 360 rotations of a 200 pound bike in the air.  His first attempt at this was at X Games 2011 where he crashed and broke his right leg and ankle, adding to an alreay long list of injuries including a dislocated spine, he has torn his ACL, PCL, LCL, MCL and meniscus in his left knee, broken his tibia and fibula, he’s had surgery on his left wrist twice, left thumb once, two surgeries on his back, one on his right elbow, nine on his left knee, six on the right knee, one shoulder surgery which left him with the only piece of metal he has in his body.

KTM reviews

Posted: November 7, 2013 in Uncategorized




Posted: November 6, 2013 in Uncategorized

Whilst not as popular anymore as the 4 stroke, the 2 stroke mx bike seems to be gaining popularity again in 2013. Manufacturers inlcuding KTM, Yamaha and Tm are stil making 2 stroke bikes in both 250 and 125 cc engine size. 2 strokes, in my opinion, were always a more fun bike to ride. Theres no better feeling than when a powerband kicks in and your on the back wheel holding on for dear life. Not only that, but they are also cheaper to run and maintain compared to 4 strokes which would cost a small mortage to rebuild if the engine blows. This is due to the simple engine design of the 2 stroke engine, which reduces the amount of parts such as valves and nearly doubles the power.

2 stroke

2014 crf 250 review by Dirtrider

Posted: October 30, 2013 in Uncategorized

2014 Honda CRF250R Web Test

Big Red’s Mid-Sized Steed


Friday, September 6, 2013

By Sean Klinger and Kris Keefer
Photos by Drew Ruiz

2014 CRF250R

2014 Honda CRF250R

With Eli Tomac piloting a ’13 Honda CRF250R to an AMA National Championship, there is no doubt that Big Red’s quarter liter thumper was created with a winning combination. Yet in the fickle world of professional motocross racing, especially in the 250F class, things can change rapidly and a small tweak here and a little change there can mean the difference between sweet victory and crushing defeat.

For 2014, Honda decided not to rely on small changes but rather look to the 250F’s bigger brother for inspiration and take many of the major changes the CRF450R received for 2013 and apply them to the 2014 CRF250R. Starting with the obvious, the 250F’s frame geometry has changed reflecting the last year’s 450R frame changes. These changes are to lower the bike’s center of gravity and improve the handling with a new framespar/headtube junction. Next, the radiators have been lowered to increase mass centralization and help create a lighter, more maneuverable feel. Also, the CRF250R has new debris-shielding footpeg mounts. Basically, this is a small extension of plastic that covers the footpeg hinge to keep malicious rocks and mud from accumulating.

2014 Honda CRF250R dual exhaust

Another glaring change is a return of a dual-muffler exhaust system which originally graced the ’06-’09 year models of the CRF250R. According to Honda the original twin-muffler design was focused on improving handling and balance, yet was abandoned in 2010 since that year’s frame was new and a single sided exhaust better complemented the new frame. This year’s muffler configuration is again aimed at balance but also has more to do with meeting sound regulations (producing 94 dB.) and engine performance gains.
In a practical application, we felt that the bike handled better than the 2013 model and direction change is also improved with the 2014 CRF. You can get into a rut easier and if you want to turn down early from a berm, it is done better with the new chassis. Straight-line stability hasn’t been sacrificed with this newfound carving ability.

Next, you’ll notice new plastics and these are also shared with the Honda’s 450, as well as the 1.66-gallon gas tank (up from 1.5 gallons), air box, and subframe. And they are not just similar, they are exactly the same. The heart of the red beast has the same engine architecture as last year’s model, yet boasts a new cylinder head, new piston and higher compression ratio. Honda engineers said that these changes were really focused on bottom-end hit, claiming that the ’14 CRF250R is noticeably snappier. To complement the powerplant changes, the EFI has a new Dual-Timing PGM-FI fuel injection system that is still a single injector, yet splits the squirt of fuel into two pulses. The amount of fuel used is the same as well as the amount of time that the fuel is being injected, but the first pulse is right before the valve opens which cools down the intake valve slightly. A change in engine character isn’t necessarily noticed on the dyno, but is aimed at bettering engine response and making for a crisper jetted machine.

Immediately, we could tell that the 2014 model had better throttle response and more torque out of corners. It pulls harder than the 2013 in second gear and will get you out of loamy berms or tight ruts in a hurry. This is where our smile started to turn upside down. Mid range and top end seemed flatter than the 2013. Shifting into third gear, the bike felt like it didn’t pull as hard or as long as its older brother. Shifting into fourth gear also felt like it wouldn’t pull as quite as hard unless you had your finger on the clutch to help it along. If you’re precise with your shifting the 2014 feels similar to last year’s bike. The window of error just happens to be a little smaller through the middle and top end.

2014 Honda CRF250R turning

The front suspenders haven’t changed externally, retaining the same 48mm Showa cartridge fork, yet internal valving changes were made to complement the new frame characteristics. In the rear, the shock is mounted 14mm lower than the 2013’s to further mass centralization. This also creates a flatter linkage ratio that shouldn’t have any effect on handling, just something Honda had to do because of the lower shock. The 250R still uses a Honda Progressive Steering Damper (HPSD) but this isn’t noticed too much on a motocross track.

2014 Honda CRF250R jump

The suspension felt similar to the 2013. It is comfortable and predictable, but soft. The front fork seemed to dive under hard braking. It also bottomed out going up steep jump faces. We stiffened the compression more than a few clicks and this helped bring the front end up along with stiffening the high-speed compression on the shock. Once this setting was achieved the bike had better balance coming into corners and up jump faces. The track wasn’t too rough on this day so we will continue to ride the 2014 CRF250R at a combination of rough Southern California tracks to see if we have the same opinion.

Overall, the 2014 CRF250R continues i’s pedigree as a potent and crowd-pleasing race bike. Receiving many of the recent changes that are found on its bigger brother, only time will tell if these hand-me-downs translate into a blessing or a curse. Be sure to keep an eye out for the full test in the December issue of Dirt Rider and for the CRF250R’s appearance in the Dirt Rider 250F MX Shootout.

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Bike trouble

Posted: October 30, 2013 in Uncategorized

I was hoping I would get a chance to get out on my bike over the midterm but unfortunately when I went out to take it out of the garage and bring it for a spin I remember it was broke. The gear lever had sheared off for about the 10th time this year and I didnt have a spare lying around. Those aluminium levers, although nice and light, are rubbish in my opinion. Either that or its my heavy foot that causes the problem. Ill have to make a trip to the local shop soon to buy another dozen off them so the bike is ready for Christmas. Very expensive hobby this is.