MXA’S WEEKEND NEWS ROUND-UP: WINTER TRAINING, BUBBA’S BIKE & WHERE TO BE
• WINTER IS COMING! TEN THINGS YOU NEED TO KNOW ABOUT STARTING A TRAINING REGIME
(1) Recovery. Every training program must include rest days to ensure your body is not overtrained. Many young, motivated athletes believe that the more they train, the better shape they will be in. You can only train that way for so long, then your body starts to break down and your immune system weakens. Resting doesn’t mean sitting on the couch all day, though. “Active recovery” is something that helps your body flush out toxins. Thirty minutes on a bike or elliptical (at a low heart rate) is all you need. No need to break a sweat on this one.
(2) Sprints. Sprinting is the ability to go all out for a short period of time. There are many ways to practice sprints. Sprinting on the bike is the most effective for racers, but running, rowing or any other red-zone heart-rate activity will work. High-intensity, short-duration exercises help keep weight off, increase bone density and increase the body’s lactate threshold. Start with 15- to 30-second intervals with double the amount of rest between sprints. If riding, start with one-lap sprints and double the lap time for rest.
(3) Rehab. Many people overlook small aches and pains until it is too late. Pain is the body’s way of telling you there is an issue that needs to be addressed. Small injuries often become chronic injuries, so take care of small injuries before they get worse. As they get better, do not stop the rehab, as chances are the problem will come back. Include rehab in your weekly training program, even if the issue feels resolved.
(4) Specificity. In any workout program, you want to be as specific about your desired outcome as possible. This can be tricky in many sports. If you want to become a better motocross rider, riding is obviously the most specific to the goal, but finding things other than riding that are sport specific is important in creating an effective training program. Such activities could include rowing, core training, flexibility, Romanian dead lifts and squats.
(5) Consume. Whether your goal is to lose weight or pack on some muscle, it all comes down to how much energy you consume and when. Either way, eating clean is important to your body. If you’re looking for a muscular physique or have trouble gaining weight, then you need to be consuming clean calories every chance you get. If you’re trying to lose weight, eating clean is as vital as limiting your calories. Eat lots of vegetables and lean meats. Don’t starve yourself or take diet pills. Eating at the right time is also important. Make sure to eat soon after riding or working out to restore depleted nutrients.
(6) Stretch. Stretching is one of the most overlooked facets of training, especially in males. After a hard workout, it is the last thing on your mind; however, being flexible, regardless of your sport, will help minimize injuries and allow your body to move more efficiently through the specific movements of your sport.
(7) Heart rate. Get to know your body. Track your morning heart rate each day and you will learn volumes about your body. Your heart rate can tell you when you’re getting sick, are overtraining or are fully recovered, and can help direct your day-to-day training.
(8) Sleep. Getting enough sleep is critical. While you are asleep, your body is repairing and rebuilding itself to become better than yesterday. Listen to your body. If you are tired, sleep. Naps are also very beneficial if you can find the time.
(9) Plateau. Plateaus are frustrating. In most cases, it is a result of sameness. You might have a great routine going, but after six weeks, your body adapts to the exercises. Keep your body guessing and you will keep seeing results. Try switching things up every four to six weeks.
(10) Plan. Always have a plan. Plan your week out as much as you can, scheduling the days you train, recover and ride. Write everything down and track your progress. This will keep you on target and give you the ability to look back and see progress or find problematic areas that need attention.
• 10TH ANNUAL KURT CASELLI RIDE DAY ON DECEMBER 2 AT PALA
The 2023 Kurt Caselli Ride Day will be held on Saturday, December 2, from 8:00 a.m. to 4:00 p.m. at Pala Raceway. It is hosted by The Kurt Caselli Foundation and you can secure online tickets and recieve a $10 Rocky Mountain ATV/MC Credit and a free commemorative event T-shirt from presenting sponsors Rocky Mountain ATV/MC & FMF Racing. Early birds may also snag a RMATVMC swag bag! You can get you early tickets by Clicking Here.
• THE WORLD VET “PASHA 125 PRO” RACES TO PAY $15,600 TO THE FASTEST OVER-30 AND OVER-50 RACERS
The upcoming World Vet Championship will also host two Pasha 125 Pro classes. There will be one for the Over-30 class and one for the Over-50 class. Each class will have a posted purse of $7500. The Over-30 class will only pay the top five, while the Over-50 125 two-stroke class will pay the top ten. The payout in the Over-30 125 Pro class will be $3000 for first, $2000 for second, $1200 for third, $800 for fourth and $500 for fifth. The Over-50 125 Pro class will pay $2500 for first, $1200 for second, $1000 for third, $700 for fourth, $600 for fifth, $500 for sixth, $400 for seventh, $300 for eighth, $200 for ninth and $100 for tenth. One caveat: Pasha 125 Open races have a max displacement of 150cc.. For more info go to www.glenhelen.com.
• THIS WEEK IN MXA WITH JOSH MOSIMAN: 24 HOURS OF PAIN & JOY
• 2023 ELSINORE GRAND PRIX TO BE HELD ON NOV.10-12
Off-road legend Johnny Campbell will be designing this year’s course. The layout should strike a perfect balance between challenge and enjoyment. Limited overnight camping will be permitted during the upcoming event from November 9th to November 13th. For more info go to www.elsinoregp.com.
• WHAT IT WAS LIKE TO RIDE JAMES STEWART’S 24-0 KAWASAKI KX450?
We get misty-eyed sometimes thinking about past bikes we loved, as well as ones that should remain forgotten. We take you on a trip down memory lane with bike tests that got filed away and disregarded in the MXA archives. We reminisce on a piece of moto history that has been resurrected. Here is our test of James Stewart’s 24-0 National-winning 2008 KX450F.
Perfect—a condition of complete excellence, as in skill or quantity; faultless; most excellent. Perfection in motocross has been defined by utter dominance, void of error, not losing. Out of the thousands of professional racers who have earned a paycheck by lining up on a motocross gate, only two have been perfect. Ricky Carmichael came first, completing the unthinkable 24-0 National series in 2002. RC was perfect again in 2004.
Four years later, after several years of being stymied by injuries and crashes, James Stewart began the 2008 outdoor series on a freshly healed knee and ended the 450 Nationals by winning every single moto of every single race—24-0. Towards the end of the perfect season, rumors began circulating that Stewart would leave his lifelong Kawasaki home for a slot on the San Manuel/Yamaha Supercross-only team.
This was devastating news for Kawasaki, but the ever-enterprising MXA wrecking crew saw it as an opportunity. With the sun setting on James Stewart’s career with factory Kawasaki, the wrecking crew approached the green team about giving us Stewart’s 24-0 KX450F. They said yes and gave us the opportunity to be the last riders to sling a leg over Stewart’s KX450F before Kawasaki packaged it up to put on display for the masses. On a side note, we also were the last riders to put the hammer down on the 2004 Honda CRF450 that Ricky Carmichael raced to his perfect season (it, too, was headed for a museum).
SHOP TALK: WHAT PARTS WERE WORKS? What parts do you wish that you could buy but can’t? At the head of the list are the Kayaba suspension, engine internals, link arm, aluminum hubs, beefy clutch arm, aluminum triple clamps, radiators, radiator recovery tank, oil cooler, four-speed transmission, footpeg mounts, magnesium front brake, titanium shock spring, polyurethane chain guide, Bridgestone tires and factory 270mm front and 240mm rear oversize brake rotors.
WHAT PARTS WERE AFTERMARKET? Kawasaki relied on an assortment of aftermarket companies to strengthen the KX450F package. Pro Circuit handled the exhaust system, holeshot device and engine plugs. A Hinson clutch basket was employed, as were a D.I.D. chain, Dirt Star rims, Renthal 997 TwinWall handlebars, Renthal medium-density half-waffle grips, Renthal sprockets, One Industries graphics and seat cover, an NGK spark plug, a Boyesen water pump cover, ARC folding levers, and an Acerbis vented front fender and carbon fiber front disc guard.
WHAT PARTS WERE PRODUCTION? Kawasaki didn’t use very many stock parts, but you might be surprised to discover the parts that they elected to keep production. The most surprising stock parts were the footpegs, which are rather narrow and fail to offer great traction. They were sharpened to improve traction. The other major stock parts were the skid plate, brake pads, airbox, castings and parts mandated by the AMA production rule.
WHAT WAS UNIQUE ABOUT STEWART’S SETUP? James Stewart’s former mechanic, Mike Williamson, warned us that it would take time to adapt to Stewart’s setup. He was right. What was the biggest hurdle that we had to overcome? James Stewart likes his levers pointed toward the ground. The levers were rotated downwards 3 inches from the more common horizontal position. After catching so much flack from sensitive readers for moving Ricky Carmichael’s levers on his museum-quality 2004 Honda CRF450, we decided to leave Bubba’s levers alone and tough it out. Stewart also had his bar mounts positioned 5mm back from stock, which gave taller MXA test riders the sensation that the handlebars were in their laps. Finally, James had his seat cut 15mm, used a seat hump, and cut his subframe 10mm. What do these preferences say about Stewart? Not only does he stand up quite a bit (low levers), but he has a very neutral riding position when seated (location of seat hump and farther back bar mount position).
WHAT WAS THE COOLEST THING ON JAMES STEWART’S KX450F? We could go on and on about Stewart’s works suspension, but that answer would be too easy. In reality, there were several parts that we were enamored with.
(1) Oil cooler. Stewart’s KX450F comes with an oil cooler straight from Kawasaki of Japan. By now, oil coolers are standard on most National-caliber bikes, but the intricate routing system that Kawasaki uses is impressive.
(2) Right-side radiator. Heat steals horsepower, which is why Stewart’s KX450F has a larger right-side radiator to allow for increased fluid volume and airflow. Both radiators also come with special braces to prevent a costly DNF from damage due to a crash.
(3) Titanium bolts. We aren’t in love with the idea of spending thousands of dollars on titanium hardware for our bikes. Not only is it expensive, but titanium changes the rigidity of a bike (depending on where titanium is used), and weight reduction can be accomplished by much cheaper means; however, factory Kawasaki spared no expense on Stewart’s KX450F. Every bolt (save for the steel pivot bolt) was titanium. Also on the titanium list were the front spokes, shock spring and footpeg mounts.
(4) Radiator catch tank. Kawasaki uses a self-siphoning radiator catch tank. The catch tank is pressurized. After excess fluid enters the tank (when the bike is hot), the fluid siphons back into the radiator (once the bike cools down). Valuable fluid is never lost, meaning that Stewart’s bike was free and clear of any engine failures due to radiator fluid boil over.
(5) Looks. James Stewart’s KX450F was so clean that we would have eaten off of it. Mechanic Mike Williamson used serious elbow grease to make sure that every square inch of the bike was perfect. The frame was buffed to a mirrored finish. The stock footpegs were bead blasted and sharpened, and even the radiator braces (items that were barely visible to the naked eye) had been buffed to a shine.HOW FAST WAS IT? There’s a common misconception about factory bikes. Everyone—and we mean everyone—believes that works bikes belch fire and spit flames; that a works engine is built for peak horsepower and horsepower alone. Wrong! We’ve tested a 60-horsepower Honda CRF450 before, and while we bragged about the number of ponies that it pumped out, test riders couldn’t hold on for more than a few laps. There comes a point where too much horsepower under the plastic is counterproductive. With that said, James Stewart’s KX450F was a perfect mix of power and breadth. The factory engine was potent from the midrange well into the top end, but down low it was very manageable. Test riders could roll on the throttle without worrying that their arms would be torn from their sockets. Too much power off the bottom would have caused the rear tire to light up like a dragster without the benefit of gaining traction. Stewart’s engine was, dare we say, pleasant down low, meaty in the middle and a screamer up top. The longer test riders held the throttle on, the better the entire KX450F package worked. The suspension began to move. The under-steering issue caused by the 25mm offset clamps started to fade, and the powerband kept pulling without any indication of signing off. The engine profile made it an advantage for any skilled rider.
HOW WAS THE SUSPENSION? The KYB units were as soft as a feather bed—a feather bed filled with concrete. Stewart’s 49mm Kayaba forks were made to soak up bomb holes and braking bumps without shuddering. In order for us mere mortals to get the forks to budge, we had to over-jump obstacles and plow into bumps without fear. When we did, the forks offered tremendous bottoming resistance. And while they weren’t, by any means, plush, they were predictable and semi-comfortable; however, this success was far overshadowed by the inability of the suspension to soak up small chop. We aren’t ignorant, though. We know that while we felt every wrinkle and crease on the track, Stewart would skip through the same succession of ruts and chop without thinking twice. Regardless of how stiff the Kayaba forks were, the front end and shock were very well balanced. The shock shaft was remarkably bigger than a stock unit, and while Kawasaki technicians wouldn’t spill the beans on the shaft’s diameter, suffice it to say that it’s at least 1/3 bigger than the stocker. The 148-pound Stewart ran 100mm of sag during his run to perfection in the outdoor series. Interestingly enough, Kawasaki mechanics admitted that James couldn’t effectively use the suspension when he was going slower than his normal race speed.
HOW WAS THE GEARING ON STEWART’S KX450F? We weren’t surprised that Stewart’s KX450F had a four-speed transmission. Why? First of all, we had previously tested Tim Ferry’s KX450F, and it had a four-speed. Second, in 2007 and 2008, James opted for the four-speed tranny that came stock in 2006, because the fifth gear was superfluous (in that it was too tall to add anything useful for motocross). The breadth of the powerband afforded James the ability to use all four gears.
Of course, James’ KX450F doesn’t use the stock wide-ratio gears. How do we know this transmission setup is effective? When testing Stewart’s bike on a rather fast motocross track, we didn’t even touch fourth gear, meaning that only the longest straights of a National track would require shifting to top gear on the KX450F.
WHAT DIDN’T WE LIKE? That’s easy. For everyone but James Stewart, this bike is too stiff. The levers are too low, and it pushes way too much in the center of corners.
WHAT DID WE LIKE? The powerband.
WHAT DO WE REALLY THINK? It wouldn’t be proper for us to say that James Stewart’s bike setup is wrong. Yes, the suspension was extremely stiff for all but the fastest pro riders on the planet. Yes, there was an even greater push in the front end due to the 25mm offset clamps (compared to the stock 24mm offset); however, these traits posed no problems for Stewart. Most of us will never know the feeling of compressing the trick 49mm Kayaba works suspension so far that the 25mm offset clamps actually offer precise turning. Testing James Stewart’s perfect 24-0 National bike was a thrill, and its historical significance made us proud to have ridden it, but it wasn’t the most fun bike for us to ride.
• FIRST LOOK! 2023 WORLD VET CHAMPIONSHIP T-SHIRT DESIGN HONORS TROY LEE
Troy Lee will be featured on the official T-shirt of the 2023 Dubya USA World Vet Motocross Championship on Nov. 3-5.
Dubya USA and Glen Helen Raceway are proud and excited to announce that the 2023 recipient of the Edison Dye Lifetime Achievement Award will be iconic motocross racer, artist and product innovator Troy Lee. Known for his ground-breaking work as a racer, artist, team owner and innovator, Troy revolutionized helmet painting, visor design and protective gear during his 45-year career. His talent has made him the go-to guy for NASCAR, Indy Car, MotoGP, Formula 1 and AMA motocross racers.
The T-shirt features a photo of Troy racing at Saddleback on Mitch Payton’s super exotic Husqvarna four-stroke, with a custom Dave Miller aluminum gas tank, from when Troy raced for the Pro Circuit Husqvarna team.
Troy is the 30th recipient of the Edison Dye Award, the ceremony will take place at the 2023 World Vet Motocross Championship on Saturday, November 4, 2023, at 7:00 p.m. in the Glen Helen Museum. There will be a Trevor Nelson video highlighting Troy’s life and the presentation of Troy’s marble plaque to be installed on the Glen Helen Walk of Fame. Everyone is invited to attend free of charge.
• COMPLETE LIST OF THE 30 EDISON DYE LIFETIME ACHIEVEMENT AWARD WINNERS (1997-2023)
EDISON DYE LIFETIME ACHIEVEMENT AWARD WINNERS (1997-2023)
1997 …Roger DeCoster
1998 …Rick Johnson
1999 …Edison Dye
2000 …Torsten Hallman
2001 …Bruce Brown
2002 …1981 MX Des Nations Team: (Chuck Sun, Danny LaPorte, Johnny O’Mara, Donnie Hansen)
2003 …Gary Jones
2004 …Jeff Ward
2005 …Stu Peters
2006 …Joel Robert
2007 …Bob Hannah
2008 …Brad Lackey
2009 …Tony DiStefano
2010 …Broc Glover
2011 …David Bailey
2012 …Marty Smith
2013 …John DeSoto
2014 …Feets Minert
2015 …Dave McCoy
2016 …Lars Larsson
2017 …Malcolm Smith
2018 …Jody Weisel
2019 …Mitch Payton
2020 …Rex Staten
2021 …Mark Blackwell
2022 …Jeremy McGrath
2023 …Troy Lee
• THE GREATEST DEAL IN MOTOCROSS! SUBSCRIBE TO MXA & GET $25 ROCKY MOUNTAIN CREDIT & A YEAR OF MX FUN
Did you know that you can subscribe to MXA at absolutely no cost to you—because when you subscribe you receive a Rocky Mountain ATV/MC credit for $25 towards anything in their massive inventory. Plus, you will get all the content in the 12 monthly issues of Motocross Action magazine delivered to your home by a uniformed U.S. government employee. Don’t miss any more four-stroke tests, two-stroke tests, retro tests, race coverage, new tech or product tests….most of which never appear on the internet. And, don’t forget, the $25 credit from Rocky Mountain ATV/MC that will more than cover the cost of your subscription. To subscribe call (800) 767-0345 or Click Here
• 2023 WORLD VET “CUP OF NATIONS” TEAMS ANNOUNCED
Are you ready for a global motocross extravaganza that promises to be the most diverse showdown of the year at Glen Helen Raceway. As a part of the massive World Vet Motocross Championship, there will be the special “World Vet MX Cup of Nations,” where motocross warriors from around the world convene to race for their countries national glory. The World Vet MX Cup of Nations will be taking place on November 4-5 (with one moto on Saturday and one moto on Sunday), at the the 39th Annual Dubya World Vet MX Championships.
Riders from all corners of the globe will represent their countries in teams made up of three fearless riders. The focus is on national pride and global camaraderie as these riders battle for the coveted World Cup Trophy, which will be presented to the winner by Glen Helen Raceway founder, Bud Feldkamp.
Seventeen teams have already registered for this epic showdown, proudly representing their countries. The competition rules are straightforward, yet stringent, riders must present an official birth certificate or passport from their respective countries (if fill-in riders are drafted to fill a vacancy, they will receive a five place penalty per moto). The racing will unfold over two heart-pounding motos, the first taking place on Saturday and the second on Sunday, with points awarded based on finishing positions within each age group. The team with the lowest combined score across both motos will be crowned the 2023 World Vet MX Cup of Nations Champion.
Teams will be composed of a rider in the Over-30 division, a rider in the Over-40 division and a rider in the Over-50 division. Each age group will gets its own start with the Over-30 group going first followed at 30 second intervals by the Over-40 and Over-50 classes. Each age group is scored separately, ensuring a level playing field and fair competition for all.
• THIS WEEK’S BEST OF JODY’S BOX: I LOVE THE WORLD VET BECAUSE IT BEATS BEING PUT OUT TO PASTURE
By Jody Weisel
I’ve never been the fastest guy. Most of what I achieved on a motorcycle I did with determination, fitness, stupidity or blind luck. Oh, I have a 1976 Closed Course World Land Speed Record, was the CMC number one Vet Pro in 1984, finished second in the Over-40 Expert class at the 1988 World Vet Championship, won the REM number-one plate in 1994 and got the Edison Dye Lifetime Achievement Award in 2018. If I dig deeper into my resume, I could dredge up a third in the 1979 Mexican Supercross Championships and a handful of series wins. Not a great career, but the best I could do with my limited talent.
My biggest regret? I always wanted to win the World Vet Championship. Well, not always, but once I became too old to win anything grander. I love the World Vet Motocross Championship—perhaps because it came into being at a time when motocross racers used to be put out to pasture. It saved thousands of racers from spending their golden years mowing the yard on Sunday and turning their garages into storage for their wive’s pottery collections. With the explosion of Vet racing, not only did old guys like me get new life breathed into their racing, the sport got a boost that has kept it alive during the lean times.
I don’t find it too much of stretch to see motocross bikes becoming very much like hot rods. Whenever you see a ’47 Ford Woodie or ’57 Chevy Apache pickup truck tooling down the highway, the guy behind the wheel always has white hair (if he has hair at all). Strangely, hot rods were once the entry-level bastion of teenagers who couldn’t afford a Fairlane or Roadmaster. Today, only old coots can afford to tuck a small-block 327 into a ’32 T-Bucket. It’s not a stretch to see that the future of motocross will be dominated by old guys with the money to build the trickest bikes and the free time to race them.
I am one of a very small handful of riders who have raced every World Vet Championship since it was founded in 1985 (largely because Tom White, Alan Olson and I brainstormed the idea of a Championship race just for riders over 30 and put it in motion). I have raced in the Over-30, Over-40, Over-50, Over-60 and Over-70 classes to no avail. Over the years, I’ve had good days and bad days. I even came close to winning, lo those many years ago, when I was a much younger man. In 1988, in the Over-40 World Vet Championship, I finished second overall to nine-time World Vet Champion Alan Olson. In 1990, I finished fourth in the Over-40 Championship, behind Tom White, Gary Peak and Alan Kent, and 25 years ago I was sixth in the 1997 Over-50 World Vet Championship.
Except for my one trip to the podium 35 years ago, I’ve watched from down the leaderboard as Gary Jones, Alan Olson, Tom White, Kent Howerton, Rich Thorwaldson, Zoli Berenyi, Lars Larsson, Eyvind Boyesen, J.N. Roberts, Hans Hanssen, Thorlief Hanssen, Hideaki Suzuki, Ike De Jager, Jim O’Neal and Brent Wallingsford beat me.
1988 World Vet Motocross Championship results
I’m not angry that they beat me. They were faster and deserved it. I’m more familiar with losing motorcycle races than I am with winning them. I’m proud to have shared the track with these greats—even if I still had a few corners to go when they were popping the champagne cork. It should be noted that I never expected to get younger or faster the longer I raced. I accept my increasing decrepitude as part of the cycle of moto life. I still feel good on my bike. I’m still racing hard. I’m still taking chances. I’m still fighting for my place in the pack, but now my place in the pack is near the back. Que sera!
For me, racing has always been about the camaraderie of competition. There is something special about hanging out with a group of like-minded racers who share your passion. They speak the language of motocross. Better yet, their experiences, cultural references and sports knowledge are all in sync. We have a collective consciousness of Mantle and Maris, Heikki and Ake, and Nixon and Carter. We lived through the transition from the telegram to carbon paper to rotary phones to mimeographs to ticker tape to FAX machines to email. Yet, we all know the true meaning of “down for low.” We race because it is what we did when we were young, and we see no reason to stop now.
Best of all, Vet racers are ears-out as opposed to ears-in.
• MXA PRODUCT SPOTLIGHT: ACERBIS POLYPROPYLENE KTM SKID PLATE
For years, the typical skid plate was made from aluminum. It was strong, light and durable. Then, carbon fiber came on the scene, and it was even lighter. Now, the newest generation of skid plates are made from polypropylene plastic. The benefits of plastic are that it can be color-matched, is flexible enough not to drastically stiffen a bike’s frame, and is less expensive.
MXA installed an Acerbis polypropylene skid plate on our 2021 KTM 450SXF because the MXA wrecking crew is hard on its bikes and has suffered engine case, water pump, ignition cover and lower-frame rail damage in the past. KTMs don’t come with skid plates on their motocross bikes, or even cross-country models. If you hit rocks, logs or other bikes, a skid plate can save your day and your wallet.
Thanks to a molded hook that engages the rear-frame cross-member, the Acerbis skid plate only requires one bolt to tighten the steel bracket that clamps the skid plate to the frame’s downtubes. Here is how we installed it: First, we slid the molded-in rear hook onto the rear frame cross-brace. Second, we put the one-bolt bracket on the frame (resting on KTM’s welded-on skid plate tabs). Third, we pushed the Acerbis skid plate up until the bolt hole lined up with the bracket’s threaded insert. Fourth, we installed the Allen bolt and spacer through the skid plate and tightened it down. It wasn’t as easy as we make it sound; just persevere.
After you ride your bike for the first time, be sure to double-check the fitment of the skid plate. The extreme loads placed on the frame can loosen up the skid plate. Once you tighten it down a second time, it should stay.
It’s no secret that an aluminum skid plate can increase frame rigidity—not a good thing. To combat this, it’s not uncommon for aluminum skid plates to come with rubber grommets around the bolts. With plastic skid plates, there is enough inherent flex in the material to eliminate this concern. Acerbis molded soft rubber segments inside the skid plate to cushion against wear on the frame rails. The polypropylene skid plate is very durable at 6mm thick. The skid plate is shaped to fit snugly against the contours of the engine, reducing space for mud collection. The price of polypropylene skid plates is half that of carbon fiber skid plates.
Our major complaint was with the 5mm Allen bolt that held the front of the skid plate. It got splattered with dirt, making it hard to get out. We would prefer an 8mm hex-head bolt to ease tightening and removal. Retail price: $82.95 (orange or black) at www.acerbisusa.com or (800) 659-1440.
• MXA PRODUCT SPOTLIGHT: MAXIMA RACING SUSPENSION CLEAN
“Maxima Racing’s professional strength cleaner is designed to clean suspension components internally and externally. Our proprietary formula combines industrial strength cleaners with a powerful spray to ensure maximum cleanliness while leaving a dry, residue-free surface. Suspension Clean is strong enough to eliminate tough-to-clean grime and debris but safe enough for incidental contact with Nitrile, Viton and most seal materials,” reports Maxima Racing’s Joe McKimmy. Retail price: $9.99—www.maximausa.com or (619) 449-5000.
• MXA PRODUCT SPOTLIGHT: BOLT HARDWARE BRAND-SPECIFIC BOLT KITS
Bolt offers a self-contained kit that stockpiles the most commonly used bolts for Honda, Yamaha, Suzuki, Kawasaki, Husqvarna and KTM offroad bikes (and vintage bikes). Each kit is specially designed to include special bolts for each brand. Every Bolt kit comes in an 18-compartment plastic box, which slips easily under the front seat of a truck. What can we say about the performance of a bolt kit. It works. Retail price: $54.95-$64.95 (Pro Packs), $19.95 (56-piece Track Packs) and $15.99 (bodywork only) at www.boltmotorcyclehardware.com
• MXA’S 2024 BIKE TEST VIDEO COLLECTION: MORE ADDED EACH WEEK
The MXA wrecking crew has been living with the new 2024 motocross bikes for several months; we have raced then, dynoed them, weighed them and ran the tires off of them. All to provide the loyal MXA reader with what he needs to know before putting down his hard-earned dough. And, once we have learned all there is to know about the 2024 bikes, we write an indepth magazine article for Motocross Action to go along with the video 250 shootout below. It is a double whammy of info—the first after the first full day of riding and the second after several months of racing. Below are all of the 2024 bikes we have completed the videos on.
MXA VIDEO TEST: 2024 MXA 250 SHOOTOUT
MXA VIDEO TEST: 2024 HUSQVARNA FC250 FOUR-STROKE
MXA VIDEO TEST: 2024 YAMAHA YZ250F FOUR-STROKE
MXA VIDEO TEST: 2024 HONDA CRF250 FOUR-STROKE
MXA VIDEO TEST: 2024 KTM 250SXF FOUR-STROKE
MXA VIDEO TEST: 2024 KAWASAKI KX250 FOUR-STROKE
MXA VIDEO TEST: 2024 KTM 450SXF FOUR-STROKE
MXA VIDEO TEST: 2024 HUSQVARNA FC450 FOUR-STROKE
MXA VIDEO TEST: 2024 HONDA CRF450 FOUR-STROKE
MXA VIDEO TEST: 2024 KTM 300SX FUEL-INECTED TWO-STROKE
WE RIDE KEN ROCZEN’S SUZUKI RM-Z450
• THOR MINI O’S PRESENTED BY PRO CIRCUIT WILL BE HELD ON NOVEMBER 18-25
For more info go to www.unlimitedsportsmx.com
• 2023 DUBYA WORLD VET MOTOCROSS CHAMPIONSHIP ON NOVEMBER 4-5
The Grand Daddy race that spawned all the Johnny-Come-Lately Vet races was started in 1985 and will turn 40 years old next year. For more info or to pre-enter and save money, go to www.glenhelen.com
• THE 2024 AMA ARENACROSS SERIES STARTS ON NOVEMBER 17
For more info go to www.arenacrossusa.com
• 2024 FIM 250/450 WORLD MOTOCROSS CHAMPIONSHIP SCHEDULE
Don’t trust this race schedule, every year MXGP releases a new schedule and every year they drop races , add races, change countries and juggle dates. This is the basic 2024 MXGP schedule, but it will change.
The 20-race 2024 FIM Motocross World Championship will kick off on March 10 in Argentina followed by the MXGP of Europe at a “to-be-announced” (TBA) location on March 24. Rounds three and for are scheduled for Sardinia and Trentino, leading to a three-race run in Portugal, Spain and France. Early June will witness another triple-header, featuring Germany, Latvia and a Grand Prix location “to be announced” (TBA) later. The second half of the season will travel to Asia in late June for a double header in Sumbawa,Indonesia, and Lombok, Indonesia.
The championship will then return to Europe, for events in the Czech Republic, Belgium, Sweden, Holland and Switzerland. The Turkish GP will be followed by another “to be announced” (TBA) event in early September, leading up to the grand finale of the 2024 MXGP Season at the MXGP of Italy at a “to be announced” track (TBA).
The Monster Energy FIM MXDN will be held in Matterley Basin, Great Britain, on October 5-6.
• THE FUTURE IS NOW: 2024 RACE SCHEDULES & WHAT’S LEFT IN 2023
2024 AMA SUPERCROSS CHAMPIONSHIP
Jan. 6…Anaheim, CA
Jan. 13…San Francisco, CA
Jan. 20…San Diego, CA
Jan. 27, Anaheim, CA
Feb. 3…Detroit, MI
Feb. 10…Glendale, AZ
Feb. 24…Arlington, TX
Mar. 2…Daytona Beach, FL
Mar. 9…Birmingham, AL
Mar. 16…Indianapolis, IN
Mar. 23…Seattle, WA
Mar. 30…St. Louis, MO
Apr. 13…Foxborough, MA
Apr. 20…Nashville, TN
Apr. 27…Philadelphia, PA
May 4…Denver, CO
May 11…Salt Lake City, UT
2024 AMA NATIONAL MOTOCROSS CHAMPIONSHIP
May 25…Pala, CA
June 1…Hangtown, CA
June 8…Thunder Valley, CO
June 15…Mount Morris, PA
June 29…Southwick, MA
July 6…Red Bud, MI
July 13…Millville, MN
July 20…Washougal, WA
August 10…Unadilla, NY
August 17…Budds Creek, MD
August 24…Crawfordsville, IN
2024 2023 FIM WORLD MOTOCROSS CHAMPIONSHIP
Mar. 10…Argentina
Mar. 24…TBA
Apr. 7…Sardinia
Apr. 14…Italy #1
May 5…Portugal
May 7…Spain
May 12…Spain
May 19…France
Jun. 2…Germany
Jun. 9…Latvia
June 16… TBA
June 30…Indonesia #1
July 7…Indonesia #2
July 21…Czech Republic
July. 28..Belgium
Aug. 11…Sweden
Aug. 18…Holland
Aug 25……Switzerland
Sept. 15…TBA
Sept. 29….Italy #3
2024 MOTOCROSS DES NATION
Oct. 6…Matterley Basion, UK
2024 AMA ARENACROSS CHAMPIONSHIP
Nov.11-18…Madison, Wi
Dec.1-2…Boise, ID, NY
Jan. 5-6…Loveland, CO
Jan.12-13…Grand Island, NE
Jan. 19-20…Guthrie, OK
Jan. 26-27….Guthrie, OK
Feb. 2-3…Prescott, AZ
Feb. 9-10…TBA
Feb. 23-24…Mesquite, TX
Feb. 2-Mar.1…Daytona Beach, FL
Mar. 8…Fayetteville, NC
Mar. 15…Salem, VA
Mar. 22-23…Denver, CO
Mar. 29…Las Vegas, NV
2024 WORCS CHAMPIONSHIP
Jan. 5-7…Taft, CA
Jan. 26-28…Glen Helen, CA
Feb 23-25…Marysville, CA
Mar. 15-17…Lake Havasu, AZ
Apr. 12-14…Blythe, CA
May 17-19…Cedar City, UT
Sept. 6-7…Glen Helen, CA
Oct. 4-6…Mesquite, NV
Nov. 1-3…Primm, NV
2024 DUTCH MASTERS OF MOTOCROSS CHAMPIONSHIP
Mar. 17…Harfsen
Apr. 04…Oldebroek
Apr. 21…Markelo
2024 ADAC MX MASTERS
Apr. 21…Princely Drehna
Apr. 28th…Dreetz
May 26…Vellahn
Jun. 23…Bielstein
July 14,…Tensfeld
Aug. 4…Gaildorf
Sept, 1…TBA
Sept. 22…Holzgerlingen
2023 WORLD SUPERCROSS CHAMPIONSHIP
Nov. 4-5… Abu Dhabi, UAE
Nov. 24-25…Melbourne, Australia
2023 AMA ENDUROCROSS CHAMPIONSHIP
Oct. 7…Everett, WA
Oct. 21…Prescott Valley, AZ
Oct. 27-28…Idaho Falls, ID
Nov. 11…Redmond, OR
Nov. 18…Reno, NV
3BROS 24 HOURS OF GLEN HELEN
Oct. 28…Glen Helen, CA
2023 WORLD VET MOTOCROSS CHAMPIONSHIP
Nov. 3-5…Glen Helen, CA
2023 THOR/PRO CIRCUIT MINI O’S
Nov. 18-26…Alachua County, Fl
2023 PARIS SUPERCROSS
Nov. 18-26…Paris, Fra
2023 RED BULL DAY IN THE DIRT
Nov. 24-26…Glen Helen, CA
2023 “SATURDAY AT THE GLEN” SCHEDULE
Nov. 18…Winter Series #3 (National track)
Dec. 9…Winter Series #4 (Arroyo Vet track)
Dec. 16…Winter Series #5 (National track)
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