WE RIDE GARRETT MARCHBANKS’ CLUBMX YAMAHA YZ250F

BY JOSH MOSIMAN

The ClubMX team has been around since 2018, but it has really begun to gain traction in the past two years. In 2020 Josh Hill came out of retirement to race again aboard a ClubMX Yamaha YZ250F which brought extra attention to the team. For 2021 ClubMX signed former Pro Circuit Kawasaki rider Garrett Marchbanks, who was also a former 250-class race winner at the 2020 Daytona Supercross. As detailed in our interview with team owner Brandon Haas, Garrett Marchbanks had prior experience at the ClubMX Training Facility, living and training there during his amateur years. It was a natural fit for him to move back to the facility and join the race team when he was left without a factory ride for 2021.

At 6-foot-2 and 190 pounds, the 20-year-old’s stature truly lives up to his nickname, the “Man-Child.” While ClubMX is still a fairly new privateer team, they were able to build a program last season that allowed Garrett to score a third-place finish at Orlando #2, as well as a fourth and three fifth places during the 2021 Supercross season. In outdoors, Garrett was competitive, scoring fifth overall at High Point with his best moto finish being fourth place. Motocross Action loves testing the bikes of top riders, and for this test, we flew to South Carolina to spend a week at the ClubMX training facility riding on multiple tracks. We got to test Garrett’s bike one month before Anaheim 1, which meant that it still had the 2021 graphics on it. For 2022, the team has new title sponsors in Muc-Off and FXR.

FOR 2021 CLUBMX SIGNED FORMER PRO CIRCUIT KAWASAKI RIDER GARRETT MARCHBANKS, WHO WAS ALSO A FORMER
250-CLASS RACE WINNER AT THE 2020 DAYTONA SUPERCROSS.

SHOP TALK: WHAT IS IT ALL ABOUT? Brandon Haas started the ClubMX Yamaha team to help out riders he felt deserved a ride but didn’t get one. The team has continued to grow each year and, for 2022, the 250 team includes Garrett Marchbanks, Phil Nicoletti, Enzo Lopes, Jace Owen and German Supercross Champion Dominque Thury. Plus, they have a 450 wildcard this year in Alex Martin. Brandon Haas started the team in 2018 to show others that privateers can be competitive against the factory teams. Every part on their race bikes is available for purchase. 

DOES CLUBMX BUILD ITS OWN ENGINES LIKE THE FACTORY TEAMS? No, but they do help in the process of developing and maintaining their engines. ClubMX works with Twisted Development, and Brandon has sent spare engines and complete dyno bikes to Twisted Development’s race shop in California to test with. Together they came up with the ClubMX spec YZ250F engine, and Twisted is able to sell that package to any YZ250F consumer willing to buy it. ClubMX lets Twisted handle all of the modifications, but instead of shipping the engines back to California for every refresh, they handle all of the rebuilds and maintenance on the engines at their training facility in South Carolina.

WHAT IS DONE TO THE ENGINE? The Twisted Development ClubMX spec engine uses a 2020 head with Twisted’s CNC machining work. The valve seats and Web cams are modified, and they use a Crankworx rod. The transmission has been heat-treated, but the gears are left stock without any welded “stay out of neutral” mods. The ClubMX riders haven’t had issues with the bikes going into false neutrals on the track. They prefer to keep the transmission stock so they can get the bikes into neutral easier because the electric starting on the Yamahas can be tricky.

WHY RUN THE 2020 YZ250F HEAD INSTEAD OF THE UPDATED 2021 VERSION? The Yamaha YZ250F received some major updates in 2021, one of them being an opened intake port on the head. After testing, Twisted Development was able to make the 2021 head work, but Jamie actually found that he could make the engine better using the 2020 YZ250F head. With the smaller intake port, there’s more material for Jamie to shape with, and he was able to improve airflow.  

WHAT ELSE MAKES POWER ON THE YZ250F? The ClubMX spec YZ250F uses VP Pro 6 fuel with a second Twisted Development fuel injector (mounted in the intake). To maximize the bottom-end power that the YZ250F is famous for, they use the DT1 YZ250F intake system with a Loudmouth air filter to open up the airbox. They also use a larger carbon fiber vented airbox cover from P3 Carbon to help push more air down the intake tract and drill holes in the back of the air box as well. Plus, ClubMX uses the full FMF Factory RCT 4.1 titanium exhaust system with the added FMF muffler guard to complement the Twisted Development engine.

IS IT A ONE-RACE ENGINE? No‚ the ClubMX Twisted spec engine is built to last. Although they rebuild the engines on their race bikes every other weekend, they only do it as a precaution. The team uses the same engine spec for practice and racing, which means they know they can go at least 10 to 15 hours on a top end and 25 to 30 hours on a bottom end, because that’s what they run on their practice bikes.  

WHAT IS GARRETT MARCHBANKS’ ECU MAPPING LIKE? The theory behind the ClubMX engine is to produce the most power possible and then tune it using a Vortex ignition. The engine package stays the same, but the bottom-end hit, over-rev and starting maps vary for each rider. Garrett Marchbanks likes to have more engine braking in Supercross because it helps him push through the rhythm sections while keeping his front end down. For outdoors, Garrett likes less engine braking, giving the engine more freedom to roll. Garrett also prefers the long pull of a 14-tooth countershaft sprocket with a 51-tooth rear sprocket in Supercross and a 50-tooth outdoors.

HOW IS THE CHASSIS TAILORED FOR GARRETT? Not only is Garrett Marchbanks 190 pounds, but he’s also 6-foot-2. To help him fit on the YZ250F, ClubMX uses the Guts Racing Phantom lightweight seat foam that is 25mm taller than stock. They use 7mm-taller Luxon handlebar risers and Mika Metals MC-bend handlebars. They also used lowered Flo Motorsports footpegs that conveniently mount into the stock position but have a platform that is 10mm down and 12mm back to help the Man-Child evenly distribute his weight over the bike. 

WHAT WAS DONE TO MAKE THE YZ250F LIGHTER? Garrett Marchbanks’ YZ250F was 9 pounds lighter than the stock 2022 YZ250F, which hit the scales at 227 pounds. A stock 2022 KTM 250SXF weighs 218 pounds. ClubMX lost about 1 pound using the KYB air forks. Another pound was dropped using Luxon MX triple clamps (stock 22mm offset) and Luxon handlebar mounts. Luxon MX is also working on a new link arm for ClubMX (stock length) that will be three-quarters of a pound lighter. On Garrett’s race bike, ClubMX went all out, using titanium for every bolt, mount and axle possible. They also use a Fire Power Featherlight battery to drop weight, as well as lighter spokes and hubs. 

WHERE’S ALL THE TITANIUM? Great question. While MXA was in South Carolina at the ClubMX training facility, Garrett was busy training on the one bike he has with all of the trick titanium bolts, axles and swingarm pivots. We took photos and rode on his spare bike. His spare bike had the same engine, suspension, handlebars, footpegs, seat and everything else. The only difference was that it was considerably heavier (around 6 pounds). After we were all done shooting photos and he was done riding, we did get to ride his “full-titanium” bike to get the full experience. It was significantly lighter to take off the stand and felt lighter on the track, which certainly helps him out. 

WHO BUILT GARRETT’S SUSPENSION? ClubMX uses Enzo suspension built by Craig Decker in Texas. Craig has experience developing almost all of James Stewart’s Kawasakis and Ricky Carmichael’s Hondas. He did turn-key bike development for them, working on more than just suspension. When Craig comes to test at ClubMX, he gets the job done quickly. Coming into 2021, Garrett only had two days of testing before coming up with a base setting that he used for the season. Surprisingly, Garrett is using the KYB air forks, which are actually the same forks that some of the Star Racing Yamaha 250 and 450 riders use to this day. 

WHAT’S UP WITH THE CHECK-VALVE SHOCK? In Garrett’s KYB shock, there’s a check valve that gives the rear end a dead feeling on the holdup of the shock. When the valve engages, it manipulates the oil passage. When you push down on the shock, it has a dead Supercross feel, but the shock still moves. Most riders use the check valve in Supercross but not outdoors. While the traditional shock might wallow, the check-valve shock will stay settled longer in corners. It can be more abusive on the rider to use the check valve in the shock, but Garrett doesn’t mind it because he’s big and controls his bikes with his legs.

HOW ROUGH IS GARRETT ON HIS EQUIPMENT? Surprisingly, the ClubMX mechanics explained that Garrett isn’t a clutch abuser. Instead, it’s the radiators that experience his wrath the most. Garrett squeezes the bike with his legs so much that he actually cracks the radiators.

The Luxon MX triple clamps and bar mounts helped ClubMX shave big-time weight.

WHAT’S UP WITH THE WHEELS? ClubMX has its own spec wheels from Rims Plus with milled hubs and custom spokes that are lighter and stronger. They run a Honda front hub because it only uses 32 spokes, which makes the wheel lighter. ClubMX also uses D.I.D. LTX rims, as the riders prefer the softer feel and weight savings. The Pirelli tires are also lighter than Dunlops, and Garrett likes the Mid-Soft Scorpion compound almost everywhere. Plus, Garrett loves the rear scoop tire for outdoors. If it were up to Garrett, he would run the scoop at every outdoor track. They have to beg him to take it off. 

WHAT DID CLUBMX DO TO THE BRAKES? Garrett’s bike has stock brake calipers and pads with Flo brake rotors and GYTR steel braided brake lines. They also use the older-generation Honda front brake master cylinder to increase braking power. The stock brake calipers were also Cerakoted. 

FMF works with Twisted Development (and Star Racing) to help create as much power as possible on the YZ250F

WHICH OTHER PARTS ARE AFTERMARKET? In addition to the aftermarket parts already mentioned, Garrett’s bike uses a Flo Motorsports clutch perch and levers, an NGK spark plug, Engine Ice coolant and a Guts seat cover. Plus, the ClubMX bike has a full Hinson clutch system (basket, pressure plate, hub, fibers and steel plates and cover). They run Acerbis plastics, a P3 Carbon skid plate, Mika Metals handlebars, grips, sprockets and chains, as well as the Tamer dual-position holeshot device.

TEST RIDE: WHAT’S IT LIKE ON THE TRACK? Thankfully, we got to experience two different versions of Garrett Marchbanks’ ClubMX YZ250F race bike. We rode it with Supercross suspension on day one and with outdoor suspension on day two. With Supercross suspension, Garrett’s YZ250F felt like a hardtail mountain bike. Set for the 190-pound “Man-Child,” it was so stiff that the suspension didn’t compress when our 170-pound test rider sat on it and barely compressed on the first few laps while we were getting used to it. 

Garrett runs Flo footpegs that are 10mm lower and 12mm farther back.

DOES THE CLUBMX YZ250F HAVE FACTORY POWER? Yes, it does. We were blown away by the Twisted Development YZ250F power. Even though MXA has ridden factory 250 four-strokes, other full-mod 250 four-strokes, YZ270F big-bore builds, 350 four-strokes and everything else under the sun, we were thoroughly impressed with the power that came out of Garrett’s bike. The power comes on with the strong Yamaha signature bottom-end grunt, and it never stops pulling. Even though he’s the biggest rider in the class, Garrett Marchbanks keeps up with the factory riders on a privateer YZ250F. He even passed R.J. Hampshire going up a hill at Thunder Valley in 2021, which is at high elevation in Colorado. 

The Star Racing Yamaha YZ250F is commonly known in the Pro pits for being the fastest 250 four-stroke on the track, but ClubMX is doing everything in its power to stick close to them. Plus, Jamie Ellis has explained to MXA that the experience he’s gained by developing engines for other brands has actually helped him make improvements on the Yamaha YZ250F. 

Garrett runs the Kayaba air forks because he likes how they work, and they shave 1 pound off the YZ250F.

HOW’S THE SUSPENSION? There’s only one pleasant aspect of Garrett’s  Supercross settings; they save your butt in a pickle. Stiff suspension will track better through whoops, and it protects you big time when casing or overshooting jumps. We tested his bike on a toned-down version of a Supercross track and eventually we came to appreciate Marchbanks’ ultra-stiff Supercross suspension. The motocross setting was also stiff, but it was much more comfortable in comparison. The Kayaba shock with the check valve stayed planted in the corners on the rough ClubMX training track, and the air forks worked great as well. After riding Supercross settings the day before, there were zero complaints about the outdoor forks.

HOW DOES IT HANDLE? Once our testers got comfortable with the suspension, the bike handled well on both the Supercross track and outdoor track. The Luxon triple clamps offered a precise feel on the front end, while the lower and moved-rearward Flo footpegs helped our 6-foot-tall test rider feel comfortable navigating rough sand sections and ruts. Along with the lowered pegs, the taller seat and taller handlebars helped our test rider find confidence on the bike without feeling cramped. 

WHAT DO WE THINK? No matter how fast his YZ250F is, Garrett Marchbanks will always be searching for more power. Why? It’s been hardwired into his brain to ride wide open since he was a big 14-year-old on Kawasaki minis. We think Garrett Marchbanks’ ClubMX Yamaha YZ250F is a rocket ship of a motorcycle with suspension that’s so stiff only a man-child could appreciate it.