WE RIDE MX-TECH’S HONDA RESTO-MOD CR125, CR250 & CR500 TWO-STROKE TIME MACHINES

 These bikes were built and tested in Illinois before making the 2000-mile drive to California.

Suspension companies have to find ways to stand out. MX-Tech is a small suspension manufacturer out of Bradley, Illinois, and they specialize in making their own high-end A-kit suspension for all brands of bikes—from modern to vintage. At the core of every mechanic is a rider who didn’t make it to the Pro ranks. Instead, he wised up and decided to pursue the next best way to stay close to the action. Suspension technicians are a special breed of mechanic. They are tenacious and motivated to help their rider/customer find the “magic setting,” which is a never-ending pursuit down the rabbit hole. 

Suspension tuners desire to be known for building not just the best-performing suspension but finding the most creative solutions in the process. Not everyone can be the suspension tuner for Jett Lawrence or Eli Tomac. There are only a few manufacturers of high-end suspension components in our sport (Showa, Kayaba, WP and Ohlins). The issues with each set of forks or shocks are well known to each aftermarket suspension technician. So, how do they stand out from the pack? In MX-Tech’s case, they took the scientific approach of not just changing shims and bushings but literally manufacturing complete forks and shocks that bolt right onto your bike. 

MX-Tech has also found another niche. They capitalize on the secondary revenue stream of satisfying two-stroke project bike builders, who often need custom work done to resto-mod their classic two-stroke engines, making them fit into restored stock frames or modern aluminum frames. By working together with famous two-stroke builder AJ Waggoner, MX-Tech has the resources needed to build bikes that are very special and lots of fun. 

SUSPENSION TUNERS DESIRE TO BE KNOWN FOR BUILDING NOT JUST THE BEST-PERFORMING SUSPENSION BUT FINDING THE MOST CREATIVE SOLUTIONS IN THE PROCESS. 

AJ’s company, Built, specializes in keeping the two-stroke dream alive by giving old smoker engines a new lease on life in a modern-day chassis. Sadly, the “New Old Stock” (NOS) of Honda CR500 parts has run out—in no small part because AJ has built 6000 Service Honda CR500AFs. As you can imagine, when Honda ran out of the most important parts for the old engines, it severely hindered the restoration of classic Honda Open bikes. But, AJ is not a man easily dissuaded. He founded a new company, Built, that specializes in billet engine parts, including cases, water-pump covers, gears, shift forks, kickstart shafts, engine case bushings and billet CR500 crankshafts. Of course, AJ also builds complete conversion kits for enthusiasts who aren’t do-it-yourselfers. 

MX-Tech and MXA have had a long relationship. We’ve tested their modern suspension on our test bikes many times over the past couple of decades, and we’ve tested AJ Waggoner’s bikes in the past, too. For this MXA project, MX-Tech’s Jeremy Wilkey and AJ Waggoner joined forces to bring three exotic project bikes to California for MXA to try—two of the bikes are MX-Tech’s “shop bikes,” and the third bike is a Honda CR500, owned by Ken Kidd, who was nice enough to let Jeremy Wilkey bring his bike for us to ride, even before Ken had ridden it himself. 

As you’d expect, the CR500 was a beast to ride.

The MXA test riders like the CR250 the most on Glen Helen’s  sinueous layout.

The CR125 is actually 134cc, and it was made to be abused.

2023 HONDA CR500 BASICS

The Honda CR500 used a 2023 Honda CRF450 chassis and was the first prototype version AJ made of the CR500 in this frame. AJ decided to use the stock frame cradle with the engine rotated forward; however, after testing, AJ switched to welding in his own frame cradle for later CR500 builds in this chassis. 

The CR500 engine cases and aluminum frame were both powdercoated cherry red. MX-Tech Blackjack forks were used with MX-Tech’s proprietary “National” shock; however, to clear the  airbox, the shock bladder had to be moved. Instead of making a whole new shock for this bike, MX-Tech designed a movable bladder that can be rotated out of the way to fit into the modern chassis and accommodate the CR500 airbox and Twin Air filter. 

As for the rest of the bike, it had a Hygge pipe, FMF powercore silencer, Raptor footpegs, ARC levers, D.I.D chain, Maxima oils, Rekluse clutch and Dubya USA wheels with Dunlop MX33 tires mounted with Pro Bud tire paste.

The cherry-red CR500 center cases and aluminum frame are highlighted by the Canadian-made Hygge cone pipe, contributing to the exotic look of the CR500.

2015 HONDA CR250 BASICS

The CR250 has a unique story. It began with a 2015 Honda CRF250 frame and a 2000 Honda CR250 engine. The CR250 engine was sourced from eBay and shoehorned into the nine-year-old aluminum chassis. This is MX-Tech’s shop bike, and it has been a source of two-stroke-loving fun on the weekends for the MX-Tech crew. Of course, it has Blackjack coil-spring forks and a National shock suspending the bike. Pete Payne of Heavy Duty Racing (HDR) did the engine, and he kept the stock bore and stroke. HDR also ported the cylinder and milled the head to run VP C12 race gas. The race fuel was injected into the engine by a 38mm Lectron Billetron Pro carburetor with FMF’s pipe and silencer handling the exhaust work. Crank Works did their “tin can mod” and balanced the crank. The CR250 also used a full Rekluse TorqDrive clutch and Vortex ignition.

Ken Kidd was nice enough to let MXA ride his baby before he did.

The CR250 was the most racey bike of the bunch.

MX-Tech’s CR125 reminds you how important momentum is.

2017 HONDA CR125 BASICS

The CR125 was the most Frankenstein bike of them all. It used a 2017 Honda CRF450 chassis with a 1998 Honda CR125 engine; however, the engine wasn’t all from 1998. To make the mellow CR125 engine more lively and usable, HDR’s Pete Payne switched out the five-speed 1998 transmission for a six-speed 1996 tranny. They went through three different transmissions to get the six-speed to work and even had to weld up the dogs on the gears and undercut them. 

Xaivier and Anthony at MX-Tech made a custom clutch cover—not just because it looked cool, but because it had to be wider to make room for the six-speed transmission on the other side of the clutch, which wouldn’t fit in these cases with the stock clutch cover.  

THE CR500 ENGINE CASES AND ALUMINUM FRAME WERE BOTH POWDERCOATED CHERRY RED. MX-TECH BLACKJACK FORKS WERE USED WITH MX-TECH’S PROPRIETARY “NATIONAL” SHOCK; HOWEVER, TO CLEAR THE AIRBOX, THE SHOCK BLADDER HAD TO BE MOVED.

Underneath the custom clutch cover is a billet Wiseco clutch basket. The 1998 cases and 1996  transmission use a 2003 CR125 cylinder with a 2mm over-bore, pumping the one-two-five up to 134cc. HDR matched the cases, ported the cylinder and, once again, set the head up to run VP C12 with an FMF pipe and silencer. The CR125 also used a Boyesen Rad Valve for the air intake and, once again, a 38mm Lectron Billetron Pro carburetor for fuel delivery. 

MX-Tech’s 49mm Blackjack coil-spring forks are incredible.

HOW DID THEY RUN?

Project bikes often suffer from bugs inherent in shoehorning disparate parts into a unique design. Thanks to Jeremy Wilkey and AJ Waggoner’s vast experience, this was not an issue on our three custom-made Honda two-strokes.

MX-TECH’S CR500: Riding a 500cc two-stroke is less about how fast a rider you are and more about how smart a rider you are. Over the years, the MXA test riders have had many 500s roll into and out of our lives. As of late, they are fewer and farther between because of the weak CR500 parts supply, but we still get to ride a handful of these beasts each year. Anyone with a lick of 500cc two-stroke experience knows these machines require a special set of skills, but you’d be surprised to know that we’ve had multiple young AMA Pro test riders pick up the art of big-bore two-stroke riding fairly quickly. Ezra Lewis is one test rider who’s qualified for Nationals in the 450 class and who also rode the wheels off a Twisted Development-built CR500 project bike two years ago. 

PROJECT BIKES OFTEN SUFFER FROM BUGS INHERENT IN SHOEHORNING DISPARATE PARTS INTO A UNIQUE DESIGN. THANKS TO JEREMY WILKEY AND AJ WAGGONER’S VAST EXPERIENCE, THIS WAS NOT AN ISSUE ON OUR THREE CUSTOM-MADE HONDA TWO-STROKES.

MX-Tech’s CR500 suspension was on the stiff side, but that was to be expected, as it’s set up for Ken Kidd, who is a 220-pound intermediate. The coolest part was how easy it was to start. It took a second to nudge it through top-dead center, but once there, it kicked over on the first try every time. 

On the track, our test riders were shifting gears nonstop to ensure the CR was riding low in the rpm range. Even though the ergonomics were identical to that of a modern CRF450, which has the best ergos around, our test riders never had to question which bike they were on. Whether on the gas or idling, you could hear (and feel) the big two-stroke coming from a mile away. 

MX-Tech’s custom clutch cover.

All three bikes used MX-Tech’s National shock.

MX-TECH’S CR250: The CR250 was the most racey bike in this test. It was snappy and exciting to ride. It wasn’t fast by modern 250 standards, but it was still fun. The Billetron 38mm carburetor made for a smooth and linear powerband, which boosted our test riders’ confidence after being humbled by the sheer power of the CR500. The suspension also worked well on the CR250. You could tell the MX-Tech gurus had spent time on it, because it handled the Glen Helen National track with ease. 

MX-TECH’S CR125: The CR125 was the least effective race bike, but the most fun play bike of the day. With its modern chassis, A-kit MX-Tech suspension and 134cc engine, this bike was glued to the ground, allowing our riders to hold it wide open around the track. It wasn’t fast by any stretch of the imagination, especially after riding the CR250 and CR500, but we knew that would be the case from past experience on the CR125 platform.

MX-Tech has partnered with Luxon to fit their 49mm Blackjack forks on all brands.

The 125 and 250 both ran Lectron carburetors, and the 125 had a Boyesen Rad Valve.

BACK TO BACK TO BACK 

The CR500 made for some eye-watering and adrenaline-spiking fun. The CR250 brought our test riders back to the real world, and the CR134 made our testers feel invincible once again. 

It’s inspiring to know that there are guys like AJ Waggoner and Jeremy Wilkey who are working hard to keep the resto-mod two-stroke market going and who are making a living doing it. AJ prefers to use OEM engine parts whenever possible, but as soon as Honda or Kawasaki run out of a part and it’s no longer possible to find them online, he manufactures them himself. And, he’s not just making parts here and there; AJ is literally CNC machining his own CR500 cases, transmissions and cranks, truly creating “new” CR500s for the 2025 model year, replicating what it might be like if Honda were still making two-strokes today. Although we haven’t mentioned it, Built does the same with KX500 engines. 

WE KNOW HOW GOOD MX-TECH SUSPENSION IS ON MODERN BIKES, AS WE CURRENTLY HAVE IT ON OUR 2024 YAMAHA YZ450F AND OUR 2024-1/2 KTM 450SXF FACTORY EDITION, AND NOW WE CAN APPRECIATE THE MAGIC SETTINGS ON OLD HONDA TWO-STROKES.

Equally awesome is MX-Tech’s ability to customize their National shock to meet the needs of modern frames and retro engines. We know how good MX-Tech suspension is on modern bikes, as we currently have it on our 2024 Yamaha YZ450F and our 2024-1/2 KTM 450SXF Factory Edition, and now we can appreciate the magic settings on old Honda two-strokes.

For those who are too young to have lived through the heyday of Honda two-stroke motocross bikes, Jeremy and AJ make it possible to go back in time. You can learn more about MX-Tech at www.mx-tech.com and Built at www.built500.com.