Triumph Motorcycles has this week announced they will build and race enduro and motocross motorcycles with the help of five-time American Rider of the Year Ricky Carmichael (pictured above).
The official press release didn’t supply many details and it is unknown whether they will be produced in India or Thailand where most of their motorcycles are now made.
However, the British company did say it would return to dirt racing at the “top-tier” level.
The company also announced that Ricky will be joined by five-time Enduro World Champion Iván Cervantes to test and prepare the bikes for racing.
Iván Cervantes
But they didn’t say whether they would race them and when the bikes or their racing prototypes would be available.
We suspect the bikes will be raced and tested before production versions are ready for the market.
They did the same thing with the 765cc Moto2 engine which has moved into their road bikes.
Ricky also doesn’t give away any clues, just stating that he will “be a part of the development and release of Triumph’s off-road motorcycles”.
Likewise, Ian simply says he “cannot wait to see the bikes competing at a world level”.
Whoever does race them, it will no doubt kick start a PR campaign based around the racing endeavours of Hollywood legend and Triumph fan Steve McQueen.
Steve McQueen
He raced Triumphs in the USA and represented his country in the 1964 International Six-Day Enduro Trials in Europe and was also famously depicted in The Great Escape jumping a TR6 over a barbed-wire fence to escape the Nazis.
No doubt the new-age Triumph dirt bikes will be a lot lighter than the heavy TR6 and other models used in dirt racing more than half a decade ago.
Company boss Nick Bloor says they are “100% committed to making a long-lasting impact in this highly competitive and demanding world”.
Fly Racing has revealed it’s 2021 MX racing helmets and their respective liveries/color options with an entirely new cost-effective helmet model to throw into the mix.
Formula Carbon
The Fly Racing Formula Carbon is a lightweight, DOT and ECE approved motocross helmet with a full 12k carbon fiber construction. Being the top-dog of the 2021 lineup, Fly Racing was sure to pack as many features into this helmet as possible. The lid has been designed with as many energy mitigating materials as possible “including RHEON, a leading-edge viscoelastic material – fine-tuned to greatly improve impact management over traditional helmets”. Lots of marketing departments come up with their own lingo to set their products apart from the rest, but the most important takeaway with this helmet is the carbon fiber construction, quick-release cheek pads (makes for easer helmet removal by emergency responders), and the high-level safety ratings. The Formula Carbon comes with a tag of around $582 USD for adults and $546 for children.
Formula CC
The Formula CC is the next step on your way down the pricing ladder. It’s pretty much the same as the Carbon edition boasting both ECE and DOT approved safety ratings with the same AIS (Adaptive Impact System) and RHEON tech but with a Tri-weave composite shell in exchange for the carbon fiber. This helmet should retail for approximately $426.86 USD for adults and $400 USD for youth sizes.
Kinetic
The new Kinetic model is the final helmet I’ll be going over. It drops the ECE approval to bring the pricepoint down (I mean, waaaaay down) to $131 USD for adults and $117 USD for youth. The lid is still DOT approved with its polymer shell and features the same cheek pad release mechanism found in its more expensive siblings.
Every part of the CRF450R is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from development with Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine.
The new frame and swingarm, plus changes to geometry and suspension, save weight and greatly improve cornering performance.
The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability.
A larger hydraulic clutch offers greater control with lighter lever pressure.
More compact plastics and a smaller seat unit increase freedom of movement.
The 2021 Honda CRF450R is expected to hit Australian dealerships around October 2020.
2021 Honda CRF450R
2021 Honda CRF450R at a glance
Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
New triple clamp design
Revised air cleaner system
Revised fuel pump
New decompression weight design
New graphics
Due October 2020
2021 Honda CRF450R
Honda launch new racer support program
To celebrate the release of the 2021 MX range and most notably the new CRF450R, Honda are excited to announce a brand-new ‘Race Red’ Program. The aim of the new ‘Race Red’ Program is to truly support Honda racing customers through the Honda dealer network, to ensure opportunity is given to those looking to progress in our sport. Access to the program will be based on submission of an application via your local Honda dealer, where you’ll get access if approved, to racing Honda products and an affordable unit to race.
To qualify, the applicant must submit to their local Honda dealer: A copy of your racing licence (MA, state or club based equivalent), and a race resume outlining your upcoming planned race events.
The Honda dealer will then submit this application to Honda and on approval, the rider will collect a new Honda CRF race machine, a Honda Pit Tent and Honda Racing Stand from their dealer and be welcomed into the ‘Race Red’ program.
General Manager of Honda Motorcycles, Mr Tony Hinton anticipates the new program as a way to further support those who have dreams of becoming a future Champion.
“We are pleased to see this program come to life. Racing is Honda’s lifeblood and with this program we are looking to cater to all levels of racing across the country. We have our Penrite Honda Factory Racing Team as a tier 1 level for National Supercross and MX classes, we’ve also got our ‘Ride Red’ program for privateer riders competing in National and State events around the country and now we are proud to roll out a more refined ‘Race Red’ program which looks to support riders at a local and dealer ambassador level of racing. It’s the ideal time to launch the program with our new CRF450R and 2021 MX line up, as we believe these bikes will deliver results to those who want to take the next step with their racing careers. We want to see future Champions on our CRFs.”
For more information on the new ‘Race Red’ program, please contact your local Honda dealer, or visit www.honda.com.au
2021 Honda CRF450R in detail
In 2017 Honda’s CRF450R was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine.
Standard-fit electric start was a convenient addition in 2018 and, for 2019, an HRC-developed cylinder head upped peak power and torque considerably. HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbars.
The 2020 CRF450R gained Honda Selectable Torque Control (HSTC), and provided the base for the CRF450RW HRC race machine ridden to the 2019 MX GP World Championship in the expert hands of Tim Gajser. The 2021 Honda CRF450R draws heavily on what he, and HRC, learnt on their long road to overall victory in 2019.
New machine is slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R Model Overview
For 21YM the CRF450R receives a wide array of improvements and upgrades under a development theme of ‘Razor-sharp Cornering’. Firstly, it’s 2kg lighter, thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance. Learnings from Tim Gajser’s championship-winning 2019 campaign reduce rider fatigue, allowing enthusiasts of all ability levels to consistently post optimal lap times.
2021 Honda CRF450R
The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.
A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. A smart new all-red graphic scheme completes this major update.
2021 Honda CRF450R Chassis
Narrower main spars and new rear subframe save weight, drawing on HRC knowhow
Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
The CRF450R’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.
2021 Honda CRF450R frame
Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.
2021 Honda CRF450R swing-arm
Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.
Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship
The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R is slimmer by 70mm and the plastics thinner, while the tank cover has been removed.
Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm), and wheelbase marginally shorter 1481mm (1482mm). Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. Holding 6.3L, the titanium fuel tank has also been redesigned.
Holding 6.3L, the titanium fuel tank has also been redesigned
Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.
2021 Honda CRF450R
Up front, the twin-piston brake caliper employs 30 and 27 mm diameter pistons and 260 mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240 mm wave-pattern disc.
DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6 in, the rear a 19 x 2.15 in. The rear wheel is both stronger and lighter for 21YM and now Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.
A striking new all-red graphic treatment complements the 21YM CRF450R’s sharper lines.
2021 Honda CRF450R
2021 Honda CRF450R Engine
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
2021 Honda CRF450R engine
Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.
More top end power
A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.
injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency
The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.
Twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency
The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.
The 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch
Bore and stroke remains 96 x 62.1 mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.
Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12 mm drum scavenge pump manage lubrication.
Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.
2021 Honda CRF450R Engine
2021 Honda CRF450R Electronics
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
2021 Honda CRF450R
The CRF450R gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.
The three Modes differ in drive management level for different riding conditions:
In Mode 1 the system intervenes most lightly, and after the longest time – useful for reducing wheelspin and maintaining control in tight corners.
Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
2021 Honda CRF450R
An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.
Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.
The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.
HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:
Level 3 – 8,250rpm, muddy conditions/novice
Level 2 – 8,500rpm, dry conditions/standard
Level 1 – 9,500rpm, dry conditions/expert
2021 Honda CRF450R
Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.
The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:
Mode 1 – Standard
Mode 2 – Smooth
Mode 3 – Aggressive
2021 Honda CRF450R
The LED also displays mode selected, but with a blue light.
Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.
2021 Honda CRF450R Specifications
Engine – 449.7 cc four-stroke single uni-cam
Bore x Stroke – 96.0mm x 62.1mm
Compression Ratio – 13.5 : 1
Induction – EFI
Fuel Tank Capacity – 6.3 litres
Starting – Electric
Clutch – Wet multi-plate hydraulic
Frame – Aluminium twin tube
Dimensions (L´W´H) – 2,182 x 827 x 1,267mm
Wheelbase – 1,481mm
Caster Angle – 27.1°
Trail – 114mm
Seat Height – 965mm
Ground Clearance – 336mm
Dry Weight – 105.8kg
Forks – Showa 49mm USD fork
Shock – Showa monoshock Honda Pro-Link
Tyres – 80/100-21 (F), 120/80-19 (R)
Brakes – 260 mm front, 240 mm rear
Available – October 2020
All specifications are provisional and subject to change without notice
After today showcasing the new 2021 CRF450R (Link) we thought it a great opportunity for a ride back in time with this short history of the CRF450R since its inception in 2002.
2002-2004
The lightest four-stroke motocrosser of its day, the original CRF450R set the stage for years of class-leading performance. Highlighted by Honda’s all-new Unicam engine and an aluminium twin-spar frame, the 2002 model’s early success was due not only to its outright performance, but also to the friendly characteristics that aided riders’ transition from two-strokes. The model made headlines for its plush, well-controlled Showa suspension, establishing from the very beginning a reputation for controllable, agile handling.
Unicam engine
Aluminium twin-spar frame
Lightest production four-stroke MX bike
There were minor changes in both of the following two years, the most noteworthy being the move to a longer shock that sharpened the handling even further in 2003.
2002 Honda CRF450R
2005-2008
The second generation CRF450R had big shoes to fill, and it managed the challenge exceptionally. Centred on a heavily updated engine, the 2005 model impressed with improved top-end power and wider power band. An updated design enhanced the overall look, while subtle revisions to the frame altered the bike’s flex characteristics, enhancing the plush feel for which the first generation had already been well known.
Reduced weight
New frame with revised flex characteristics
Wider powerband
HPSD steering damper introduced in 2008
Maintenance intervals for valve adjustments were widened in 2005 thanks to new valve seat material, while 2008 saw the introduction of the HPSD steering damper. Additional changes for 2008 included geometry revisions, clutch updates and a rev-limit increase that combined to further solidify the model’s reputation as a benchmark in its class.
2005 Honda CRF450R
2009-2012
For 2009, Honda engineers challenged themselves to create a CRF450R that was lighter than its predecessor despite adding electronic fuel injection. The result of their efforts was the third-generation CRF450R. Benefitting from an extreme focus on weight reduction and mass centralisation, this all-new model was highlighted by a new twin-spar aluminium frame with multiple design changes, including a repositioned steering head, lower overall height and reworked geometry. These changes combined with an all-new, more compact engine to create a bike that was known both its agile handling and strong responsiveness off the bottom.
New, more compact engine
Fuel injection
New frame with revised geometry
KYB AOS fork
2009 Honda CRF450R
2013-2016
With an all-new frame and updated engine, the 2013 CRF450R had a design brief that was focused on improved cornering performance. The result of the redesign was great turn-in performance and more consistent steering through corners. A milestone model for Honda, the 2013 was recognised for its dual-muffler exhaust, new styling and KYB Pneumatic Spring Fork (PSF), which used air pressure to provide spring resistance in place of coil springs.
New frame and swingarm
New bodywork
KYB PSF fork
Dual-muffler exhaust
2016 saw Tim Gajser win the MXGP world title for the first time, becoming the youngest MXGP champion ever, at the age of 20.
2013 CRF450R
2017-2020
The design brief of the 2017 CRF450R followed Honda’s new ‘Absolute Holeshot’ ethos. An all-new engine featured a downdraft intake, new compression chamber and finger rocker arm, among other changes aimed at increasing efficiency. A lighter, sixth generation twin-spar aluminium frame was designed with improved traction in mind, featuring a reduction in torsional rigidity. The 2019 model marked a return to coil-spring front suspension; other key changes included a new lighter titanium fuel tank and updated plastics with in-mould graphics.
Introduction of ‘Absolute Holeshot’ philosophy
New engine with focus on improved acceleration / power
Sixth-generation twin-spar aluminium frame
49mm coil-spring Show fork
The CRF450R’s major overhaul was followed up by minor changes in 2018, including updates to the suspension and mapping. In 2019, Honda once again made revisions to the frame, swingarm and shock linkage. Launch control and black D.I.D wheels were added. For the 2020 year model, Honda added Honda Selectable Torque Control (HSTC) to the package.
In professional racing, Team HRC’s Tim Gajser earned his second MXGP World Championship in 2019.
2017 Honda CRF450R
2021 CRF450R
Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
For 2021 Kawasaki’s KX250 gets a new frame and swingarm based on the most recent updates to the KX450 along with further engine improvements that push peak power up by around three per cent and the operational ceiling up by another 350 revs to 14,500 rpm. The KX250 also loses the F suffix from its nomenclature.
The use of coned-disc springs contributes to lighter clutch actuation when the lever has been pulled in, and a wider clutch engagement range
Electric start makes an appearance for the first time on the KX250 and it now also scores the hydraulic clutch set-up from the KX450.
Starting is electric only, via button
Superbike derived DLC finger-followers are struck by high-lift cams actuate 32 mm intake valves and 26.5 mm exhausts which in-turn are fed by enlarged and reprofiled ports.
Like the KX450, the KX250 features a valve train designed by Kawasaki’s World Superbike engineers. Finger-follower valve actuation enables a higher rev limit and more aggressive cam profiles
The exhaust cam timing is retared by three-degrees which contributes to the increased engine performance and the valve springs are stiffer than the previous model.
A short skirt, reinforced external ribs and the use of a bridged-box bottom, featuring internal bracing, contributes to a light, strong piston design. A dry film lubricant coating on the piston skirts reduces friction
A new piston with a dry film lubricant coating swings off a 3 mm longer connecting rod that helps reduce mechanical losses while the cylinder itself if offset forward by 3mm. The crank is lighter and offers less windage.
The twin-injector set-up continues with the downstream injector timed for response while as revs increase the primary fuelling switches its bias towards the upper injector which is used primarily for top-end power.
2021 Kawasaki KX250F
Different magneto rotors are available to change the inertia of the engine to suit rider preference and track conditions.
Launch Control Mode gives riders an edge when lining up at the start gate.
The lines of the new KX250 are smoother and the seat line flatter than before.
Revised design for the top of the fuel tank top allows an even flatter progression from the seat to the tank. The flatter design gives the rider greater freedom of movement
The standard settings of the suspension have been refined to better absorb bumps and aid traction.
High-performance Kashima Coat KYB 48 mm inverted coil-spring fork handles suspension duties up front. Large-diameter inner tubes enable the use of 25 mm damping pistons, delivering smooth action and firm damping.
A choice of four handlebar positions and two foot-peg mounts allows riders to personally tailor their riding position to suit body size and preference.
The New Uni Trak rear suspension system mounts the suspension arm below the swingarm, allowing a longer rear suspension stroke. The longer stroke in turn allows more precise rear suspension tuning.
Renthal Fatbars are now standard while a new KX450 derived front master cylinder aids braking power and control. The rear disc rotor is now 10 mm smaller than before.
The KX FI Calibration Kit features the handheld KX FI Calibration Controller, which enables riders to adjust engine characteristics (by rewriting actual data maps) to suit their preference. This convenient tool can be used without a PC, simply by plugging into the engine’s ECU.
Add established features such as the option of an accessory KX Fi calibration kit for ultra-fine tuning in addition to the three easy to interchange “tuning plugs” and the KX250 mounts a strong argument for your dollar.
Adjusting engine settings to suit conditions is simple with the KX-style DFI couplers.
On the subject of dollars, the 2021 KX250F will arrive in September with a RRP sticker of $11,499
2021 Kawasaki KX250F
2021 Kawasaki KX250F Specifications
Engine – 249 cc four-stroke, four-valve single
Bore x Stroke – 78 x 52.2 mm
Compression Ratio – 14.1:1
Induction – EFI, twin-injector, 44mm throttle body
Lubrication – Forced semi-dry sump
Gears – Five-speed, hydraulic clutch
Fuel capacity – 6.2 litres
L x W x H – 2180 x 820 x 1265 mm
Wheelbase – 1485 mm
Caster / Rake – 28-degrees
Trail – 118 mm
Seat Height – 950 mm
Weight without fuel – 102.9 kg
Kerb weight – 107.5 kg
Frame – Aluminium perimeter
Forks – KYB 48 mm spring, fully-adj’, Kashima Coat
Shock – Uni-Trak fully-adj’ including high-low comp’
The ongoing growth of the pandemic across the globe continues to play havoc with sporting fixtures everywhere and the latest series to be further delayed is the 2020 Lucas Oil Pro Motocross Championship.
The previously announced opening pair of events were slated to begin in just over two weeks, on July 18, with the Circle K Ironman National in Indiana, followed by the GEICO Motorcycle WW Ranch National in Florida on July 25. However, due to ongoing concerns surrounding the COVID-19 pandemic, notably recent spikes of positive cases in a significant number of states, series managers deem it necessary to push back the start of the series once more. MX Sports Pro Racing will now look to begin the season in August.
“From the moment we were forced to delay the original start of the 2020 Lucas Oil Pro Motocross Championship in May, we have diligently worked towards developing as complete a championship-calibre calendar as possible for both our athletes and our fans,” said Carrie Russell, CEO of MX Sports Pro Racing. “In tandem with our event organisers, we have been in constant communication with local officials from the government, health department, and department of public safety for each respective venue to ensure every National is operated in accordance with social distancing measures established by each county and the CDC.
“Following the recent spike in positive cases around the country, a pause is warranted as we evaluate the impact of the stall in state-issued reopening phases and newly implemented travel quarantines,” continued Russell. “Our manufacturers are the lifeblood of American motocross, and we stand by them with our support in times of need. As a result of recent developments, MX Sports Pro Racing needs to take the definitive and proactive step of postponing the start of the season temporarily, which will allow us to work through the current challenges we face.”
In response to this latest decision, MX Sports Pro Racing and event organizers will continue to maintain extensive communication with local officials. The evolution of the pandemic has included dramatic changes from one week to the next, and as states and counties take necessary action to confront the latest concerns of the coronavirus spread, MX Sports Pro Racing will be in a position to take immediate action when the opportunity arises to confirm events at a future date when the time is right.
“It is our sole focus to host a successful season that will not only allow us to crown a pair of AMA National Champions, but will also allow our incredibly loyal fanbase to celebrate the return of racing by cheering on their favourite riders,” concluded Russell. “These are extraordinary times that have had a significant impact on our industry, and that has called for us to take unprecedented action on behalf of the well-being of our community. This sport is a family, and we will not be deterred from accomplishing our goal, despite this adversity. We remain steadfast in bringing everyone the 2020 Lucas Oil Pro Motocross Championship they deserve. Our event organisers have put in far too much effort, while our broadcast partners, series sponsors, manufacturers, participants, and fans have all shown tremendous patience. We owe it to all of them to bring this season to fruition, and we’ll do everything in our power to make that happen.”
Following a historic seven-round stay in Salt Lake City to close out the 2020 FIM/AMA Supercross Championship, a trio of newly crowned titleholders will now set their sights on continued success in this summer’s Lucas Oil Pro Motocross Championship which will kick off in Indiana in a matter of weeks, on July 18, with the Circle K Ironman National.
As the reigning three-time Pro Motocross 450 Class Champion, it was only a matter of time before the success Tomac has achieved in the grueling conditions of the world’s most prestigious off-road motorcycle racing series eventually parlayed into a championship on the prolific stadium circuit.
Eli Tomac celebrating on the top step of the podium at the Ironman National in 2018
Tomac is now the winningest active rider in supercross, tied for sixth all time with Ryan Dungey at 34 wins, and has been the dominant force in the discipline for several seasons. Despite all that success, a championship had managed to elude Tomac, but as the 2020 season soldiered on, even withstanding a global pandemic, many of the lessons learned over the course of his Pro Motocross three-peat paid big dividends in his pursuit of a first supercross title.
Eli Tomac and Monster Energy Kawasaki will carry the momentum of a supercross title into the Lucas Oil Pro Motocross Championship, where Tomac will seek a fourth consecutive 450 Class crown.
No matter where he started, Tomac found a way to overcome adversity and claw his way through the field, ultimately finishing no worse than seventh, with an average finish of 2.5, over the course of 17 rounds. His series-leading seven wins, including two in Salt Lake City, were more than enough to finally get the job done, making Tomac the 14th rider in the history of the sport to possess both a supercross and Pro Motocross championship. He’ll now shift his focus on making a clean sweep of both U.S. championships in a single season, something 12 others have done before him.
Eli Tomac – 2020 Monster Energy Supercross 450 SX Champion
“Consensus around the world over the past several years has held Eli Tomac as one of the absolute best, if not the best motocross racer on the planet, which is attributed to all of the success he’s had across two distinctly different disciplines,” said Davey Coombs, President of MX Sports Pro Racing. “While his journey to earn that maiden supercross championship was longer than expected, we all knew he was destined to win this championship as well. We in the Lucas Oil Pro Motocross Championship have bear witness to Tomac’s greatness en route to back-to-back-to-back 450 Class titles, and we’re delighted to see that he and Monster Energy Kawasaki have finally prevailed in supercross. While significant congratulations are in order for this accomplishment, there’s still more history to be made this summer, where Tomac is in a position to join Ricky Carmichael as the only riders in Pro Motocross history to win four in a row.”
Tomac will seek a fourth consecutive 450 Pro Motocross crown.
More often than not, the supercross regional championships feature unpredictable, hotly contested title fights. This season’s championship battles were no different, with single-digit margins separating the title hopefuls in both the East and West regions coming into the finale. What followed was arguably the wildest round of the entire season, from which both Ferrandis and Sexton were able to secure rare repeats.
With a second straight supercross title, Dylan Ferrandis enters the Lucas Oil Pro Motocross Championship as a favorite to capture the national title in the 250 Class.
While heartbreak befell one of the championship contenders, Monster Energy/Pro Circuit/Kawasaki’s Austin Forkner, both Sexton and Ferrandis answered the call, even though neither rider enjoyed a stress-free afternoon. Sexton overcame a crash in his heat race to grab the bull by the horns in the main event and storm to his fifth win of the season, clinching the title in emphatic fashion, while Ferrandis survived a trip to the LCQ to stay out of trouble and bring home a second championship.
All three AMA Supercross Champions, Sexton, Tomac and Ferrandis
As they make the transition to the Lucas Oil Pro Motocross Championship, dramatically different opportunities await this duo. For Sexton, he’ll make an anticipated move up into the 450 Class, joining forces with former two-time champion Ken Roczen at Team Honda HRC. As for Ferrandis, he’ll enter his final season in the 250 Class as a major title favorite, following a breakout season in which he finished runner-up to 2019 class champion Adam Cianciarulo.
Chase Sexton will make his anticipated move into the 450 Class for the Lucas Oil Pro Motocross Championship, joining Ken Roczen at Team Honda HRC.
“There’s no doubt both Chase Sexton and Dylan Ferrandis are leaders of the sport’s bright future,” added Coombs. “We’ve been privileged to witness the growth of both riders into budding stars, and while they’ll be headed on different paths this summer, they both have the talent to carry the torch for years to come. We applaud them for fending off all challenges to once again prevail as supercross champions and look forward to seeing what they’ll accomplish during the 2020 Lucas Oil Pro Motocross Championship.”
Eli Tomac – 2019 AMA Pro Motocross – Ironman National
Young Australian competitors Hunter and Jett Lawrence are eager to make their mark on the outdoors series after some great rides in supercross competition.
