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The 2009 Kawasaki KX250F is here and we've got your review!
The 2009 KX250F has been revised from top to bottom. There is no question that leaps and bounds in MX technology have been made and applied to this years KX250F. They lightened the frame and swing arm roughly 3.5 lbs over all, using a higher grade of aluminum enabling them to thicken the walls for more rigidity. They also managed to narrow the frame 6mm, improving ergonomics, aerodynamics, and not to mention a very sexy look....(Read-More-of-this-review....)

The 2009 Suzuki RM Z250 New and Improved?
Overall, not a whole lot has changed on this zook since 2008, just some slight cosmetic tweaks. There have been complaints of it not having as much overrev in the top end as its competitors. I think it’s something that could be corrected with a little money and a few hours in the garage.  Pipe, jetting, 50 tooth rear sprocket and some suspension tuning could turn this so called “average” bike in to a rocket of a 250-F...(Read-More-of-thisReview)

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Drowning Pool - Bodies
Boots Matter......
Alpinestars thech 10's vs Gaerne SG12's vs Scott Genius

Alpinestars Tech10's:

One thing I've noticed when it comes to motocross, is that most people who have ridden for any length of time are very loyal to their brands. Alpinestars fans are abundant, and abundant for a reason. Astars consistantly has made good products for all types of riders for years now.

The Tech10 boot is another fine example of their well trusted name. I've heard from multiple sources that the break in time on these boots, is like 10 minutes. That almost makes me want to buy a pair just to test that theory. Getting a new pair of boots is always exciting, but the break in period is always dreadful.

They got rid of the steel on the tip of the toe, giving it kind of a tennis shoe look, witch most other brands seem to be doing as well. I personally like the steel, and hope they bring it back. One thing that's cool about the Astars, is if the plastic toe separates from the skin, or any other factory defect occurs, Astars will repair them for free for the lifetime of the boot. (Factory defects only) but still that's a pretty solid coverage plan, considering it's a product designed for beating.

So again, we are faced with the ventilation problem. The Black thech10's for some reason don't ventilate as well as the whit ones, so if your not partial to color then your good. I'm kind of bummed because I really like the black, but I'm tired of pulling my boots off only to revile feet what resembles a prune like object.

Another down fall to this boot, is the top buckle likes to come undone. Im sure that may depend on how thick your calf is and the added thickness of the pants being tucked in. I went to Winchester Bay Oregon last month to ride the dunes, and spoke with a number of riders that sported the Tech10's and the buckle problem seemed to be the only consistent subject of issue. But usually, the first thing that came from their mouths was "I love em" and "the most comfortable boot I've ever wore". If your in the market for some new boots, and like to stick with Astars, give them a shot and let us know what you think. MSRP:$579.95

Gaerne SG12:

The 2009 Gaerne SG12's are a completely different boot from it's predecessor the SG10's. From what I've read, and heard from some local riders, they are considerably more comfortable and easier to break in. They also have a new buckle configuration and redesigned pivot point, which plays a big roll in rider fatigue, overall feel, and protection.

There are mixed feelings about the toe room however. Apparently the Toe box is a bit smaller and tends to fit smaller feet perfectly, leaving those loyal Gaerne fans with bigger feet to buy a size or two bigger then usual. I suggest trying on a few different sizes before making the purchase.

One issue that pretty much all MX boots suffer from, is lack of ventilation. Word on the street is, the SG10's breath a little better but are less water resistant. Tit for Tat right? I guess what it breaks down to is, what is your riding style, where do you ride most, and how big are your feet?

Gaerne makes a hell of a product, and always has, so like I said try on a few different models and sizes to get the right feel for your feet. When it comes to comfort and protection, the right boot can greatly effect endurance and confidence levels on the track. MSRP 559.99

Scott Genius:

It's been a while since Scott put new technology in to an MX boot, but here it is, the "Genius". The first thing I noticed was the space age look they have going on, there is no leather at all holding this boot together. In fact; aside from the soul, buckles and insert, the whole unit is built of a mold injected polymer which all parts are interchangeable. You can replace broken components as needed and also change color schemes to keep that new look to your boots. It's a pretty cool option that to my knowledge, no one else offers. Feel free to correct me if I'm wrong on that.

Another thing I thought was unique about this boot, is Scott installed a small section of a softer, rubbery Hytrel material where the foot contacts the shift lever so you can feel what your doing to add some confidence to your shifting sequence. My thoughts were skeptical at first but apparently it does an excellent job of transmitting feel to the rider's foot when compared to the other boots on the market.

The one thing that the Alpinestars Tech10 and this boot have in common that I absolutely love, is they use three buckles in stead of four or five. It's less parts to break, easier to get off your foot, and you don't have that fourth buckle down low catching on your frame or shift lever.

Aside from all this cool technology and ingenuity, there are some downfalls. The Hytrel shell is extremely tough, but it's also unforgiving from the inside. Padding was sufficient everywhere except on the sole of the feet. They didn't put much of an arch into the design and the bootie is pretty thin on bottom. What I've heard and read from people who actually got to try them on, is it would make a hell of a MX/SX boot for those who race, but if you are going to walk around or get off your bike a lot to pull it out of ruts and brush, you may want to check out another avenue. MSRP:$499.95

Useless Tidbit

Gregory Dunham (USA) has constructed a rideable motorcycle that is 11 ft 3 in tall to the top of handlebars, 20 ft 4 in long and weighs 6,500 lb! It is powered by a 8.2 litre V8 engine and has tires that are 74 in tall. Talk about overcompensation!

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Check out our friends at www.dojaclothes.com Offering Eco-Urban clothing that is home grown and sewn!

WELCOME to ENDO MUSIC

We're collecting the track list for every major dirt bike dvd on the market. Our goal is to create the biggest collection of dirt bike music in one place that the web has to offer. Click here to check out more ENDO music!

ON THE PIPE 3
Playlist

Hitting the Trails that hit you back....

I got off to kind of a late start on this ride which was a mistake because it was one in the afternoon and already 92 degrees outside. Now, some of you might not consider 92 degrees to be severe weather but where I live in rainy Northwestern Washington it is considered record breaking heat! Let me tell you, It's hard to adjust to those kinds of temperatures in a place where getting a little sun makes the nightly news.

By the time I really started hitting the trails it’s about one thirty and I’m feeling confident (perhaps overly so) and I decided to kick off my ride on one of the gnarliest trails in the area. Pretty much it was a first and second gear one way trail over 2’ high roots, fallen trees that surprise you around steep up hill corners, and giant potholes. But I figure that because it’s only about a 3/4 mile loop back to the staging area that I'd could handle it just fine. Now I'm originally from Northern California where we don't have regular access to trails of this level of technicality so so right away I was surprised to realize that my trail riding skills are about half that of the native riders of the Northwest. These guys have skills! I must say though, it’s amazing up here and I’m up for the challenges Washington has to offer So off I went.

I recently bought an ’07 RMZ250 that I'm just now breaking in and I’m still getting used to the way it feels and handles on these kind of trails. This is the kind of trail that will help you'll quickly learn what your bike can handle. I’ve gotta say, my biggest problem with this bike (witch is my fault) is stalling it in the worst positions possible. We’ve all been there and know what it’s like to stall in a rut on the side of a hill right? Well for those of you that ride a four stroke MX bike, you know they don’t always like to start when they’re hot. I swear, in some cases I’ve exerted more energy restarting the bike then I did actually riding it. Well that’s what happened to me within the first five minuets on this trail. I guess I loaded it up pretty good, because it took me about fifteen minuets to finally get it started and to feel that sweet, sweet air movement cooling off the excessive sweat from the excessive kicking involved in getting going again. I think I found the trick now though. I realized with this bike that top-dead-center isn’t important, and the hotstart lever shouldn’t be used through the whole kick. I found the more effort I put into it, the less it wanted to start. If I just sit down and lazily kick it over with the hotstart in half position, it fires right up. It would have been good to know that one when I was up on the trail but at least all that kicking seemed to have gotten me back into shape for this years riding season!

Another thing I came to realize on this trail is that precise clutch/throttle control, loose body position, elbows up and momentum is the only way to get over ridicules logs and other such obstacles. Where I’m from originally in Nor Cal, most of the trails I rode consisted of third and fourth gear semi smooth two-ways and wide open hillsides and switchbacks. Let’s just say I have a whole new respect for those who race Works races!

Well, since there wasn’t anyone else out there at the time and I felt that the trail kind of kicked my ass a little I went down it in reverse direction and back again. By the end of it I was moving along the trail much more quickly and now I'm more confident with those particular types of obstacles. Never let a trail leave you second guessing you’re riding abilities. It’s all in your head; confidence is everything. So after riding that trail I went and tore up the other less complicated trails with much more speed and smoothness then before witch in turn leaves you with more energy to concur what ever trails lay ahead of you. I spent another couple hours enjoying what trails were left to ride and decided to pack it up for the day. At this point it was close to a hundred degrees in the shade, and I was ready to kick of the Tech 6’s and grab a cold beverage.

Riding in the Northwest is really an experience to be had and well worth a trip if you haven’t had a chance to try your hand at these types of trails. (Just make sure you stretch well before hand).

~Chris Denny

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Most of the first motorcycles made were basically bicycles with an internal combustion engine strapped on somehow. These bikes were constructed just as "roads" were beginning to appear, so they were built to ride off road as well. Therefore, even the first motorcycles could be referred to as "dirt bikes". So dirt bikes (and street bikes) have been around since the dawn of motorycling, just at the time they were simply considered regular motorcycles.

American, Sylvester Howard Roper (1823-1896) invented a two-cylinder, steam-engine motorcycle (powered by coal) in 1867. This can be considered the first motorcycle, if you allow your description of a motorcycle to include a steam engine. Howard Roper also invented a steam engine car.

The first motorcycle designed specifically for offroad use:
Sigfried Bettmann of Coventry, England. The company name was Triumph Motorcycles and the year: 1914

BUT... No one person invented the dirt bike. People began to modify their bikes to ride in the dirt, starting with knobby tires and better suspensions, changing gearing/sprockets, frames, doing everything possible to lighten and strengthen them, getting rid of parts not needed in dirt riding (lites, horn, etc.). 

Here's what's beeing talked about in our Forum...

SUBJECT:
HOT STARTS ON A 4-STROKE
POST:
"I sometimes have a hard time with starting my 07 RMZ 250 when it's really hot. Anyone know any special tricks?"
REPLY BY:RMZ*roost
"I have an '08 RMZ250, and it's the exact same way. If it doesn't start after about 6 kicks or so, I just let it cool off a bit. Every bike is a little different depending on wether or not it has been jetted, how it was broken in, wether or not you were lugging it when it stalled and so on. Just play around with it, your find it's sweet spot."

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The Rise and Fall of the Two Stroke Quad
By Chet Val

There's nothing quite like the scream of a two stroke engine and the smell of burning engine oil is always right there with that scream. In the world of motorsports its sound is unmistakable. Dirt bikes would see the two stroke engine utilized on early models because of the smaller size. Snowmobiles would also follow suit because of the light weight. It was only a matter of time before the ATV would make use of the technology to improve response, increase speed, and reduce weight.

The first two stroke quad made it to market back in 1985. The Suzuki Motor Corporation would design and release the Quad Racer, a two stroke racing quad with a 246cc powerhouse. Although two stroke engines were appearing on earlier ATC's from the big four manufacturers (Honda, Kawasaki, Suzuki, and Yamaha), this quad in particular would set off a revolution of racing and sport riding.

The ATV brought more stability to the table with four wheels versus the three wheeled ATC's. Engine size and power was utilized far better on quads when riders became more apt to keeping their wheels beneath them. The ATC was considered unstable and its production would eventually be outlawed, but the two stroke quad would flourish in the coming years with all the major manufacturers contributing their own version.

The two stroke engine was first invented back in 1878 but the first patented two stroke motor, a v-twin, didn't come along until 1904. The two stroke design has certain advantages and disadvantages when compared to a four stroke engine. One stroke equals one cycle, therefore a two stroke engine completes its energy production using half the cycles of a four stroker. This is because two stroke engines have no valves. The fuel intake, fuel ignition, and exhaust emission all happen on each cycle (or revolution) of the engine.

Four strokes in comparison use a camshaft and a series of valves to separate all the phases of energy production. These additional components add overall weight to the four stroke engine. The two stroke however must burn oil during its ignition phase. This accounts for the blue or grey smoke which emulates from every two stroke exhaust port.

Two stroke engines require oil to be injected simultaneously with the fuel or pre-mixed in the fuel tank. Two strokes also burn more fuel versus the four stroke powerplants. Citing emissions, noise pollution, and higher fuel usage, the two stroke engine has all but been eliminated from automotive and street motorcycle market, but the lightweight simplicity and sheer horsepower per cubic centimeter of these engines allowed them to flourish in the offroad market.

In their heyday, quad manufacturers flooded the market with their own two stroke engines. Beside the big four, Honda, Kawasaki, Suzuki, and Yamaha, other big players like Polaris as well as a variety of small scale Chinese manufacturers have capitalized on two stroke power for their quad ATVs. But new, lightweight, and more efficient four strokes would eventually become the accepted powerplant for the majority of production quads.

The two stroke has been completely dropped from the lineup of most manufacturers in favor of reasonably quiet, fuel efficient, technologically advanced four strokes. Sport quad riding and organized racing have also, for the most part become four stroke events. As quickly as the two stroke engine entered the atv industry, it has, for the most part, fallen by the wayside even with new advances in emission technology, including reductions in odor as well as smoke.

THANKS FOR THE ARTICLE CHET!

Chet is the webmaster of Bikes Trikes and Quads, a classified ad site dedicated to serving up free ads for motorcycles and quads. BTAQ also features quad parts and accessories from popular suppliers.

Article Source: http://EzineArticles.com/?expert=Chet_Val
http://EzineArticles.com/?The-Rise-and-Fall-of-the-Two-Stroke-Quad&id=250893

:)

This video was submitted by a member of our forum. Thanks TJ!
MOTOX
by: TJ Meyer
Me and my buddy tearing it up in norcal.