I wanted to get your opinion on a small issue I have with a local track. The story is that I was riding about a month ago (I ride at A level) and had a pretty bad, unexpected crash that left me with a mild concussion, 3 broken ribs and partially collapsed lung. So the track always leaves a pile of dirt on each edge of each lip and landing of most of the jumps. It’s excess from the machine bucket. Problem is that they don’t track it in so it’s soft. Now I use the edges of the track all the time and sometimes use those pike to bank off of them. In this case I was using the bottom corner of edge/pile and it completely swallowed my bike sending me flying into a big roller. The triple is about 85ft, 3rd gear so you know how bad that ends. The worst thing is that I was in control and didn’t expect anything to happen, but it did. I was thinking of getting the track to track those edges down so it can’t happen to someone else. What to you think? I appreciate the time.
Sure let the track operators know about it in a good way and I think they should get it resolved. It sounds sketchy and not safe so they should take care of it. However, if you come across all fired up and acting like a dick they may not listen to you as much. It sounds like you’re pretty level headed so that shouldn’t be a problem.
Sorry to hear about your crash! Heal up soon!
My son is an intermediate to fast 65 rider. He is starting to step out and try things more than I’m ready for, so my question is how important is suspension set up for him. He is riding a 2018 ktm 65, he weighs 75lbs and rides motocross on primarily sand tracks. Just want the best info to keep him safe as possible as he gets faster. Thanks Jared
It might be time for some springs if he’s sending it off jumps. My kid is around 85 pounds and I just got his KX85 re-valved for that same reason. A little stiffer might help him some..
Have fun with him and good luck!
First off.. love you content and input on the pulp show. I followed all of your set up tips for my 18’ YZ450F and love how much better it turns than my 15’ YZ450F, but it’s still not as good as my buddies CRF450. I purchased the Dr.D engine relocation kit for my YZ after reading your write up on it and noticed that you changed the mapping to smooth the low end delivery. I currently run the Travis Preston map and would like to know what direction i should be going with the mapping numbers to smooth the low end delivery.
Appreciate any help or insight you can give!
I have since reverted back to the TP map and that seems to be the best map that I have found right now.
The Yamaha will never corner like the Honda no matter what we do to it. If you want to add some more fuel to 30% and 45% throttle openings, you can do that to smooth it out even more. This may help settle the front more for you if you’re still having a little trouble.
Have fun on that bad ass bike!
I thought I would get you thoughts on the 2018 KX450 because I have found what I think is a good deal on a new one in the create ($6400 OTD). I know the 2019 is going to be all new, this would be a 2nd bike for me as I already have a 2017 TC250. I would love to buy a FC450 but at $10K I cant justify that for a second bike (and I don’t want to sell the TC250 its a great bike).
I know the TAC fork has a bad wrap, I also know that Racetech has the spring conversion that I could do. Im a Vet A (37 years old)/ B rider, 6′ and 175lbs. I feel like it is a good deal for a brand new 450 but wanted your opinion, I listen to your podcast regularly and always enjoy you on the Pulp show. I look forward to reading you thoughts.
For that price, YES that is a great deal. You can then afford to put a Race Tech spring conversion kit inside the fork and BOOM, you’re good! Increased front end traction and comfort.
The frame character and engine are great, it was just that fork that needed help! Looks like a great buy to me!
Hey Keefer, I just got back into riding after 20yr break;).. my last bike was 91 CR 500. I’m 54. 6’0 220lbs. And in decent shape. I bought a used 06 CRF 450 . I love it except getting it to turn! I guess I’m a front end steering guy.. I know this is vague (not trying to piss you off u got shit to do!) But could you give me some ideals to try. Thank you. Love your pod cast!. -Chris
I installed stiffer 0.49 kg/mm fork springs and lower the oil height from 385cc to 380cc. I set the compression and rebound on ten to eleven clicks out. With the stiffer fork springs and lower oil height, the fork is plusher over small bumps, stays higher in its stroke on consecutive hits and can handle the big landings.
The shock is decent. I set the sag at 102mm, low-speed compression on 12, high-speed at 2 turns out and rebound at 9.
Try this and see!!
First off, thanks for all the work you put in. Your podcast is very informative, helpful and entertaining.
I heard you mention changing out the 13/48 gearing on the FE Husky FC450 for 14/52 gearing, and you mentioned in your article that this change helped “liven up third gear in the corner” for you. I have also read through other sources that McGrath used to run similar gearing on his bikes as a personal preference. Can you expound on how this change effects the shock action, and how this helps to liven up third gear, even though the ratios are technically the same?
I am a desert racer out of New Mexico, and I am currently riding a 2017 FX450. I have the bike pretty much dialed after having Factory Connection set up my suspension for an A class dude (sorry it wasn’t Race Tech!), but I am wondering if I would benefit from such a change on my bike as well? My drivetrain is getting worn and in need of replacement anyhow.
Thanks for the help,
The 14/52 gearing puts less torque/tension on the shock when it’s under load. I wasn’t aware of this until I tried it and the engineers told me that is exactly why I felt that the shock was free’r under acceleration. For you racing desert there should be no reason why this wouldn’t be better as well.
As far as getting slightly more RPM response with the gearing, that I couldn’t really tell you, but it does liven it up slightly. It’s not a huge difference, but it does help. I am more of a “feeling” type of rider and I felt this immediately.
Try this on your FX and go rip some New Mexico dez!!
KEEFER. Jonesy from down here in AUS land. Loving the podcast mate. Hey. I know it’s a long shot but I thought I would test your memory. Just wanted to hit you up for any tips you might rememeber about 2012 crf450 mainly suspension. I’m 30 6 ft and approx 95kg. I’m a c rider. And pretty broken terrible knees but still love riding. Here in aus most tracks are pretty dry. I used to think I had my compression to hard but listening to your setup pod I think may be to soft. Just wanting to see if you can recommend any suspension settings for my weight and pretty bad riding. Manly wanting comfort so I can last longer on the track. Thabks bro. -Matt
Try this bro! -KK
Spring rate: 0.49 kg/mm
Compression: 10 clicks out
Rebound: 10 clicks out
Fork leg height: Flush-2mm up in clamps
Spring rate: 5.4 kg/mm
Race sag: 105mm
Hi-compression: 1 1/8 turn out
Lo-compression: 11 clicks out
Rebound: 11 clicks out
Love listening to you on the your podcast as well as the pulp show.
This past February I purchased a brand new 2018 YZ250FX. I absolutely love the bike. Here in a few weeks I am going on a riding trip in northern Michigan to do some single track trail riding. Michigan law states that your bike has to be equipped with a spark arrestor. My typical riding doesn’t require a spark arrestor (I live in Indiana). Other than buying a new muffler do you have any suggestions for this trip?
If I do have the bite the bullet and purchase a new muffler I am looking at the aluminum GYTR FMF slip on. Seems to be the best deal. Thoughts on the GYTR equipment?
You can possibly put a make shift backfire screen in there, but I don’t know how crazy they are in Michigan. If they look at your muffler and it says “Not Forestry Approved” then they might think your suspect.
Otherwise the FMF/GYTR slip on is a pretty good choice. You might lose a touch of bottom end snap, but gain some mid range pulling power. At least you can always revert back to your stock pipe when you’re at home. Keep that slip on for when you go out of state.
Kris, Was in a conversation with a friend, he is in process of upgrading his son’s bike. One of the things he was going to do is start running race gas. I heard you on Pulp Show tell this guy that an ignition would be best option over running race gas. The bike is a 2016 KXF 250. Could you give more detail on what would be the benefit of ignition upgrade. Also some options/ costs.
Thanks, Steve O
An aftermarket ignition helps power delivery and makes the bike pull harder/longer. The Vortex ignition has expanded parameters versus the stock ignition and lets the bike build RPM’s quicker/longer. Small reliability loss is to be considered, but so far I have had great luck with Vortex ignitions. I have tried them on a 2018 Kawasaki KX250F and it helps broaden mid-top end with more over-rev. It improves bottom end hit slightly, but he will notice a gain mostly through mid-top end!
Race gas is minimal, but can help throttle response and maybe 1 HP on top end.
Hope this helps! Thanks!