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The Post-Regional Report
What’s up ThumperTalk readers! I’m back with an update from this past weekend at the Southeast Loretta Lynn’s Regional Championship at MillCreek MX as well as some thoughts going into Loretta’s prep. When I say that it was a long weekend, I mean that for more than just one reason! Between the drama of Open Pro Sport, 10 long and hard-fought motos, and some personal strifes, I was ready to leave the track with my tickets in hand. Of course, at the end of the day, I got what I went there to get… tickets to the ranch. With that being said, I will be going to Loretta’s in the 250A and College (18-24) classes. Before I start, I just want to say how awesome it was to return to a high-profile race and be welcomed back by good people as well as fellow competitors. While Motocross is a highly competitive atmosphere, we all like to see each other in good health. Loretta Lynn's SE Regional Championship at MillCreek MX, Photo my Martha @ MEPMX  While there was some foul play among the races in the Open Pro Sport class, in the form of riders jumping the gate, leaving us to run 4 full motos instead of 3; I certainly did not make things easy on myself in most my race scenarios. I was trying to reacquaint myself with the old scenario of a full gate with some of the top racers in the class. It is very different racing local A races compared to racing almost 40 guys who are gunning for the top 6 positions in order to guarantee their spot at one of the most prestigious motocross races in the world, and they will do almost anything to get there. It took a few motos to get myself together, all the while working my way through the pack and making some rookie (but costly) mistakes. As far as speed goes, the lap times don’t lie… the speed was there, despite racing a 250 against 450s on a track that eats horsepower and will allow you to go as fast as you want as long as you have the cajones to twist the throttle. That’s why it’s one of my most favorite tracks of all time! However, in this sport, if you aren’t winning, there’s always a story. I will note though, it’s been since November of 2015 that I’ve been on an MX gate drop like that. That reality hit me pretty hard sometime this past weekend. However, I am proud of myself for gaining tickets in the A class, only riding for 3 months after a year off, in one regional compared to others who run two and three regionals to gain their ticket. Loretta Lynn's SE Regional Championship at MillCreek MX, Photo my Martha @ MEPMX  There were things I needed to learn about my riding, some things that I needed to have reinstalled in my mind about racing at the top level, and things that I need to focus on going forward. I believe “reinstalled” is an appropriate word because I knew going into the race what I needed to do, but there were things that I forgot, as far as the level of importance. Probably the biggest thing is the importance of the start. At the top level of amateur racing, the top racers are all very close together as far as speed, usually within a second or two. If you get caught in a group of guys on the start, the top racers are already a few seconds ahead by the time you are able to make your moves. The start is the only place you can pass 41 other guys in a few seconds. While many already know this, understanding it is another thing… the race can be won or lost in the start. While I didn’t exactly nail all my starts, something I’ve always seemed to do well with is first-lap intensity. It’s easier to pass when racers are out-of-sorts compared to when they are comfortable, have a rhythm, and are using the main lines. I will give credit where credit is due and say thanks to Alex and Mr. Dan Frye for that valuable information. Going into Loretta’s prep time, I know where I stand, how to improve, and how I plan to make myself better. My costly mistakes from the weekend help shed light on what needs to change and the direction I need to go. I am a firm believer in learning from every experience. I was rusty! But I got the job done and continue to do what many never achieve for the 10th year. Something that may change however, is my path. Like I said in the first blog, nothing is certain in the world of Motocross. Stay tuned for more! Loretta Lynn's SE Regional Championship at MillCreek MX, Photo my Martha @ MEPMX  Check in for content along the way and come along for the ride, tap/click the "Follow" button! I’ll see you at the races. Scott Meshey #141 I definitely want to thank everyone who helps me along this journey. Wouldn’t be able to do what I do without you all! Jimmy, Mike, and Eddie at Cycle Springs Powersports, Chris and the whole crew at Race Tech, Erik at Boyesen, ThumperTalk, Mike at FLY, Brad at EVS, Dien at Acerbis, Rich at EKS (X) Brand goggles, Rob at Dunlop, RoostMX Graphics, Simon at Mika Metals and DT1, MotoSeat, Kevin at Tamer Holeshot Hookup, Gregg at Lynk’s Racing, Andrew Campo, Ricky Renner for stealing my candy, Amish Sam, Momma Meshey, Keith, Amanda, Adam, and Lauren. Also, a huge thanks to everyone at USF Health, especially Dr. Tabatabian and Dr. Welsh for bringing me back to good health! Big thanks to Martha at MEPMX for the awesome shots!
Posted by Scott Meshey 141 on Jun 23, 2017

IMS Core Enduro Foot Pegs
With manufacturers going further to make their bikes lighter, the question of durability is being asked more and more. One area for saving weight can be found in the foot pegs. From shaving material, or using exotic metals, a pound + can easily be removed. But, at what cost? Durability? I've broken steel foot pegs on a later model KTM and even stock Ti Yamaha units. After 60+hrs of abuse and 4 races, here's what I learned about the new IMS Core Enduro Foot Pegs... PRODUCT OVERVIEW Made from cast 17-4 stainless steel, using a patented mud relief design, IMS put function & durability before weight savings. The IMS Core pegs come in a medium-to-sharper tooth design. Sharp enough to keep your feet planted but not enough to have you replacing boot soles on a regular basis. There is no fancy anodizing or removable teeth, just straight up foot peg! Best of all is the LIFETIME WARRANTY! Break these foot pegs and IMS will replace them, no questions asked. INSTALLATION Installation is simple, taking 10-15 minutes with basic hand tools. You'll reuse the OE foot peg pins, springs and cotter pins. PERFORMANCE Design-wise,  the IMS Core Enduro Foot Pegs look nearly identical to stock '16+ KTM foot pegs, but better. Overall the footprint is slightly wider, but I would mostly attribute that to more material being used. Overall, I'd say that the IMS is nearly 3x thicker with a weight penalty of just under .5lbs for the pair. In terms of their finish, dare I say raw? No purdy anodized colors or over polishing, just little shine on the outside edge with the IMS logo and foot peg model tastefully etched in. The Core Enduro Foot Peg is all business! No welds or fasteners, just a simple & strong one-piece design. The standard teeth are sharp, but not razor sharp  with an outer edge that is slightly higher for more support and grip. When it comes to riding, the IMS Core Enduro Foot Pegs are on point.  Riding for fun, practice, or racing, knowing that these IMS foot pegs can take the abuse you'll dish out inspires confidence. If you have ever raced use foam mousse, the feeling is the same; abuse it and never think twice. In one of my races, I rode in some of the worst conditions possible; lots of mud, snow, roots, and rock faces. It was by far one of the most brutal races I've done in years. The foot pegs held strong and offered excellent performance.  In terms of overall grip, I didn't feel a noticeable improvement over the stock foot pegs. The stock pegs have been very good in this area. I did find on two occasions over the 40+hrs of testing that my foot hooked on the outer teeth when trying to get my foot off. Neither incident resulted in a crash, just something I noted. The foot pegs did not interfere with operation of the rear brake or shifter in any way and neither needed adjustment  to play nice with the IMS foot pegs. MONK'S BOTTOM-LINE IMS Core Enduro Foot Pegs are a no frills, no gimmicks product built with performance and durability in mind and little more. Yes, you have the .5lb weight penalty but I chalk it up as a 1/2lb. of added durability. Toss in the lifetime, no questions asked warranty and you've got one of the best replacement foot pegs offered. I also found the IMS Core Enduro Foot Pegs to be favorably priced when looking at competitive offerings. I tip my hat to IMS for keeping these foot pegs simple, but better than stock. If you are someone who has a habit of riding tough terrain where a broken foot peg could send you back to the truck early, you really need to look at the IMS Enduro Core Foot Pegs.
Posted by Bryan Bosch on Jun 21, 2017

HUSQVARNA MOTORCYCLES LIFT THE COVERS FROM THEIR EXCITING 2018 ENDURO LINE-UP Husqvarna Motorcycles today launch their complete line-up of 2018 enduro models – a sophisticated new series of 2-stroke and 4-stroke machines that take the historic brand’s enduro model line-up to a whole new level in terms of technology and performance.  Introducing the next generation of 2-stroke machines – the all-new, electronic fuel-injected TE 250i and TE 300i – Husqvarna’s latest enduro offerings deliver unprecedented advantages in terms of performance, rideability, fuel consumption and ease of use. The introduction of electronic fuel injection by Husqvarna Motorcycles represents a bold new step into the future of offroad motorcycling. Together with the fuel-injected 2-strokes, Husqvarna Motorcycles present a heavily updated range of TE and FE machines for model year 2018. Collecting feedback from top-level competition and combining it with extensive research, the brand’s engineers ensured that the 2018 TX 125, TE 150 (only for US), FE 250, FE 350, FE 450 and FE 501 remain true to Husqvarna Motorcycles’ commitment to offer premium motorcycles across their complete enduro range. 2-STROKE’S NEW ERA  Perfectly embodying Husqvarna’s pioneering spirit, the new from the ground up electronic fuel injected TE 250i and TE 300i machines feature engine technology that revolutionises the field of 2-stroke enduro motorcycles.  TE 250I/300I ELECTRONIC FUEL INJECTION HIGHLIGHTS  =>Fuel injectors at the transfer ports → Ideal amount of fuel in all conditions  =>Oil pump & oil tank → Convenient, eliminates pre-mix  =>39 mm throttle body → Regulates air flow, TPS relays airflow data  =>New EMS → Modern engine management, no need for jetting changes  =>Standard map select → Customise power characteristics  =>Frame integrated oil filler cap → Simple refills  =>Translucent fuel tank → Large capacity, fuel pump integrated  =>New intake snorkel → Adapted to throttle body  SETTING THE BENCHMARK  Combining the most advanced engine technology with a series of dynamic upgrades, all Husqvarna Motorcycles 2-stroke and 4-stroke machines set the benchmark in terms of handling, power, weight and aesthetics.  MY18 ENDURO HIGHLIGHTS (ALL MODELS)  =>WP Xplor 48 front fork → New fork tubes & setting for added sensitivity & bottoming resistance  =>New Magura brake callipers & GSK discs → Optimal sensitivity & progression  =>New ProTaper handlebar → Class-leading function & style  The new Husqvarna MY18 enduro range will be available worldwide from July 2017 at all authorized Husqvarna Motorcycles Dealers. For all details on pricing and availability, please refer to your national Husqvarna Motorcycles Subsidiary or Importer. 
Posted by Bryan Bosch on Jun 27, 2017

The Pre-Regional Report
Hello ThumperTalk readers! I’m back with a small entry before my regional qualification race for Loretta Lynn’s. While most regionals are over, and many have qualified or just missed it by that much… there’s still a select few left. Whether you made it to the big show, are still waiting to make it, or didn’t make it, I would encourage you to read on.   First off, I’ll be direct when I say if by chance you did not receive a ticket to the ranch because you missed it by a couple spots, send in your money as an alternate. Between the power ranking system and the uncertainty of regionals and pre-Loretta’s prep, you may earn a spot on the gate. I tried for about 4 years to make it to Loretta’s, missing it only a spot or two, not knowing that I would’ve gotten in if I sent my money in. Don’t miss out an awesome opportunity. Tampa MX Top Gun Dealer Cup Round 3, picture by NDA Action Sports Personally, I’ve only entered in one regional. As someone who has raced for 15 years, nationally for 10, doing something like that doesn’t stress me out. Sure, it’s ballsy, but I know I have the speed and the confidence to do what I need to do. At this stage of the game, I concern myself with something more than just qualifying. I’m focused on winning. Every race, no matter how big or small. However, it’s important to temper this mindset with the idea that winning a regional doesn’t mean as much as winning Loretta’s, and it’s better to earn a ticket and settle for less than to try too much and put my spot in jeopardy for a better position at a regional. Learning to pick and choose your battles is pretty important in this line of work, look at most points championships. Tampa MX Top Gun Dealer Cup Round 2, photo by NDA Action Sports While I’ve only been back on the bike for just over 3 months, I feel faster and more confident than ever. I credit this to the confidence in my health being 100%, on and off the bike training with awesome people, the maturity gained from my year off, knowing that I have awesome equipment that is mechanically sound, and working with people who listen to my feedback to make the bike as fine-tuned as possible. Specifically for regionals, getting plenty of gate drops in at races in the local area and having proper time to prep for what comes next is my key. Doing the day-before readiness program won’t garner much success. Tampa MX Top Gun Dealer Cup Round 3, photo by David Lando: WFO Action Shots Regional mindset to me is no more than just another race but with a little heftier competition (I don’t underestimate other’s abilities). For me, avoiding unnecessary stress at these races is much easier than before. Mainly, sticking to your routine, with a slight increase in attention to detail helps one’s mind stay on what needs to be done and away from worry. Use your lucky race goggles, do your usual gate prepping technique, put on your awesome music playlist… whatever works best for you, just replicate it. Recognizing what helps bring success can help bring further success because it gives the mind a sense of familiarity and comfort, and when we are comfortable, we race better. Personally, I like to put on a certain number of tearoffs on my goggles, prep my gate a certain way; start my bike, activate my holeshot devices, put my goggles on, and put my bike in gear in a certain order at a certain time, along with a small pre-race thought process. Another great thing to remember when it comes to regionals, is to always make the best of your worst race. Consistent, good finishes is usually rewarding, but that’s not the easiest thing. Most importantly though, keep it fun! Tampa MX Top Gun Dealer Cup Round 3, photo by David Lando: WFO Action Shots I’ll have a post-regional/pre-Loretta’s prep entry up sooner rather than later! Check in for content along the way and come along for the ride, tap/click the "Follow" button! I’ll see you at the races.
Posted by Scott Meshey 141 on Jun 15, 2017

Fasst Company Impact Adventure Foot Pegs
When I get a new bikes, there is always some tweaking necessary to make it home. A number of years ago I started riding on over-sized foot pegs, I've grown to love them, so it's one of the first things I swap out. Recently, I picked up a 2017 KTM 690 Enduro R and while the stock foot pegs offered plenty of grip, they just felt tiny. I jumped on the interwebz to see what options were out there and I came across a picture of the Fasst Company Impact Adventure Foot Pegs. They looked awesome and I'll admit, the splash of KTM Orange caught my eye. KTM guys...  The unique feature of the Impact Adventure Foot Peg is that its bolt-on foot bed is completely isolated from its base by an elastomer. The idea is to reduce vibration and harshness from being transmitted to the rider. Not that I specifically set out to find something like this, but the approach made sense, the rest of the foot peg met my needs, so I figured there was no down-side to trying it. Fasst Company Impact Foot Peg elastomers come in 6 Flavors. Installation A couple of minutes per side with basic hand tools. Happy to report that the included springs aren't overly stiff like others I've installed that can make it way harder than it needs to be. The new cotter pins are longer than needed for the 690 Enduro R, but a pair of dykes fixed em' right up. Performance I'm going to jump right into talking about how they dampen vibration & shock because I think that's what most really want to know. At first, I thought about how I'd measure vibration vs. the stock foot pegs, but after some reading and talking with the Fasst Company guys, doing so was far outside my capabilities and budget. So, butt dyno it is! But, isn't that how the rest of you are going to judge them? Versus the ultra smooth 800cc in-line triple of my last bike, the 690 Enduro R's big single has a lot more vibration. Nothing to whine about on the trails or on 45 mph back-roads, but with fairly aggressive DOT knobbies, as the speed picks up, so do the vibes. While you still feel stuff through the foot pegs, the repeating, high-frequency vibration patterns of the engine are just about gone. My riding partner is on the 2017 Husqvarna 701 Enduro that not only has less aggressive DOT knobbies (TKC80s), the 701 has an all new mill with a 2nd counterbalancer. We traded bikes half way through the day and despite his smoother bike, he said that the Impact Adventure Foot Pegs on my 690 definitely felt smoother. So, for the slabbin' we do to get to the trails or connecting trails on higher speed hard-packed dirt roads with lots of square edged bumps & washboard, the reduced vibes is appreciated, even the feeling isn't overwhelming. But, you have to think cumulatively. Less vibes and shock over the course of a full day or a multi-day riding trip adds up to more comfort and less micro trauma. The later might not matter to the younguns', but as you age, it becomes more valuable. Since the off-road terrain I ride in central Florida is overwhelmingly soft sand and you couldn't find a rock if your life depended upon it, I'm not sure that I've really put the product through its full paces when it comes to shock reduction. However, I'll be up in NE Tennessee over the summer where I'll encounter plenty of embedded rock with squared edged hits. I'll report back then, so check back if you're interested. In terms of feel, control, and grip, the Fasst Company Impact Adventure Foot Pegs are great. The generous 4 3/4" X 2 3/8" foot bed means there is always a comfortable position to be had and it gives you extra leverage that is valuable when riding a heavier bike. Boot grip has been perfect, but to be fair, we don't have greasy mud where I ride, so your mileage may vary. Access to foot control was unaffected from stock, something I didn't have issue with anyway. Bryan's Bottom-line I really like my Fasst Company Impact Adventure Foot Pegs. Vibration & shock absorbing tech aside, they are competitively priced in the category and do everything that you've expect from a premium over-sized foot peg. Add the vibration & shock absorbing tech back into the equation and you have a winning combination. Not that I'd buy the product purely for the elastomers, but they are absolutely an added bonus to an already solid foot peg. Check em' out @ https://www.fasstco.com/collections/motorcycle/products/impact-adventure-peg As an aging rider, I'll now never not know what bike is mine. Thx Fasst Company! 
Posted by Bryan Bosch on Jun 21, 2017


Dr Mark - Knee Brace Study
Dr Mark I was briefly skimming over the discussion of a knee brace study in offroad motorcycling and came across your name and remembered that you were a member of TT; I haven't been on here for years. Something that comes up a number of times in these studies is the risk/limitations of prophylactic/functional knee braces by way of excessive preloading of the MCL. Does this occur because Flexion and extension do not occur about a fixed transverse axis of rotation but rather about a constantly changing center of rotation, therefore placing a slight load on MCL? Or something else? From my observations on popular mx-branded knee braces, the vast majority appear to be anatomically inadequate for their purpose. For instance, in a typical case of a valgus force applied to the medial foot/lower leg there does not seem to be an adequate amount of brace structure around the lateral thigh in order to receive and dissipate the energy by limiting motion, but instead, the flimsy strapping is left to do the job. Add to that a prevalence of ill-fitting OTS braces, unusual strapping configurations, and the inability of a brace's hinge to mimic knee joint kinematics and it would be fair to say the designs have a long way to go. By no way am I advocating or dismissing their use but rather taking an objective, yet perhaps critical view. The one brace that appears to be a decent design is the Donjoy defiance 3, have you seen this one? Regards, Tony
Info for building 1991 XR250L
AiThanks for any info and advice in advance I'm new to positing I normally just read forums for info but I'm fixing up my first bike it's a 1991XR250l and I'm stuck on few things First if I could acquire a pdf for this bike for free that be amazing I'll bye one eventually but right now it's not a option I can find every Honda made but this one. So I'm stuck so bad bc this bike has clearly been modified/striped for off road but I don't know to what extent or if they got in to the motor my first question that has me stuck is the stator wires it has 4 total going to stator 3 ruin in and connect to it and a green and red one that just hangs their where does the green and red go the only wiring left on bike is the whole firing system I think stator coil rectifyer kill switch my wire in question runs into a cluster of taped up wires I'd rather not mess with. any info on this bike is appreciated thank you    
App not updating
So recently I the unread post function hasn't been updating. Obviously there are new post but it's not loading them. This is about week old issue. Tried reinstalling wish no success. Anyone else having this issue?

Dirt Bike

Gerston with the W at Mt. Baker
Series lead as well: http://www.cyclenews.com/2017/06/article/2017-west-hare-scrambles-mt-baker-results/
front tire already ripping in 2 rides... wrong PSI?
whats the trick for fronts... I know rears you want them low PSI for traction.  whats the deal with the front?  ive got mine fairly hard right now, brand new kenda washougal.   made fresh 3rd week of 2017.  went on 2 rides. superrrrrrr tight, rocky single track.  the my side lugs look like theyre wanting to tear off already. why is that?  
1st upgrades on new 390RS?
I've got a few dollars squirrelled away for some initial upgrades to the new '17 390.   I already have a new rear knob that will be going on with an UHD tube.  The front tire I can live with for now as it seems decent.   I'm torn on whether to put in the correct springs now, or start with a few guards.  The big one for me is the pipe guard.  Not really having much experience on thumpers, I am concerned about denting the pipe.  Is this a concern?   The stock skidplate seems legit and my brother is still running his on his '15 250RR with zero issues after 2000 miles.   Anything I'm missing?  I'm not a fan of rad guards, especially on thumper as they can tend to restrict air flow and some of the super tight technical stuff causes heating even with the 2 strokes.   I like the stock pegs and seat and already have my Flexx bars on.   Maybe the springs is the best place to start. Any suggestions?  


2010 Polaris outlaw 450 won't start
Hi guys! I come here in hopes of some help. I have a freshly rebuilt 2010 outlaw 450 that won't start. It has fuel and spark but it will not start no matter what I try. As you know it has the ktm rfs 450 motor. I am not familiar with these engines. It has a fresh battery and starter. I've cleaned the carb. The motor was rebuilt at a local atv shop. The reason was it spun a rod bearing and locked up. When I try to start it with the starter it just cranks and cranks. It shows no signs of life whatsoever. My research said to check the valve lash or timing. When I try to set the motor to tdc by putting it on a jack and in 5th gear and turning the motor over. The drive wheels will not turn at all. I've tried taking the spark plug out and that didn't help. The shop said the valves were adjusted when they rebuilt it. I'm not sure how else to check the timing/valve lash? It seems like it's pushing air out of the intake instead of sucking it in? I do have a service manual but can't seem to figure this one out? Any help is appreciated! I want to go rip up the trails and can't get this thing figured out! 
Best Sport Atv?
I'm looking for the best reliable atv for trail riding, the main thing I'm looking for is extremely low maintinance and I'm looking for the sport style atv, not the utility styled atvs. Don't really care about engine size just care that the quad fits me at 6'1, and won't get boring. Also looking for good reliability along with the low maintinance.
knocking sound 2009 kfx450r
Hey guys👋🏼 I recently took my atv out to go riding and while I was out on the track I went down this straight away and the bike just shut off on me. Tried to start it back up and it sounded like something was knocking on engine and it wouldn't start.     


Powder coat my rims or spray can myself?
I want to paint my CBR250R rims black (probably gloss). I want to save money, I was wondering the probs and cons of doing it myself with spray cans, or should I spend the bit extra and get someone to powder coat for me? They have a few small spaces and cravaces, would it be easy enough to get into all those areas myself?   Thanks
2014 CR500af
Hello everyone, I have a 1997 CR500r and I absolutely love the machine. It looks like a monster with its wide body and gas can. However, I would like to turn it into an "AF". I looked a couple up and seen several nice ones. I am looking to turn it into the 2014 or newer CRF body styles and was hoping some of you can help me out or guide me on how to do it. I'd appreciate it if someone could take the time to specifically guide me on how to do it and what would be needed to get the project done.  Hoping to make it look like something close to the bike I attached. I'd appreciate it if you guys could guide me through it. Thanks!  
MK1 BANDIT high revving
Looking for sujestions  Starts fine , ticks over fine  Set off fine .. untill you hit 6k revs ish and it's jumping up to 9 really fast  Does this in pretty much all gears at a a similar point  untill she warms up and then she stops the high revving completely but feels fluffy on low revs ...  ...but fine when your screaming her  Air leak but why does it disappear ?  Standard jetting , scorpion system  1 small added hole in airbox for pipe.


2011 m800 162
Could someone help me, my m800 isn't working in deep powder as well as I want it to it is bone stock with a 2.25 inch powder claw track and I can't get it to climb in deep snow unless it's to the handle all the time. I am stuck most of the time. Could someone help asap!!!
Mxz 800 renegade
I bought this sled last winter and only got out on it a couple times and I was doing a little bit of work on it and I want to do a couple of upgrades and I'm just wondering where would be the best place to start?
HELP! Please someone tell me what cam Shaft this is!
Hey everyone, recently found this camshaft, from the looks of it it's from a 2008 Yamaha 4 stroke 3 cylender DOHC engine. I can't tell witch motor it's from and what CC it is, I'm not even sure if it's an exhaust cam or intake cam, i think this one is a Intake cam but i'll let you guys help me.    from this diagram i found it sort of matches up with the intake cam? But i'm not really sure.    Any help is greatly appreciated.     


stand ups
not much to say now. no one here
1987 js550 top end
What top end kit do you guys recommend for one of these ski's?  I'm having a hard time trying to find oem Kawasaki parts online.
my jet ski is filling the engine compartment with water
I recently got my jet ski(1990 650 sx) out of storage where it was for a year, when i fired it up (with the water attachment hooked up) it is leaking water out from around where the driveshaft hooks up to the motor. Does the motor have to be removed to fix? Any advice will be greatly appriciated, thank you...

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