Alpinestars have been at the forefront of rider safety since they were founded back in 1963 by Sante Mazzarolo. Since then they have won many championships across multiple disciplines. Most recently Jett Lawrence and Haiden Deegan won the 450 and 250 SMX championships in 2024. Both riders use Alpinestars to protect themselves while racing. They are also currently leading the AMA 450, 250 East, and 250 West Supercross championships with Cooper Webb, Max Anstie, and Haiden Deegan respectively

I think that proves my point—that Alpinestars knows what it is doing when it comes to rider safety. The RK-7 Plasma knee brace is part of a new wave of protective wear from Alpinestars. Much like the Tech-7 motocross boot has the Tech-10, the RK-7 has the RK-10. The fact that the RK-7 is not their top-of-the-line brace does not mean that it is below par—far from it.

I have been using the brace for around 4 months and I won’t lie to you, when I first put it on I did not like the fit compared to my POD braces. However, upon further inspection, I realised that I was doing the straps up in the same order as my PODs which was incorrect. This was causing pinch points and loose fitment. After I found out the correct way to fit the braces, it totally transformed them. They went from one of the most uncomfortable braces I’d worn to arguably the comfiest.

The RK-7 has a 4-strap system in the form of 2 X-strap systems. This reduces pinch points on your legs and distributes the pressure more evenly across the back of your calf and thigh muscles. At the bottom of the review, there is a link that will take you to a page with a video showing the correct way to fit the braces. But in a nutshell, if we say strap 1 is the top and go down to strap 4. The proper order is 3, 4, 1, 2. However, I do recommend  watching the video as it really helped me when I was setting them up.

The RK-7 also has a variety of different extension stops, ranging from 0 to 30 degrees, going up in 5s. So if you are coming back from a knee injury and you are not totally comfortable fully extending your knee these will really help you in that situation, allowing you to build back up to full movement.

Straight away when getting ready you notice how slim and streamlined the braces are. With no harsh edges, there is no worry of tearing your gear when you’re getting ready or rubbing a hole through your pants over time. All the moving mechanisms work flawlessly leaving no jolty movements, allowing you to move your leg freely.

It is going to sound really cliche but once I started riding I could not tell I was wearing the braces. I’ve had a few incidents where I have caught my boot on a rut and you can feel the brace working by not letting me rotate my knee to the point of injury. But besides that, they are barely noticeable. Considering they are not a carbon fibre brace, instead made of a blend of Nucleon plasma and polyurethane, they are still incredibly light. It certainly will be interesting to try them back to back with the RK-10 which is a fully carbon brace.

My favourite thing about the brace is once you have adjusted the straps to the correct fit, you can then undo a buckle with the keyhole snapping system on the top and bottom straps so you don’t have to continuously adjust all 4 straps each time. However, if you find the X-strap system isn’t for you, it is possible to remove this and just use a traditional 4- strap system.

As I mentioned earlier I’ve been using them for around 4 months and so far I have had no durability issues. Outside of a few little scuffs, they look like the day I got them. All velcro straps still have great integrity and any padding is still firm and comfortable. For a price of £399.99 for the pair they come in cheaper than most other braces in the same category.

The only thing that I think could improve the brace would be to have each strap numbered. This will ensure everyone knows exactly which order to do the straps up. Because like I said, to me this order played a vital role in the comfort of the brace. That really is the onlyflaw I can pick out on the RK-7. It is a strong sturdy brace, and if you are looking to getsome new braces, or you want to get a set for the first time, you could certainly do a lot worse than the RK-7. If you do have any questions regarding the RK-7 just drop me an email at brad.wheeler@mxvice.com and I’ll do my best to help you out.

Tested and written by Brad Wheeler

NEW RAIN COAT UFO ONE SIZE (UNE TAILLE )

Art nr JA13003

Price public : 9.85 ttc included

Yamaha are known for building motorcycles that are arguably the most powerful in their classes, but how is their reliability and build quality? I’ve had my 2024 Yamaha 450 for a little over a year and have logged just over the 40-hour mark. This is how those 40 hours have gone, a few tips and likes and dislikes regarding the YZ450F.

A lot of people when they get a new bike change things for personal preference, such as handlebars, grips, foot pegs, etc. However, I like to get a feel for the bike’s in-stock trim before making any adjustments. After the initial ride, it is wise with any brand to go around with your 8mm and 10mm tee bars and check all of those bolts. After doing this I have not had an issue with a loose bolt all year.

The stock grips are certainly built to last as they are incredibly hard. They win no awards in the comfort department that is for sure. So these were one of the first things I changed to a grip with a softer compound.

Below is a list of hard parts I have changed and the reason why I changed them:

Tyres (Self-explanatory, general wear and tear on hard tracks and riding all year.) Grips (As mentioned above, they were too hard for my delicate hands.) Levers (Absolutely nothing wrong with the stock lever. We were sent different levers to try and I haven’t gotten around to putting the stock ones back on.)
Filter cage (I upgraded the filter cage to the twin air one as it doesn’t have the mesh that all standard 4 strokes come with. This just cleans up the bottom end a little and makes it more crisp.)
Chain and sprockets (General ware and tare and the sprocket teeth and chain stretching, nothing you wouldn’t expect after the 20-hour mark.)
Brake pads (The same as above. The standard pads are brilliant and have a good constant feel to
them as well as good durability.)
Plastic set (I had fresh plastics for the new graphics, the only reason for swapping out the standard plastics.)
Exhaust system (I ran the GYTR (Akrapovic) system all year, it gave the bike a stronger feel pulling
through softer conditions, and would rev on slightly longer than the stock exhaust. The stock exhaust is also quite heavy compared to the titanium Akrapovic.) Radiator cap (The stock cap is only rated at 1.2, which in deep sand or muddy conditions, can be prone to overheating so I upgraded this to a 2.0.)

Things like oil and filters I have left off as this is just general maintenance, but for 40 hours I have not changed a lot.

I am still on the original piston, but I will be putting a fresh one in shortly now that conditions are beginning to get heavier, putting more strain on the engine. I have had 0 issues with the clutch and have not even taken the clutch cover off. There are the odd adjustments here and there, but besides that, it has been golden all year.

In short, I have not had to go anywhere near the inside of the engine. The closest I have gotten is changing the oil filter. So unless you are a guy or girl who’s heavy on the clutch, you can be confident that your YZ450F is going to be good for upwards of 40 hours.

It is hard to pick fault in this bike but there are a few things that do stick in my head and I feel they could be better designed. The first thing is the location of the drain bolt. It is located on the back of the engine, but the problem is you have to undo it with a spanner. There isn’t enough room between the bolt and the linkage to get a socket on there. I could get a ratchet spanner I know but it was just something that kind of annoys me when I have to keep re-positioning the spanner.
Brighter minds than me have designed this bike so I’m sure they have their reasons for it.

Now one thing, for the life of me I can not think of one good reason for is the bolts that hold the fork guards on. And not just the type of bolt but their positioning. The fork guards are held on by 3 Allen key bolts, which are evenly spaced around the bottom of the fork guard. The problem with this is unless you have a very stumpy Allen key you can’t undo one of the bolts because the wheel is in the way. I don’t understand why they couldn’t ask KYB to put 2 threads on the front of the fork and one on the outside. To me, it seems straightforward.

Now the bolt itself. Not only are they very easy to round off, but they fill with mud and dirt when you’re riding. I don’t understand why they can’t have a nice 8mm bolt. I have noticed that it isn’t just Yamaha that has these bolts, Honda and Kawasaki do too. So perhaps it is a Japanese thing.

Those are the only things that I don’t particularly like about this bike, so it’s not doing too badly.

There are lots of positive things I could say about this bike but I will try and pick my favourite 2 to keep it even. My favourite part is the mapping box. The adjustability you have in the power tuner app to customise settings is unbelievable. This coupled with the ability to alter your RPM when the launch control is engaged is nothing short of amazing. The ease of the app and how well it works is something I would definitely miss riding another brand.

The second thing is the KYB suspension. The forks and shock work so well together, I have made minimal changes all year to the clickers and it still feels so plush. The hold-up over braking bumps coming into corners is by far the best of any bike I have ridden. And after riding the 2025 model this is actually improved further. The front forks also have clickers that can easily be adjusted by hand and you do not need to get a screwdriver to do it.

With the minor improvements to the suspension and other little tweaks to the bike, I feel confident in saying that the 2025 models will be better again than an already great bike. However, if you’re not in a position to buy a new bike, at least now you know that a 2024 YZ450F with 20 hours on is still a sound investment and will see you right.

Tested and written by Brad Wheeler

The highly anticipated Alpinestar motocross goggles is finally among us. After seeing Hunter Lawrence racing with it for the past two season it has been on the watchlist for many waiting for its release. Alpinestar have graced us with not only one, not only two, not only three, not even four but five varieties of goggle.

This review is going to focus on the Supertech goggles, both tear-off and roll-off form, which is their top-of-the-range goggle. Working their way down from Vision 8, 5, 3, and finally Vision Youth.

First things first, the box. It is by far the best box I have ever received a pair of goggles in. It is solid cardboard with a shiny finish and a small magnetic clasp to hold the lid down. If Apple made gouge boxes it’d be something like this. The goggle is held in the box by a piece of plastic moulded to fit the ends of the goggles.

In the box you get your Supertech goggle, and a draw string goggle bag. There are no tear offs or spare lens. What you see is what you get. With the roll off version however you do get 2 roll off films, a mud strip and an additional roll off pin.

On to the fit. Personally, I really liked the fit. They don’t sit too far down on my nose and they fit well in all the helmets I have tried them with. (Alpinestar SM10, Bell moto-10 and 6D ATR-3). The strap is easily adjusted with 2 injected buckles giving the strap a much lower profile. The Supertech also has a 45mm wide strap with a silicon pattern on the inside making sure that the goggle stays exactly where you want it. Unlike most goggles where the strap comes out of the frame straight the Supertech has two 13-degree wedges that position the strap in a much more central place on the helmet, once again allowing a better fit and less chance of movement.

The greatest feature of this goggle is the release mechanism to swap out the lenses. Alpinestars Super-Lock give the lens a tight seal as well as being incredibly easy to remove it. All you have to do is click up the tabs on either side of the frame. At the point you can take the lens out. To fit the lens simply put it in the centre of the frame and click the tabs back down.

Like most high end goggles these days the super-tech goggle has a rigid lens, thus avoiding any distortion that you may otherwise get with a standard lens that you bend to fit in the frame. Rigid lenses also tend to be stronger than standard lenses, which protect your eyes from stones and other debris.

The roll-off system is durable and easy to use. The Super-Tech frame allows the roll-off canisters to sit further around the frame so they are out of the rider’s field of vision. I am not a big fan of roll-offs and only use them when absolutely necessary but this really is one of the better systems. With the 48mm wide roll-off film and 160mm of width between the canisters, you get one of the largest fields of vision with each pull. There is also no worry of the film sticking to the lens as the roll-off lens has two built-in silicon glide lines that prevent that from happening.

Other key points:

The Super-Tech frame has a tear-off pin on the left side to help keep the tear-off tab from flapping around.

The 3D moulded face foam makes the goggle sit comfortably on your face.

Clear roll-off canisters so you can see how much film you have left.

Supertech roll-off price (£139.99)

Supertech tear-off mirrored lens price (£119.99)

Supertech tear-off clear lens price (£95.00)

The super-tech is certainly one of the dearer goggles on the market but if you have ever worn anything made by Alpinestar, whether it be gear, helmets, or boots you will know they don’t cut corners. So if you don’t want to lose your vision mid-way through a race this goggle should be on your wish list. I can’t guarantee that this goggle will never go wrong but I can guarantee that the possibility is a lot less likely than if you decide to go for a cheaper goggle.

Tested and written by Brad Wheeler

Gaerne was founded way back in 1962, in the beautiful Coste di Maser in Italy. Founder of the brand GAzzola ERNEsto, was a shoemaker by trade and always had a passion for sports. That is not a grammatical error above, that is where the name Gaerne comes from.

62 years is a long time to be making footwear so it’s not a surprise that they’ve gotten pretty good at it. The 70s saw Gaerne expand into motorcycling boots and that is when the SG22’s predecessors were born. Fast forward 61 years and the SG22 is brought to market.

The Gaerne SG12 had long been their premier boot and was arguably the best boot on the market. Winning championships on both sides of the pond. However, not wanting to settle or get left behind they released the SG22, the new flagship boot for Gaerne.

Now, I received these boots at the end of 2023, but of what use is it to anyone if I release a review after using them 1 maybe 2 times? Anyone who has worn the SG12 knows they have a break-in period of 3 or 4 rides before they are truly broken in. With this in mind, I decided to sit on this for a year and delve into the durability ofthe boot as well as comfort, because motocross boots are not cheap and you want to make sure you’re going to get your money’s worth.

I have to admit, this was not a boot that I fell in love with instantly. The first few rides were uncomfortable, I unboxed them at the track and rode straight out for a 20- minute moto. Maybe if I had done a few laps of the house in them, the first ride wouldn’t have been so painful.

However, we move on. My first impressions were that the boots were stiff but stable. This definitely made my foot feel safe and secure. I am a size 9 and it was very true to size. The 4 adjustable buckles make it effortless to get your foot in and out of the boot.

The SG-22 has several significant upgrades from the SG-12, one of which is the Gaerne Dual Stage Pivot System 1.0. The new system supports the ankle with two limit switches, thus restricting hyper-extension and hyper-flexion.

Another improvement to the SG-22 is the Air Vents. An increased number of air vents over the boot keeps your foot feeling cool and comfortable. This is something that I did notice in the summer months. I found other boots were making my feet hot and sweaty where as the SG-22 kept them at a much more comfortable temperature.

The aluminium buckles are similar to that used on the SG-12 except you have more adjustability on the SG-22. As well as 4 straps being adjustable the shin guard buckle has a dual-position clasp. So if you are finding that you’re on the limit of thestrap on the shin guard, you can re-position the clasp to give you an extra 5-10mm of play.

The thing I like the most about the SG-22 is that the sole uses memory foam, so as the boot breaks in, it molds itself to your foot, giving a very tailored feel when riding. This also gives you a better feel on the pegs when you’re moving between gears and braking.

I have been wearing the SG-22 for almost a year now and the sole is still inincredible condition. The new multi-density sole has increased, traction, durability, and cushioning. This is apparent when you look at how well the soles are lasting.

Some people say that the metal toe cap is outdated and no longer necessary, but I quite like it. More for the purpose of gate preparation than anything else. There is nothing worse than trying to prep a gate on rock-hard dirt and you have tried everything to break it up to get some traction. With the metal toe cap, it is much
easier. You can really drive your boot into the dirt to break it up.

Overall the Gaerne SG-22 is a solid boot and well deserving of being Gaernes signature MX boot. The price point is high when you compare it to other top-tier boots, coming in at £649.99. However, if you value safety above all else this is the boot for you. You will be able to rest easy knowing that you have the safest boot
money can buy.

Tested and written by Brad Wheeler

Revelyst, a global leader in high-performance sporting gear, is excited to announce the expansion of their dealer direct and direct-to-consumer (DTC) model for the Bell brand in the United Kingdom. This decision marks a significant evolution of a multichannel approach with this renowned brand. Bell Helmets will engage directly with UK retailers and consumers aiming to be the partner of choice. This move enabled the growth of both the selling and customer experience teams based in-country.

From January 2025, Revelyst will directly oversee the sale and distribution of Bell powersports products within the UK. This move is driven by Revelyst’s commitment to enhancing the customer experience, strengthening brand presence and fostering deeper connections with UK retailers and consumers.

A Customer-Centric Approach

By adopting the distribution model, Revelyst aims to provide UK consumers with:

• A Seamless Shopping Experience: Enhanced access to the full range of Bell products through select retail partnerships and dedicated online platforms.
• Exclusive Product Launches: Earlier access to new releases and exclusive collections.
• Enhanced Customer Support: Direct channels for support, education, and engagement, ensuring customers have the information they need to select the best products for their needs.
• Direct stock access to a UK based Service Center: Since August 2024 Revelyst operates and serves the UK market from a 5.000 sqm logistic center, managed by a 3PL worldwide leader in logistics. This supports a high level of service and quick replenishment all Revelyst UK partners can expect in the future.

 

Revelyst’s Vision for the UK Market

“Switching to a customer centric model is a transformative step in our mission to bring the world-class design and innovation of Bell closer to our UK audience,” said Jeff McGuane, Revelyst’s Adventure Sports President. “We are grateful for our collaboration with our partners over the years, and this evolution reflects our vision to deliver a more tailored and engaging experience for our customers.”

The transition is aligned with broader global trends in consumer behavior, where direct connections between brands and customers are increasingly valued. Revelyst is dedicated to ensuring a smooth transition, working closely with existing dealers to minimize any disruptions and guarantee continued access to Bell products during the changeover.

Looking Ahead

UK retailers and customers can expect exciting developments in the coming months, including the launch of refreshed e-commerce platform for Bell, alongside expanded community initiatives and events designed to celebrate and support the UK powersports community.

For further updates, please visit https://uk.bellhelmets.com or follow Bell on their social media channels.

Become a Dealer:

https://uk.bellhelmets.com/become-a-dealer.html

About Revelyst:

Revelyst (NYSE: GEAR) is a collective of makers who design and manufacture performance gear and precision technologies. Our category-defining brands leverage meticulous craftsmanship and cross-collaboration to pursue new innovations that redefine what is humanly possible in the outdoors.

Brake pads are a difficult item to write a review on, simply because there isn’t a great deal to say about a set of brake pads. However, it is an item that every motocross rider uses and if riding regularly, should be replaced regularly during the year.

Of course, conditions play a large factor in the durability of your brake pads. If you are riding a lot of sand then you are going to wear through your pads a lot quicker than if you are riding predominantly hard pack. With that in mind, I base the quality of a brake pad on 3 things:

-The amount of time it takes to be in.
-How well they work when they are up to temperature.
-The durability of the brake pads.

-The PROWORKS brake pads had next to no time to be in.

I was pleasantly surprised when I rode out for the first session that I had complete use of the front and back brakes. I rode a couple of meters to the track with the brakes on just to burn off any coating that may have been on them. Besides that, they were good to from the packet.

The brake pads worked just as well at the start of the session as they did at the end. I admit that the sessions were only 20 minutes long and the temperature was around 10*c so not ideal conditions to test how well they would work in 30+ degree heat at the end of a 35-minute race. But, I feel confident in saying that they would hold their own against any other top brake pad.

We now have the pads in for 4 or 5 weeks and the durability of the brake pads is still really good.

If you head over to 24MX this month they have 15% off, so for a set of brake pads (front and back) it will only cost you £28.90. If you’re looking for a set of brake pads to get you through the winter months, you won’t go wrong with these. Go get it at the following link: https://www.24mx.co.uk/product/proworks-sinter-offroad-rear-brake-pads_pid-PM-4976286

Tested and written by Brad Wheeler

RIDE MFG is the most recent gear to hit the UK market that offers semi-custom and full custom mx  gear. Having only been around in the last few years you may not have seen it out on track, but they have certainly been making headways. Now, if you have been attending events like the VMXdN at FOXHILL or other national-level championships you most certainly will have seen it, even if you didn’t realise.

A lot of the replica retro kits that you see at the vintage races are made by RIDE. The VMXdN at FOXHILL has become such a spectacle of replica bikes and gear from the ’90s and early ’00s that most of the riders use RIDE to make a nearly identical replica kit to match the bike that they’ve invested a lot of time and money into.

The whole process from picking your base design for a semi-customisable gear, to adding your sponsors, name, and number, up to the point where it is created and delivered to you is straightforward. You head over to their website ridemfg.co.uk and there is a simple step-by-step procedure to get youlooking trick for your next ride.

The fully customisable is obviously slightly more in-depth and there is a bit more back and forth between yourself and the designers. This is just because they want to make sure you are 100% happy with the design before it is sent off to be made. The possibilities are really endless and I have seen it all in the last couple of years, from the mild to the wild.

I went through the semi-customisable approach and picked my base kit, and added my sponsors, name, and number. It was really that simple. I was then sent a mock-up of the gear for me to make changes or approve, once I was happy with the kit it was just a short 7-10 days before it was at my door. All of this for just £189.99.

The kit itself is comfortable and durable, and it looks like the part. It doesn’t have the same athletic fit that some of the other brands top of the range kit, but I know that this is something that is already in the works. The jersey is well vented and the material washes well. Personally, I prefer a more tapered

sleeve than a cuff but that is really a personal opinion. Of course, as this is all custom made there is no printing. Everything you see on the shirt is woven into the fabric. The same goes for the jeans also. This means that no matter how many times you wash your kit, your name, number, and sponsor logos are not going to peel off.

The jeans do have a bit more of an athletic feel than the jersey. The jeans are quite fitted to your knee braces but the material does have quite a lot of give in it, so it is not difficult to get on and off. The jeans are held together by 2 poppers in the middle where you would usually find a buckle. Not a lot of room for adjustment you’re probably thinking. Don’t stress, they have adjustable velcro straps on either side of the pants. To protect from the heat of your engine and exhaust, all jeans are fitted with Kevlar on the inner knee. Not only is it heat resistant, but it is incredibly durable. So there is no need to worry about tearing a hole in the knee of your new kit.

I’ve been riding and racing in the gear now for a little over 6 months and apart from the odd scuff, it is still in good order. Nothing has come un-stitched and all the fasteners on the pants still work perfectly.

Is the time of generic patterned kits from the brands of old over? I’m not sure if I’m ready to say that but there is certainly a new wave of gear coming in the form of custom and semi-custom gear sets. And if you are interested in customising your look and standing out from the crowd, you won’t go far wrong with RIDE.

Tested and written by Brad Wheeler

Fantic is not a new manufacturer. In fact, they have been around for decades. But in 2019 a new era was born. In 2019 they released the XX125 2-stroke competing in the EMX125 series. Finding success early on led them into the EMX250 class with their XX250 2-stroke.

2024 they have mounted a full-scale attack on the premier classes with Breceras and Kay Karrsmakers in MX2 and, Brian Boger and Glenn Coldenhoff in the MXGP class. They have already hit some big milestones with hole shots and qualifying race wins, they are yet to make it up to the overall podium but something tells me it won’t be long.

The XXF 450, XX250, and XX125 have seen little changes heading into 2025 but the XXF 250 has had a real going over. 2024 saw a new XX450 and the same upgrades have now been made to the XX250.

A new frame and engine components spearhead the upgrades. The new frame is the same as the 2024 YZ250F but don’t be fooled into thinking you are just buying a Yamaha in a wig. The handling is very similar to the Yamaha, in that it corners incredibly well but you do lose a bit of the straight- line stability with this new frame. The new frame coupled with the KYB suspension makes light work of choppy ruts and acceleration bumps. Under breaking the frame feels quite heavy if you are going through large breaking bumps but I found if you just twist the throttle slightly (even with the brakes on) it frees up the suspension and really aids your balance and precision coming into thecorner.

The engine characteristics are totally different from that of the Yamaha. I found 2nd and 3rd were short gears so I was shifting up to 4th very quickly coming out of the corners. This did however allow me to pull 3rd gear around a lot of the corners and only have to drop down to 2nd on the tight hairpin bends. The standard gearing is 50:13. I think if you went down to a 49T on the rear it would allow you to use 2nd and 3rd a little longer but would still pull 3rd in a lot of the turns.

Fantic are strong believers in their slogan “Factory Feeling”. This is apparent across the entire range with some parts as standard that most would consider after-market. The titanium Arrow muffler is just one of the factory parts that comes standard. The new exhaust system has also been upgraded to meet the 2025 FIM noise restrictions.

Also new for 2025 on both XXF 250 & 450 is the addition of the mapping box located next to the kill switch. With the new box comes the ability to alter maps and settings via the GET app, as well as keep track of engine hours and many other things. To connect your phone you simply tap the electric start to turn on the bikes Wi-Fi, this will then come up on your phone where you enter the password and it will automatically connect to the app.

Both 250 & 450 come pre-set with 2 maps (standard and mellow). Map 1 is standard and Map 2 is mellow. Both of these can be altered via the app to be as aggressive or as mellow as you like. You select the map by pressing to button next to which map you want to use. It is as simple as that.

The new mapping box also has traction control and launch control. I will start with traction control as that is straightforward. To turn on the traction control, you just hold the TC button until the number 1 flashes up on the box. This is the lowest level of TC, you can then go up to 2,3,4, and so on up to 10 by pressing the map 1 button. I used all forms of TC and didn’t notice big differences between each one but there is a big difference between 1 & 5 and 5 & 10. So that is definitely worth playing around with.

Now the launch control. I am a big advocate for LC and think if used correctly is a big advantage. Each map has its own LC where you can alter the RPM via the app depending on the condition of the start, eg: concrete you would want low RPM, a grate you would want higher RPM. To set the launch control, while the bike is idling, you need to press both map 1 and map 2 buttons simultaneously. After a few seconds a red “L” will appear on the box, this means that the LC is set.

Unlike other manufacturers where you can hold the throttle to the stop and the LC retards the ignition, you have to get to the RPMs set in the map. You know you are at the correct RPM because the red “L” will turn green. Similar to the GET system where you have the lights on the front fender. Once the “L” is green just hold the throttle there and wait for the gate to drop.

The launch control is very effective and is definitely noticeable if you do a start back-to-back without it on. The biggest issue with the mapping box is the placement. When you are doing a start and you’re locked in with your head over the handlebars looking down at the gate, it is next to impossible to see the light change from red to green. The best solution that I have found is to mount the box behind the front plate. This makes it much easier to see the light change from red to green whilst still being able to see the gate.

Overall the XXF250 is a very strong package. If you are at a high level and want the most out of your machine, the Fantic motor is a great place to start as it already puts out a good amount of horsepower. Likewise, if you are just a weekend warrior, with the KYB suspension and the characteristics of the motor, the bike is very user-friendly and is not going to put you in a position where you, let’s say “run out of talent”.

Before I wrap up I want to touch on the Fantic XX125. All Fantic 2025 models are 5mm slimmer than 2024 with the exception of the already updated XXF450. The new slimmer body makes the 125 an incredibly fun bike to ride. Easy to throw around and encourages you to try and find that limit. The XX125 is an incredible 125 straight out of the crate, with the mapping system, upgraded ignition, and Aarow exhaust system it is one of, if not the most powerful 125 in stock form. With the increase in 125 racing especially in the EMX series, Fantic is keen to not fall behind. KTM group has its power parts, and Yamaha has the GYTR parts. With that in mind, Fantic now too has its own bolt-on upgrade kit.

The kit consists of:

3 rear sprockets. 51,52,53

cylinder head cover

cylinder head insert

cylinder

high compression piston

full exhaust system

ECU

stiffer clutch springs

uprated sprak plug and cap

They estimate that it will cost around £3000 roughly. This is subject to change with import costs and so on.

If you are looking for some more top-end performance on your 125, then this is going to be right up your street. However, if you’re a heavier guy and want some more bottom end I would look elsewhere.

The kit is very effective if you are a 50kg-60kg rider who has the revs high and the throttle around to the stop. But if you are like me and a little lazy, relying on bottom-end torque to pull you along you will struggle with this kit. It is very much aimed at an EMX125 rider who is getting everything out of the bike. The kit really takes away from the bottom end so if you are not high in the RPMs it will bog and struggle to pick up. My suggestion to you would be to try a different ignition, one that is tailored to a bit more bottom end.

At the end of the day, the XX125 is an incredible engine for most, and unless you are racing in deep sand it will fare just fine against most 125s on the gate.

Tested and written by Brad Wheeler

We are excited to announce the release of the brand-new 2025 MX collection from SCOTT Sports.

SCOTT’s new MX & Off-road collection has arrived! The 2025 collection from SCOTT is packed full of new products and fresh designs, ensuring you have everything you need to conquer the track on race day! From our innovative new Prospect 2.0 goggle to brand new models of MX gear, this collection will set you apart from the rest.

COLLECTION VIDEO
See the new collection video below. The YouTube link for sharing is: https://youtu.be/hvRYuoUer8A

PRODUCT HIGHLIGHTS

Prospect 2.0 Goggle

The SCOTT Prospect 2.0 is the second generation of SCOTT’s flagship motocross goggle. It features SCOTT’s ground-breaking Quick Lens Release System which allows users to unlock the four lens locking pins instantly for a quick and easy lens change, without compromising on the industry-leading safety ensured by the SCOTT Lens Lock System. With a fresh and modern design as well as other top performance features such as NoSweat face foam, a maximum field of vision, articulating outriggers and more, the SCOTT Prospect 2.0 goggle has been fully engineered to defend your vision and give you the competitive edge when you line up at the gate on race day.

See the new Prospect 2.0 video below. The YouTube link for sharing is: https://youtu.be/tH0S-wKzul0

Compete MX Gear sets

The all-new SCOTT Compete jersey, pants and gloves are designed to take you from your first race right through to the pro class. Available in three strong colorways and constructed with a regular fit and moisture wicking materials, this gear is not only super comfortable, but is also built to last! Finished with premium graphics, long-lasting colors and clean design the SCOTT Compete gear will ensure you always look stylish when you line up at the start gate!

You can of course also find all these assets and more on the SCOTT Motosports Smartview download platform HERE.

In order to market the release of the new collection, we are pushing the campaign on the SCOTT website, via e-mail and on all our SCOTT social media channels, together with our athletes.