If you’re wondering how to properly gear your bike to run better, or be more responsive you’re not alone. Gearing your dirt bike is a compromise ratio and as soon as you change your conditions, you might need a new compromise. Here are our best guidelines for this process.
Sprocket size and final driveLets learn some lingo.
Gearing up and gearing down are just not the same; make sure you know the end results of both. You can gear up by using a smaller rear sprocket or a larger countershaft/front sprocket. Gearing up adds more speed and decreases the final drive ratio. You can gear down by using a larger rear sprocket or a smaller front sprocket. Gearing down reduces speed and increases the final drive ratio.

Gearing UP = More Speed
Gearing DOWN = Less Speed

So, what’s the final drive ratio? It just means how many turns the countershaft has to make in order to turn the rear wheel around once (Acceleration). A higher drive ratio corresponds to a lower gearing and more turns of the countershaft for every rotation of the wheel, and a smaller drive ratio corresponds to higher gearing and fewer turns of the countershaft for every rotation of the wheel. Which setup means your engine is working slower? The answer is a higher gear ratio because it turns your wheel with fewer turns of the countershaft.
So, the bottom line is, what are you trying to achieve?
For more bottom end and faster acceleration, use a small countershaft/front sprocket or large rear sprocket. For every 1 tooth that you change on the front sprocket is like changing 3 to 4 teeth on the rear (and that’s true for higher gearing ratios, too). This configuration creates that smaller gearing ratio that works best for tracks with lots of turns, few long straightaways, like Arenacross, and tight trail riding.
For more top end and faster top speed, use a large countershaft/front sprocket or smaller rear sprocket. This creates a taller gearing ratio that’s best for high speed situations without many tight turns like wide open desert racing. Since you get more action from changes to the countershaft, adjust the rear sprocket by just 1 or 2 teeth for a subtle change.
Gearing changes based on conditionsSo, what kind of changes in riding conditions might merit a gearing change? Quite a few actually. Here are some of the principles to keep in mind:

• Never adjust your gearing by more than one tooth at a time.
• If you’re changing your tires for a certain track, realize that your traction might be different. An increase in traction might call for a gearing change.
• If you’re riding through conditions that make you build revs slowly and labor more — like hauling through sticky conditions — your motor might be getting yanked down too much and your gearing might be too tall.
• If you’re riding at a higher altitude than normal, you might need to gear down to allow for free revving.
• On the other hand, if you’re too low with your gearing, you’ll be shifting constantly and your wheel will just spin on terrain that’s dry.
• Riders with engines that are geared low at an optimal level will need to shift less and enjoy more free and responsive performance.
• Riders with engines that are geared more on the tall side will enjoy more control, but may rely on the clutch more.
• Taller gearing is most useful for off-road courses.
• In general, lower gearing means moving through the gearbox’s spread faster and shifting more — and vice versa.
• Always remember that you’ll need to adjust your chain based on the manufacturer recommendations to compensate for any larger or smaller sprockets.
• Keep one-tooth and two-teeth larger rear sprockets and a one-tooth lower countershaft with you so you can change gearing on the go without changing your chain length.
• Don’t bother to swap out a used sprocket for a fresh one if your drive system is shot; you’ll just be wearing out your new sprocket fast.
• Always remember that your gearing goal for speed and performance is to rev freely, stay hooked up, and remain just responsive enough to get through a rhythm section cleanly.

Maintenance, drive chain components, and gearingWith experience, you’ll soon be able to see the signs of drive parts that need to be replaced — and no one needs to lose a chain right as they pin it up a hill. Before each ride, do a visual check.
You can physically check whether your chain is worn by measuring how far apart the pins holding the chain together are spaced. This works because there is a “service limit” for how much the chain should stretch; your owner’s manual will tell you what the service limit is.
It’s also time to replace your chain if you see any of these signs:

• chain links with a wear pattern that’s flat looking on the bottom and top;
• the chain fails to cycle through smoothly;
• loose, easy side to side play
• rust or corrosion on the chain.

Next look over the sprockets. It’s time to replace them if you see any of these signs:

• cupping at the base of any tooth;
• teeth leaning
• worn teeth.

Finally, look over the drive chain components, including the guide, rollers, and slide. Make sure you have the right drive train tools to fix the drive parts that need to be replaced if you see any of these signs:

• chain cutting into the slider;
• exposed metal; or
• sprocket bolts that are loose.

If you find that any of these drive parts need replacing, it’s a good idea to replace them all. That’s because they have to work together and the parts that touch each other tend to create wear patterns on each other. If you put a new part in next to a worn part, the new part will wear down faster than it should thanks to the existing wear pattern on the older part next to it.
The bottom lineNo matter where you’re riding, as an experienced racer you’ve probably felt the difference between gearing that was just so-so and gearing that was completely dialed for your track. Fortunately, learning how to decide on gearing gets a lot easier with experience. Understanding the cause and effect of the front and rear sprocket is the most important part; once you’ve got that down, it’s all trial and error.

*Credit Medium.com and BTO Sports

​Last night was COLD. I can't remember a time when I was so uncomfortably cold and shivering all night. 30 degree temps and no socks, don't ask. I got out of my cocoon like sleeping bag state that I was in at 5am. No sleep again. Kelly and I rode out to the trail head of Mt. Elbert and parked our bikes. We started the ascent at 7:00am sharp. Here are some Mt. Elbert stats:
​
Mt Elbert:
9.0 Miles
9,743 Starting Elevation
14,443 Summit
4700 Elevation Gain
18.40 Trail Difficulty Rating (Strenuous)
11,900 Tree line

Along the way we met some pretty awesome people. Stephen, Steph, Greg, Amanda, Jan and her boyfriend that never spoke because he was too hung over! There was also a guy at the top that helped me out and gave me 2 bottles of water as I had ran out on the way up. He pretty much saved my life and I should have remembered his name. If you ever read this leave a comment below! You know who you are.
After our epic summit we started the descent. About half way down I was feeling the affects of the altitude, developed a serious headache and started to loose my legs. Actually my muscles felt ok but my knees were giving out. By the time we hit the bottom my knees were shot. Walking was a chore. We hopped on the bikes and packed up our gear from Kevin and Amy's front yard. 
After a long hard day of hiking and climbing all I wanted was a hotel room. I didn't even care where it was. While looking at my bikes NAV system I realized that I was pretty close to Breckenridge, CO. I have never been there and I am sure glad that I had the opportunity to go! I set the course straight to Breck and was off! 
I opted for a room at the River Mountain Lodge as it was $200 less than the one next door. This place is expensive! 
I got settled in took a shower, started our laundry and then ordered a 16'' pizza, 10 chicken wings and a salad. After 20 min of looking like a caveman there was no food left. I ate everything and immediately slipped off into a food coma induced sleep. 
Total miles 65

​This morning I woke up in Breckenridge, CO! This place really is amazing. I really didn't even want to think about leaving here. First thing this morning was to go to the front desk and see how long I could delay checking out of this room. All I wanted to do was explore the town. Noon checkout it was! I made a pot of coffee in the room and set off. I walked from one end of town to the other and back. I have never seen such a nice place, so many neat shops and restaurants and absolutely no corporate chains. Everything in this town seemed to be privately owned and screamed quality. I seriously don't want to leave!
Unfortunately we needed to get back on the trail so at 11:45 we departed the River Mountain Lodge and started off in the wrong direction. About a tenth of a mile down the road Kelly's bike had started loosing another sub frame bolt. We pulled over at the ice rink, something else that made this town awesome and he tightened it down. Once heading in the right direction I said one last sad goodbye to Breckenridge and we were off. 
I feeling of extreme boredom came over me as we rode down the desolate dirt roads and all I could think about was getting off this trail to explore some more cool mountain towns. My legs were also so sore from the previous days climb that I didn't think it was safe for me to ride too much off road because I could barely hold my motorcycle upright. Kelly and I finished a few sections of the trail and I told him that I was going to take the next section of road and meet him in Steamboat Springs, CO. I am glad that I did because I came into a little mining town that had pretty much been deserted. There was a "shrine to mining" display in the town center. I snapped a few photos and rode on to Steamboat Springs where I stopped at a fuel station and was greeted by two very beautiful forest workers in a big ford truck. I rode to the edge of town through the main street and into a park area where I waited for Kelly. When he arrived I told him that I wanted to part ways in efforts to not hold him up from doing the trail so that I could do some scouting in all these little towns. We shook hands and wished each other well and were off again in our own directions. 
I rode to the Wyoming border that evening and decided to setup camp and settle in as it was getting dark quickly. 
Total Miles 243

​After another long cold lonely night of debating the future of my travels at the halfway point of the trip I decided that due to the amount of time already spent on the trail that I was going to pack up and head back toward Texas and make this journey a two part adventure.
I made my way south and stopped for coffee and a ham and cheese danish at a really cool little coffee shop. 
The rest of the ride was really beautiful until I was just North of Santa Fe, NM where the blistering heat attacked me again. 
I ran out of fuel about 2 miles North of Socorro, NM and was happy that I packed my extra 1 gallon gas can and kept it full. After a long day, 756 miles on the 650 I was ready for bed. 
Stay tuned for a trip packing recap, new bike build and some crazy surprises! 

Total Miles today 756 
Total Trip Miles: 2,710

Today I had the opportunity to test the new 2016 Husqvarna FE350S street legal enduro bike. In my limited miles of riding this bike, I have gathered enough information to formulate a professional opinion of the bike. Remember opinions are like assholes, everybody has one and its still in question whether or not I am a professional. 

Here goes:
First things first, I like the fact that the bike has a key but the placement is in such a spot that it instantly became annoying. As it started up, I couldn't believe how quiet the bike was. Like a little sewing machine humming away. I swung a leg over and much to my surprise the seat was extremely comfortable. Ergonomics felt a little cramped (I'm 5'9") but can be adjusted to some extent. Adjustments I would like to see: bar clamps mounted in the hole on the farthest forward mount of the top triple (I am really just whining about this) and the bars either raised or at least rotated a bit forward to give it a more upright feel, especially while standing. These are both personal preferences. 

My initial thoughts on the clutch, as I slowly released it, creeping forward out of its parking spot was that it felt smooth, very smooth. Maybe even a little to smooth. A hydraulic clutch seems to make any bike feel more refined, and the feel of this clutch hit that mark. Husqvarna, I tip my hat to you.

​I turned out of the dealership, moving from the asphalt to the dirt. The feel and feedback from the steering was light, agile and forgiving. Now were in the dirt so lets get serious. I rolled hard on the throttle and much to my dismay was quite underwhelmed with the power. Yes, underwhelmed. I was hoping the front end would have popped up, as I twisted the tits off of the throttle but all I received was dismal forward acceleration. Now, I have to keep in mind this is a 350cc bike BUT claims around 46hp from the factory. After reading the specs, on paper, I guess I had higher expectations of such a lightweight (about 240lbs) and certainly, what seemed to be, a well powered package, again on paper. Don't get me wrong, it has enough power and torque to get out of its own way but after comparing a few different bikes with like HP it just wasn't what I thought it was going to be. 

After riding the dirt path for several miles at speeds up to 80 mph, while producing smooth power, this speed proved to be murderous  for the little 350.  I understand that this is a 350 but I needed to know its limitations and capabilities to properly formulate my opinions. I slowed a little and found the smoothness of the bike was far beyond what I had expected, no real funny buzzing or vibeyness even at 70-80 mph. Good job KTM, I mean Husqvarna. I wouldn't want to buy this bike to hammer on for long periods of high speed (think desert racing, highway riding etc...). This isn't the purpose of the bike anyway. I do feel that it is capable enough to ride for stints on the highway to get you to your off road destination. I just don't think it would be wise to operate at speeds higher than 60-65 mph for any period of time on the open road. 

I didn't really know what to expect being that this is the first bike I have ever ridden that has a polyamide subframe, Husqvarna's fancy way of saying it has a plastic subframe. It felt great, probably because I was riding a brand new bike. Granted, I wasn't sending it into space or riding the dealers demo bike to its eminent doom filled death in a pit of boulders. I guess the "plastic" subframe did its job either way and I really don't think it felt any different than one made of aluminum.  

The suspension soaked up everything my 190lb body could give it and at speeds. I should mention that the new WP 4CS forks and WP DCC rear shock are amazing. I really feel that this setup is one of the best if not the absolute best currently in the enduro market. I hit a G-out around 70 mph that would have sent most bikes squealing and begging for mercy but like a good whore the Husqvarna just kept on begging for more. No bottoming and no funky death wobble. 

A desert racer it will never be but I am positive that with proper gearing what it could be is the ultimate woods machine. I say this because in stock form it seemed that after a short time at speed one would become tired by having to work so hard to keep the front end up. It doesn't wheelie well on demand, again at speed, and unless you are abusing the clutch it probably never will. But of course being the professional that I am I would never abuse a dealer demo  :) I really hope that this slight power wheelie problem can be cured with proper gearing because if not I would leave me a little disappointed in bike. 

As I rode off the dirt and back onto the pavement I was sad to have to give the 350 back. It really is a fun bike that fills a certain niche in the enduro market. I parked it in its spot, hit the engine stop button got off and walked away. After a few steps I turned back one more time to look at it, like I was looking at a big breasted blonde passing by and noticed that the taillight was still on. Ahhh, that annoying key that I had already forgotten about placed on the goofy side mount near the fork just became the deal breaker. Someone please make a relocation kit for it. 

Conclusion:
​Overall, I do like the bike but think it was just a little bit under powered for my taste. For some riders this lack of power may lead to being able to ride the bike more to its capability making them faster than their competition. Especially in tight technical riding sections. For others, especially new riders looking to get out and have a great time it will prove a great platform to grow into.
I have spend the last year riding in the desert and don't feel that it would be a bike that I would add to my stable just yet. When I move back north or at least someplace that has obstacles other than cacti it will be highly considered next to the KTM EXC-F 350. If I had tested this bike in Northern, MN say at the Gilbert OHV park, my feelings for the bike may be a bit different. This is a place where speed is not needed. Where the nimble, lightweight 350 would shine like a 10 foot tall menorah and there would be no competition. 
I think it could be better with proper gearing, some raisers for the handlebars, a skidplate and some real hand guards.  Add the above to this light, nimble properly suspended Husqvarna and it could be your next hardcore backwoods racing weapon. For those of you teetering between the 350 and the 500 heed my advice. Get the 500. 


ALWAYS REMEMBER the proper equation for motorcycles one should own is always M+1
M being the current amount of motorcycles. (My version of "new" math).

I have now had the Dakar Pro Jersey from Klim for about a year. I have been off the bike more times than I would like to admit and the jersey shows no significant signs of wear and has held up to some serious abuse.
The construction quality is as amazing as it gets for the $140 price tag. The stitching is very heavy duty and the materials used to construct this jersey are what make it worth the extra dough.
The main reason for my purchase of this jersey over anything else offered on the market was the fact that it has actual forearm padding. The Cordura covered pads on the forearms, shoulders and oblique/rib cage areas help to prevent cacti from stabbing you in the arms and other body parts. I say stabbing because swiping one while turning or on a tight trail at 60+MPH, is the best description of what they feel like. Once you experience these protruding from your arm you will be happy you spent a little extra on a jersey like the Dakar Pro. Don't ask me how I know this. 
The jersey itself is very lightweight and will keep you cool during the warmest of days. There is plenty of airflow through the chest and arms where the material is still very robust but much lighter than the cordura elsewhere.
I have to give this product two big thumbs up. If you are fed up with poor quality jerseys that last for 6 months of riding before they are shredded and are in search of the best and longest lasting jersey that money can buy look no further than Klim's new Dakar Pro jersey. 
If you would like to purchase this jersey click the amazon link below:

​Author: Scott J Surla

​The BMW G650GS has been a staple in the adventure touring world for decades. In 2012 BMW relaunched the 650 with new inspiration in the form of a more off road competent model, the Sertao. The Sertao replaced the iconic Dakar which was a previous version of the 650 Sertao. With more suspension, ABS and heated grips standard it was the beginning of a beautiful relationship. Soon after the purchase of a new 2014 Sertao I set out to build the ultimate adventure touring motorcycle. I wanted it to be the best of reliability, capability, functionality and comfort. The Sertao to me is one of the most, if not the most, utilitarian bike on the market with a touch of modern flair. It incorporates new age technology and engineering that most bikes on the market can only dream of. Fuel injection, ABS and an LCD gauge display to name a few. This bike has it all! 
I started my build by outfitting it with protection, gear carrying capability and lighting functionality. Below is a list of the accessories that I have fitted:
Touratech-

• Garmin Zumo 665LM
• GPS Mounting Adapter
• Headlight Protector
• Dual Xenon Fog Lights
• Handlebar Risers
• Kaoko Cruise Control
• Radiator Guard
• Fork Guards
• Aluminum Engine Guard
• Engine Guard Extension
• ABS Sensor Guards
• Engine and Fairing Crash Bars
• Kick Stand Support
• Center Stand
• Foot Peg Relocation Kit
• Pivot Pegz
• Locking Oil Filler Cap
• Stainless Steel Heel Guard
• Rear Brake Reservoir Guard
• Stainless Chain Guard
• Wheel Sensor Cover
• Rally Pinion Gear Guard
• Progressive Fork Springs
• License Plate Reinforcement Plate
• Tank Bag
• Waterproof Tank Bag Cover
• Stainless Steel Luggage Rack
• Zega Pro Topcase Kit with Locks
• Zega Pro Pannier System Kit with Locks
• Pannier Carrying Straps
• Last and most important of  the Touratech accessories, a Touratech Bottle Opener!

NON TOURATECH-

• Givi Tall Windscreen
• Rotopax 1 Gallon Gas Can and mount
• Rotopax 1 Gallon Water Can and mount
• Continental TKC 80 Tires Front and Rear
• Rok Straps x 4
• Saddlemen Adventure Trac Seat
• Bikemaster LiPo battery
• BMW 10wt Fork Oil
• Multiple GoPro Mounts
• Rekluse Z-Start Pro Clutch Kit
• Yamaha YZ450F Fork Conversion (Forks rebuilt, re-sprung, re-valved and cut 1 inch shorter)
• RATEL Engineering Custom brake caliper cradle, ABS mount, fender support bracket, horn bracket kit, axel and spacer and triple spacer

I think that concludes the list of accessories. This bike should now be capable of traveling the world and back, multiple times. I guess time will tell...
The following are my personal opinions of the bike:

• Awesome fuel mileage
• Comfortable for long distance trips
• Lightweight (for a touring bike)
• Great carrying capacity
• Capable of comfortable highway speeds even when loaded with gear
• Plenty of power even when loaded with gear and supplies for multi-week trips
• Off road capability

All in all the bike is awesome. Other than a few exceptions you have the ability to make small adjustments, add a few cool accessories and turn the G650GS into a worldwide capable touring machine!

​I have had the urge, going on 7 years now, to buy a BMW G450X Enduro motorcycle. On Monday I became the official owner of a 2009 with about 40 hours on it. I would have purchased one new but unfortunately BMW doesn't make them anymore. I had to drive to Dallas, 700 miles away to get it and I am so glad that I did. I arrived at around 11:30pm and met Zach Wright, one of the coolest relatives I have, at Fox and Hound for a Blood and Honey beer and some wings. It is probably a good thing that the Revolver brewery is not close to me nor do they distribute in this area. It would likely be the end of me. So good! 
Zach was nice enough to let me stay at his place to get some sleep. The next morning I woke up at 6:30am and drove to Plano where I met the owner of the G450X. Ron, probably the biggest "cool kid" I've ever met! I think he was in his 50's and had the spirit and mentality of a 18 year old boy. His shop was the manliest man cave I have ever seen, tools galore, hot rods, a hoist, cool cars, dirtbikes, a side by side. I was so distracted by the awesomeness of his collection that I wasn't even paying attention to why I had come there in the first place. To buy a g450x! We talked for a while, I handed him a pile of cash and I was off to pound another 700 miles of pavement to get back to Hell Paso.  This is seriously the most boring drive ever! 
With a 1,400 mile trip out of the way I finally had the opportunity to properly test it out this morning. WHAT A BIKE! This one came to me in stock form and I really think that it would be ready to enter a serious enduro race as is. Other than some much needed suspension adjustments, to get the bike dialed in, it was perfect. My only complaint thus far is that the seat is far too slippery and it needs a better mirror. Back to the ride...
I set off on a dessert trail that backs up to the RV park. I quickly realized that I am not 16 anymore and am definitely out of shape. Arm pump set in and I slowed down after about a mile of hard rough trail. Man this thing moves! I cannot believe the amount of power from a 450. 
Growing up racing in the early 90's I can say that the technology in motorcycles has changed so significantly that the bike almost does all the work for you. Get into trouble in a sandy section, rocky section, huge washout? Twist the throttle a little more and get your ass back on the fender, no problem. Wheeeeeeeee. This is seriously more fun than a grown man should be having.  
To sum up my experience thus far: This bike is a fucking riot and I probably need better life insurance!