Checkpoint

The State of the Dirt Bike, 2010

By Matt Cuddy

Welcome to the new and improved Superhunky.com, where you can post free dirt bike advertisements, read the latest "Don't Ask" column, ask questions and peruse classic articles by that master of dirt bike wit and scathing critique, Rick Sieman.

 This site is where you get all the latest dirt oriented motorcycle information, without the B.S. that most magazines and websites try to pawn off as the truth. We're not afraid to give you the straight shot on dirt bikes, because we're not beholden to anyone or any factory. If it sucks, we'll tell you. Take those exploding four stroke Japanese MX bikes for instance...

And who am I? My name is Matt Cuddy, and I'll be helping Rick to keep all you nut cases in line, identify spammers and moderate content across all the forums here at Superhunky.com. So if you follow the rules, keep an open mind, and don't post nonsense like "Where can I buy a powerband for my YZ80?" we'll all get along just fine.  

So sit back, pop a cold one and enjoy. Because that's what it's all about, right?

                WHERE DO WE GO FROM HERE?                                      

I was thinking of what topic would be appropriate to kick-off such a momentous occasion as this, and after mulling it over several cold beers, all drank in quick succession, I came up with a topic dear to all our hearts, the state of the dirt bike, 2010.

In the beginning, all we had were street bikes that we rode in the dirt, not modified all that much, maybe a set of open pipes, and some trials tires. Fun riding that could be enjoyed with a couple of buddies. Most were English bikes like BSAs or Triumphs that we rode and abused, with the occasional Greeves or Bultaco “ring ding” thrown in the mix, if only for comedy relief.

After a while we started to modify our street bikes into prototype desert sleds, stripped them of all unnecessary street stuff, with high-performance suspension, engine modifications, knobby tires, different handlebars, frames etc. in an effort to go faster, and not fall down as much. But there was a finite point we reached with these machines, where one could throw hundred of 1970 dollars into say, a 650 Triumph, and still have a machine thats most important accessory was a tow rope.

Thankfully around 1968, the DT1 Yamaha came out, and changed the dirt bike scene for ever. The big four strikers, with their marginal reliability, less than acceptable weight and handling properties, soon were relegated to the history books.

The age of the lightweight, reliable two stroke was upon us. That era lasted for over thirty years, culminating with machines from the late nineteen eighties. Bikes like the Honda CR500, KTM495, Kawasaki KX500, Maico 490 and the (gulp) Yamaha YZ490 were fast, and for the most part, un-breakable.

 That was the “golden era” of dirt biking, from 1968 to around 1990, when the design of most any modern, air or water cooled two stroke made it a powerful, reliable and easy to ride motorcycle. And because of that, the bike never saw the inside of a motorcycle shop again, since the owner usually fixed anything that broke. Any rider with a little mechanical knowledge, and a $49.95 Craftsman tool set could keep one running indefinitely.

Ah, but around 1991 an ill wind was blowing through the dirt bike world. Because of environmental whackos, the AMA and the big Japanese motorcycle factories, the two stroke dirt bike was on the ropes, and soon you could only ride a new one on a closed course, or on private land. Due to emissions concerns, along with the power an open class two stroke was capable of, the AMA and FIM wanted to see a docile four stroke take the helm again in racing, and the factory’s obliged with works-type four stroke motorcycles.

And in an effort to be competitive with two stroke-like power, the factories built this new breed of four stroke dirt bike so over-the-edge performance wise, you’d get about 10-15 hours of hard riding out of one, before it blew itself to pieces. And if you're a regular week-end warrior who puts about 30 hours of moderate riding every six months, on a well maintained modern Japanese MX bike, you can count on doing a top-end every about three months, at $2,000.00 a pop. Who can afford that? Especially since the used price of three year old YZ450F is around twenty five hundred dollars to being with.

A new top end on my CR500 cost $300.00 max, and that’s if I used the best parts available (forged piston, expensive gaskets, molly rings, etc.). Not to mention I only needed a new piston every seven-eight years or so, with good maintenance, and a clean air filter.

A new top end on a modern CRF450F Honda four stroke runs right around two thousand dollars. And you need special tools to work on one. Bucket over shim valve assemblies, light-weight slipper pistons, lightweight connecting rods, in short anything to make the motor rev faster, and make more horsepower, was put into the design, at the cost of durability.

Now maybe a factory backed racer can afford to ride one of these new “works” type MX bikes, but can the average Joe on a limited budget justify spending two grand every few months, just on a top end? And what about if the whole motor grenades? That will run you about four thousand dollars, on a bike that’s worth maybe three. And you can count on the motor grenading after about two top end jobs, because of the extreme light materials all the reciprocating engine parts are constructed of, to get that big horsepower and high revs.

As a result, the sport of dirt biking is shrinking at an alarming rate. As more land closes, and the price to buy a new dirt bike reaches up around ten thousand dollars, the sport we all love is becoming extinct, like the dodo bird. Soon, those without the necessary deep pockets will not be able to play. The days of some plumber in an old pick-up, with a fifteen year old CR500 in the back, (who’s still winning races) will be gone.  A sad end to a sport we all love.

But there is hope. And it’s called vintage racing. You don’t need that latest four stoke MX bike to clear the triples with, or the skin piercings and tattoos that go along with it. All you need is a nice running 400CZ, some pre-mix and a club that sponsors vintage MX or Desert races, and the clock can be turned back as far as you want.

Hell, you can even race a trick 650 Triumph, if that floats your boat. 

So dig out those Bill Walters Leathers, shine up those Full Bore boots and get back to what made Dirt Biking fun. Find a club or group that caters to vintage dirt bikes, and racing. Fill that cooler with beer, and head out into the present for some fun from the past.