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Found 23 results

  1. Clutch250f

    Yamaha WR250F (2001)

    0 comments

    This bike has been the best bike I've ever owned. Although in the start we had some of the worst jetting issues we've once we fixed it it's been nothing but smiles.
  2. 1 review

    The Flatland Racing odometer spacer allows you to remove the stock mechanical odometer. This CNC machined odometer spacer is a great looking replacement and is machined for a precise fit. This is a must have for anyone who has upgraded to the Trail Tech Computer or wants to eliminate the mechanical odometer pickup. Quic Fats Manufacturer: Flatland Racing Weight: 3.5oz. Weight of Items Removed: 3.6oz. Compatibility: CRF250X and CRF450X Hardware Included: None needed other than the spacer itself Time to Install: 20 minutes Tools Required: Standard metric hand tools.
  3. 1 review

    DESCRIPTION New and Improved version! By far our best selling product, Our skid plates are made of rugged 3/16" aluminum. They feature tig welded engine guards. Installation is an easy bolt on procedure with all mounting hardware included! It also offers a built in clean out slot and oil plug hole, making them the best in the business! Plus it is a wiser choice than carbon fiber,due to lower cost and far better durability.
  4. 10 reviews

    This is the ultimate in radiator guards! It will protect your fragile radiator from nasty front & side impacts. This ultra tough guard is constructed from 1/8" aluminum and is easy to install. All our radiator guards have rear mounting brackets for that extra support! All Mounting hardware is included.
  5. tedcool

    Yamaha TTR125LE (2012)

    0 comments

    Bike was bought new by original owner in 2014. It had the stuck choke problem. Too new to me to know how it will go.
  6. michaelg131

    Honda CRF250L (2015)

    0 comments

    Having not hit the trails or an enduro for the better part of 14 years I decided to pull the trigger on a 2015 CRF250L, I almost purchased the WR250 but the price and my credit kind of pushed it out of the running, not to mention that I tend to be a bit short 5' 8" and the WR felt like I was climbing a minor mountian. To preface the last time I rode 2 strokes were legal, and a fuel injected bike didn't exist. At any rate having recently gotten my 93 DR350 running but lacking a title to go street legal I opted for the CRF. Out of the shop I noticed that it was for lack of a better term kinda nutless. Here in Texas many of the backroads are 75 mph so it is somewhat harrowing to push the bike that hard. <br /><br /> <br /><br />I rode on it untouched for a month, I did like my commute gas bill going from $44 a week in my truck to $5.44 every 2 weeks on the Honda. Where the bike was a pure joy to ride was the woods. No you won't be climbing mountians on it but it is so nimble in the woods vs the old DR. The suspension and stock tires are a bit hard to deal with but honestly who in their right mind buys a dual purpose with the intent of nailing doubles at the local MX track. I have kind of gotten a bit out of shape and still the stock suspension suits my needs. To be honest I like how it dives a bit in the turns. The real test was a 329 mile back roads ride from Austin to DFW and back. The average speed limit was 75 posted I was having trouble holding 70 and about 100 miles in thanked god I changed the seat. In strong cross winds the higher center of gravity is a bit harder to deal with. I also noticed it seems to run a bit hot especially on your left knee as the fan kicks on. I was a bit afraid of overheating but Captian Slow plodded along. (yeah I named the bike after James May on top gear UK) If you are shy on cash and you have $300 to pick any mods I would stress the 13t sprocket, seat, and handgrips. You will thank yourself so will your rear and hands. After it's paid off I plan to go full on modding.<br /><br /> <br /><br />I finally dropped a bit of money into it (not the warranty voiding variety)<br /><br />I went to a 13T front sprocket (made all of the gears useable with the 14T i considered 4th gear an option and nigh useless)<br /><br />got a seat concepts low profile seat (yeah I am short 5'8" and 210 lbs...)<br /><br />Tusk Fat bar with adapter<br /><br />Holeshot pad for a gps / smart phone<br /><br />Tusk hand guards<br /><br />Protaper Pillow grips<br /><br /> <br /><br />This notched the comfort level up a good bit, I wanted new suspension and the FMF but I like my warranty and after a full bottom and top end rebuild on the DR I don't feel like turning a wrench on my commuter.<br /><br /> <br /><br />Pros:<br /><br />It is cheaper than the competition.<br /><br />5 year warranty for $400, yeah that is nice.<br /><br />Gas mileage is not the 73 it claims it is closer to about 56 - 60 but still...<br /><br />The Service intervals, it is a cheap ride if you take care of it.<br /><br />It is a good bike if you trend shorter<br /><br />Nimble in the woods<br /><br />It runs well on 87 octane actually mine seems to prefer 87...<br /><br />Brakes are pretty darn good.<br /><br />I have to say it but it is a good looking machine stock.<br /><br />The clutch has a 1 finger pull, easiest I have ever had.<br /><br /> <br /><br /> <br /><br />Cons:<br /><br />It's power is underwhealming even vs a 22 year old air cooled 4 stroke.<br /><br />The stock seat is like having a 2x4 wedged up your crack<br /><br />The stock bars and grips transfer excessive vibration and cause a good deal of arm pump.<br /><br />The stock 14t front sproket makes the bike run a bit jerky especially in lower gears.<br /><br />Since it has a fuel pump and fuel injector I fear running gas out on it will end up torching the fuel system.<br /><br />The low fuel indicator comes on at half a gallon left and is very touchy with slopes.<br /><br />I think the idle is set too low from the factory and it likes to stall.<br /><br />The clutch feels like it does not fully engage ever.<br /><br /> <br /><br />Conclusion:<br /><br />If I could go back in time and pick a different bike as a dual sport I would petition Honda to make a 450L, none of the other offerings are in my price range or near as a complete package as a 250L. The WR is nicer off the floor but for the price the performance isn't a lot better (got to try a friends) The Suzuki was almost my choice but it had a bulkiness to it I didn't quite like and was too tall. Anything 650? No thanks. I would still walk off the showroom floor with the same 250L. Update: Stage 1 mods, very fun I can now accelerate in a headwind. Decided to go back to stock gearing since it is my commuter and the stage one gave it some balls. Saving up for a racetech or YSS rear Racetech front suspension rebuild. If the tax return is big enough this year maybe I can pay it off and 305 it as well. Man I don't think I could like this bike more except I got to try a road legal 2015 WR450L that well makes me kind of wander, then again even with all the mods the CRF250L still comes out $700 cheaper also the seat height on the WR would make me have to carry phone books in my riding pack.
  7. mebgardner

    KTM 690 Enduro R (2017)

    0 comments

    I've added over $4k of modifications to this cycle shortly after purchasing it. I'm intending this cycle to be a dual sport in purpose, and a USA BDR rider in particular. So, it will see freeway roads and speeds in excess of 75 MPH with hours of seat time slabbing it. It will also see sketchy two track and possible some single track, mud and for sure, some deep sand. So, *lots* of different conditions will be in view during the build, and as you consider the mods I make, please keep in mind my purpose for this cycle. Everything is a trade off, a compromise. Including cost. For instance, I did not / will not add a Rally tower or Rally type lighting. It's just too darned expensive for my purpose. But, I *am* big on protecting the cycle from hits and drops. So, I build out a layered approach to protection, with an eye on weight since I'll have to pick it up when I drop it. I'm also big on protecting *me* in these various environments. I can do something about the (my) body protection with various clothing armor pieces. I try to be seen, too. So, I'm big on lighting up the front, back and sides because drivers need to see me as best as I can make that happen. Sure, BDR riding does not need all that lighting. But, getting there and connecting the trail bits via roads *does* need it. So, it's on there. I referenced a lot of other folk's builds, picking out the pieces that I thought would be beneficial without adding too much weight, cost, or just too "blingy" for my taste. Kudos to Rocky Mountain ATV.com, and ADVPulse.com for their build descriptions. I also bought from KTM Twins.com, but I'm not very happy with that experience (returns take forever, and they dinged me for a lot of cash, for doing it). Probably not buying from them, if I can help it, anymore. Have a look...
  8. JDGravity

    KTM 350 EXC-F (2013)

    0 comments

    2016-11-02: I have done 4 rides in the past year after 26 years off dirt bikes and 20 years off any motor powered dirt toy. The first two rides on a highly modified Yamaha WR250R; one trail ride and the other a 2 days 800km mostly offroad adventure ride. The second two rides on a mildly modified KTM EXC-F 350; one mucky slippery trail ride and the other a 3 days 900km 50% offroad adventure ride. Thus I bought the 350; it comes to a new home tomorrow. I hope the maintenance will be not as much as it seems from the owners manual.
  9. jblob

    Yamaha WR250F (2004)

    0 comments

    Bought it in August 2018 with a fair amount of enduro parts already on it. Love the bike it is perfect for the tight woods up here
  10. Clutch250f

    Yamaha YZ250X (2016)

    0 comments

    So I've had a good year on the bike and it by far the best best I've owned! So much power and usability. I had to do some mods to even out the throttle by getting the G@ throttle with the cams, as I don't need the Supercross throttle twist in a trial that is tighter than my grip on my beer. This throttle is by far the most useful mod as it evened out the throttle so in tight sections you aren't going zero to the mood in a wrist twitch. Now I put the 8.4 ounce flywheel into her to get more low end and boy did that really make her a lugger. She came with the FMF Gnarly and the FMF Shorty pipe, I replaced the Shorty with a Q as I like "quiet" bike (I say that because it doesn't sound as quiet as my dad Husky TE300) and I need a Sparky. The oversized tank came with her and I swapped out the hand guards for my Cycra ones off my Husky. So my true overall feel for the bike, with these mods this bike has really woken up. I've taken her on a race and outside of me being an idiot and getting my shoulder dislocated just outside the pits. (Yes it's embarrassing) I love the bike. I ride it more than my others. I'd say if you can try one out, you won't go wrong.
  11. chiefmasterx

    Honda CRF250L (2013)

    0 comments

    Fun to ride. Reliable, low maintenance, non adjustable suspension, hard seat, good looking, good mpg, nice display, cruises ok at 70mph on freeway, seat is lower than mx style bikes, low feed back on front brake, takes effort to wheelie, bright lights, kind of heavy, fuel injection!, cheap to maintain.
  12. woodsroller

    Honda CRF230L (2009)

    0 comments

    Pros: Street legal and dirt capable. Fun bike that is easy to ride. Lugs along great and is easy to handle on and off-road. Low seat height for smaller riders. Dual disk brakes. Cons: Low ground clearance, under powered in stock form, short travel, and the suspension could be better.
  13. Adrenolin

    Yamaha WR250R (2015)

    0 comments

    My FIRST motorcycle at 46 years of age! Bought this 2015 Yamaha WR250R brand new from the dealer back in Oct 2015 with 4 miles on it. Most of my miles are street and highway but hit the dirt often and whenever I can. Simply love this bike! I'm currently setting it up for Adv Riding and it'll be seeing more of the USA and Canada this and following years. No trailers, no rear carriers.. just me, the bike and the miles we pass.
  14. Euro Enduro

    KTM 200 XC-W (2008)

    0 comments

    Great woods bike. What more can I say? Wide ratio transmission is awesome, always a gear for the terrain. Motor is strong, almost a 250 2t, but the bike is as light as a 125.
  15. Bryan Bosch

    KTM 690 Enduro R (2017)

    0 comments

    With approximately 450 miles of back-roads, jeep trails, and even some sandy, whooped out single track, what's the verdict on the 2017 KTM 690 Enduro R? Is the new bike honeymoon over? Did it live up to rather high expectations? I'll cut to the chase and say that I absolutely love this bike and have zero regrets on my purchase! Why? Keep reading and I'll do my best to explain. Currently the engine, suspension, and brakes are bone stock. Mods coming? Oh yes... There WILL be mods! Bryan Bosch taking a mid morning break from the sand whoops - Croom OHV Brooksville, FL That Motor! The 690 Enduro R power plant in many ways defines this machine. It makes BIG boost from bottom to top in a very linear fashion that always puts a smile on my face. On the street, whack the throttle wide-open and the front tire lofts as you row through the gears. You're not trying to wheelie, the bike just pulls that hard. If you're a wheelie guy, this bike makes it easy. From the factory, there is a sticker that warns you not to exceed 100 mph, but my guess is that it will pretty easily. My buddy has the 701 Husqvarna and we dragged on a flat, long, deserted dirt road. We decided to back 'er down in the mid 90s, but both bikes had more legs left. Off-road, the gearing is a little high for tight single track, but this bike really seems to be the most at home in more open, flowing terrain. In ski racing terms, it's more at home on the giant slalom course. Not that it's not nimble or capable of tighter terrain. The bike has tons of low-end and a 'butta smooth Magura Hydraulic Clutch, so I find myself in 3rd a lot, just rolling on the throttle. But, a surge of power is a clutch pull away. I'm more of a short-shifter, so this torquey motor suits my style. Where we ride, it's just about all sand and even in tighter, slower sections, the bike is hard to stall, even with lazy clutch skills. Is the motor buzzy or vibey? Sort of a tough question because that's personal perception. I will say, before I bought it, this was my biggest worry. I've had Carpel Tunnel surgery on my throttle hand with mild nerve damage in both wrists, and things like string trimmers cause my hands to tingle after 10-15 minutes of use. I even had some issues with my ultra-smooth Triumph Tiger 800XC in-line triple. Maybe it's certain resonance frequencies, but I'm not having any issues with the 690. So, very, very relieved. And, word on the street is that after a couple thousand miles, the motor smooths out a bit more. For back-road dualsporting on the stock DOT knobbies, vibes are pretty mild, but as the speed picks up, so do the vibes. If you want to pound freeway, I'd suggest different tires. The stockers are happiest below 55, maybe 60 mph @ 20-25 psi. Not a fan of highway slabbin', so I'm keeping these tires. Suspension I really have no complains here. It's never harsh or chattery and always feels planted. Keep in mind that in central Florida, you couldn't find a rock if your life depended upon it. Most of our trails are soft sand, but there are plenty of sections with exposed roots. On Memorial Day, we rode an area called Croom and despite the unrelenting, deep sand whoops, this bike surprised me. For its 326 ready-to-ride pounds, it tracked through the whoops straight and both ends stayed pretty poised. However, I'm not going to say that sand whoops is where the bike shines. Most purpose built off-road race bikes would be a better choice, but I wanted to see how she'd do and it was surprisingly well all things considered. But, I hate to ride sand whoops all day, so not high on my list of performance criteria. Still nice to know what the bike can do. Brakes The over-sized Galfer front wave rotor and dual piston Brembo caliper with ABS offers plenty of initial bite & power, enough to tax the grip of the Pirelli MT21 DOT front tire on dry pavement. When the pavement is wet, this is where the ABS rocks. Off-road, ABS is easily turned off by pushing and holding a single button on the gauge cluster. However, it sucks that every time you turn the bike off, it defaults to ABS on. The aftermarket has options to fix this, but I'd prefer my last setting to be remembered. I'm sure a KTM lawyer will disagree with me. At least there is a button vs. having to nav to sub menus to turn ABS off like my last bike. Handling When compared to a dirt bike, say the KTM 500EXC, the 2017 KTM 690 Enduro R is a big girl on paper. However, I think it rides a lot lighter than the numbers would suggest. With the rearward fuel tank mounted low and relatively central to the bike's mass, it's slim in the mid section like a 450 and remarkably light on its feet. Even in tighter terrain, weaving the bike through the trees is easy and overall, the bike feels pretty nimble. About the only time you feel the mass is when you get the bike crossed up in deep sand and mistakenly grab a handful of big bore. For me, the most fun is rippin' down a sandy trail, power sliding from corner-to-corner. This is very easy with all the power the 690 has on tap and the handing is very predictable. Around town and on back-roads, the bike is a sweet heart. It will do freeway speeds without issue, but without a windscreen, longer runs would be a chore IMHO. All Kittens and Rainbows? Hmmmmmmmmmm.... no. Where do I think KTM came up short with the 2017 KTM 690 Enduro R? Here's my list so far (not in any particular order): 1. How tall do they think most of us are? This bike is tall! I'm 5' 10" and it's still tall. With boots on, I'm still just slightly better than on my tip toes. Thank God for the strong steel kickstand for getting on the bike. At the lowest point of the seat, it's 37". 2. For almost 11k before taxes & registration, no fuel gauge? This is a premium dual sport KTM. You made the tach sweep up and back at start up like a race car, but no fuel gauge? Booo! But, at least there is a low fuel light, just before you run out. 3. KTM, you still can't make a comfortable seat? I know you love your sporty, sharp angles, but they create pressure points that don't feel good on the ass after a few hours. Can't you compromise a little aesthetics for comfort? For 11k, I shouldn't have to immediately order a functional dual sport seat. And even worse, the seat pan rubber bumpers? I have extras in my garage b/c they fall out if you look at them wrong. 4. Handlebars are too low for standing. I understand that we all come in different shapes & sizes, but I'm much closer to the average that otherwise. 5. No power port for my phone or navigation? I appreciate the power with key on Accessory 2 wires in the loom behind the headlight, but again, premium dual sport. For the money it should come with this. But then again, dummies like me pay what you ask, so... 6. The shifting action is good, but if you're not very deliberate, a missed shift is pretty easy. I happens to me a couple of times on every ride, mostly upshifting into higher gears. There is an aftermarket fix that I might install if it really bothers me. My Bottom-line My biggest regret is the two year detour riding a 500lb. ADV bike. The 2017 KTM 690 Enduro R has re-lit my fire for dirt biking. I'm once again excited for the next ride because this bike is just so much fun to ride. All of the gripes above are either completely livable or fixable in the aftermarket and none are show stoppers. I think that the 2017 KTM 690 Enduro is an amazing dual sport and for my needs, I absolutely made the right choice to sell my 2013 Triumph Tiger 800XC. I was a little worried that the 690 Enduro R might be a dirt bike with a license plate (had a plated KTM 450), but there is no question that it's a purpose built dualsport that is better on the road than a dirt bike and far better than a big ADV bike off-road. For me, I've found the middle ground that I was looking for. Fathers day is this Saturday and when my wife asked what I wanted, the answer was easy, "I'm going ridin' hon!" Got sand? We do and plenty. - Croom OHV Brooksville, FL Richloam General Store - Withlacoochee National Forest Exploring some sandy single track - Withlacoochee National Forest Lunch on the way home at a fav BBQ pit - Zephyrhills, FL
  16. CRF-Alex

    Flatland Radiator Guard

    After reading online that the radiator might be somewhat vulnerable to oncoming rocks, and also might have some concerns in an unlucky turnover, I looked for some type of protection. On one of the larger CRF parts sites, I saw the Flatland Radiator Guard, and the reviews sounded quite positive so I ordered one. It turned out to be quite simple to install, and it does appear to provide greatly enhanced protection. First step is to get her naked on the left side. Mine was already devoid of plastics as I was installing a few other gadgets at the same time: You can remove the plastic front cover in front of the radiator, so it looks like this: Now you can wrap the new protector around the radiator like so: Now I had a problem. You need to screw the bolts in on the left side (in this picture) of the guard. But to reach them, you need a long-handled T socket. The socket I had didn't fit through the side hole, so I had to improvise: The thin screwdriver fit through the hole, and it was wide enough to hold the M10 socket in place without twisting. The visegrip on the end of the screwdriver provided plenty of leverage. The hardest part was getting everything to line up without the socket falling to the ground, but it worked surprisingly well. Once the two inside bolts are on, you can replace the left fairing, and the last bolt holding that fairing on also holds the third tab from the radiator guard. I thought the guard fit quite well, seems very solidly made, and while I hope I won't ever have needed it, if that time comes to pass I'm hoping this can help my odds of getting back under my own power. Here's what it looks like from the front: All pictures are available in full resolution up in this gallery.
  17. Dirt_Biker250

    Flatland Racing Skid Plate

    17 reviews

    GENERAL INFORMATION Flatland skid plates are made of rugged 3/16" aluminum. They feature tig welded engine guards. Installation is an easy bolt on procedure with all mounting hardware included! It also offers a built in clean out slot and oil plug hole, along with a hole for oil screen removal, making these among the best in the business!
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