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Motorcycles 2020 GasGas TXT Racing 250 And 2020 GasGas TXT Racing 300 Review

15:22  09 october  2020
15:22  09 october  2020 Source:   dirtrider.com

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Trial TXT RACING TXT GP. Renowned for their minimal weight, usability, high-performance and ease of maintenance, for 2020 GASGAS Motorcycles underline their trial model range as the ultimate trial machines.

The GASGAS TXT GP 300 is known for its big power, excellent torque and class-leading performance, all of which is partly due to the specially developed 79mm piston. Together with a cylinder that has specifically designed intake and exhaust ports

There’s an old saying that goes, “Slow down to go faster.” That can apply to many facets of life, but in this case we are referring to motorcycles. Riding coaches in dirt bike racing disciplines, whether it be motocross or off-road, emphasize the importance of learning proper technique in order to stay safe on the bike, especially when pushing yourself and your motorcycle to the limit. That same principle applies to riding trials to improve your skills on a dirt bike. Learning to balance, keep your feet up, ride over obstacles, and executing proper timing on a trials bike can boost your riding ability on a dirt bike immensely.

Will GasGas Take Trials To New Heights?

  Will GasGas Take Trials To New Heights? Will GasGas Take Trials To New Heights?The province of a handful of fairly boutique European manufacturers who build bikes in very limited numbers, it’s a sport that seems forever destined to reside on the fringes of motorsports in general along with other equally entertaining variations like hill climbing, speedway, and ice racing. In the 1970s, as the four major Japanese manufacturers ascended to record heights in number of units sold, each introduced specific trials machines in an effort to corral that market segment and thus boost overall sales.

TXT RACING 250 2021. The roots of the brand. Follow us. GASGAS Copyright 2020 , all rights reserved. Back to top.

Our TXT RACING 300 is a trial workhorse that delivers a plentiful supply of strong, clean and The lightest transmission in any trial bike on the market and another patented GASGAS part! Ensuring all TXT RACING bikes are technologically advanced, they reduce weight and allow for super compact

a man riding a bicycle on the side of a mountain: Riding the 2020 GasGas TXT Racing 300 trials bike. © Jeff Allen Riding the 2020 GasGas TXT Racing 300 trials bike.

Related: How Much Power Does A Trials Bike Make?

a man riding a bicycle on the side of a mountain: Riding the 2020 GasGas TXT Racing 300 trials bike. © Provided by Dirt Rider Riding the 2020 GasGas TXT Racing 300 trials bike.

The proof is in the pudding. Take Taddy Blazusiak, Graham Jarvis, Colton Haaker, and Cody Webb, for example. The four riders all come from strong trials backgrounds and dominate the world of EnduroCross, SuperEnduro, and hard enduro. Whether you’re a hardcore motocrosser, cross-country specialist, enduro rider, or longtime desert racer, trials can help your bike control immensely, including everything from footpeg pressure, throttle control, modulating the clutch, and much more.

a motorcycle parked on the side of a dirt field: GasGas offers four different displacement trials bikes in its TXT Racing lineup—125cc, 250cc, 280cc, and 300cc. We tested the 250 (pictured) and 300 models. © Provided by Dirt Rider GasGas offers four different displacement trials bikes in its TXT Racing lineup—125cc, 250cc, 280cc, and 300cc. We tested the 250 (pictured) and 300 models.

For those who aren’t aware, GasGas was purchased by KTM in September 2019. Since then, the brand has expanded its marketing efforts significantly, including loaning its TXT Racing trials motorcycles to motorcycle media outlets to get a taste of not only the bikes, but the sport of motorcycle trials itself. We recently tested the TXT Racing 250 and TXT Racing 300, the latter of which is the highest-displacement trials motorcycle GasGas offers, and wanted to provide some feedback on how they perform and what it’s like to ride trials in general.

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Опубликовано: 25 мар. 2020 г. First tests on the trial bike Gasgas TXT 300 Pro. Trial GasGas 2017 NEW FACTORY !! 300 RACING GAS GAS review - Продолжительность: 2:03 trialteambrzesko 61 838 Gas Gas 250 TXT Racing - Продолжительность: 0:46 Kansas Enduro Rider 320 просмотров.

2020 GAS GAS Motorcycle Reviews , Prices and Specs. Gas Gas is a Spanish motorcycle manufacturer that began producing high quality trials bikes in 1985. Gas Gas has since expanded its lineup with enduro and motocross motorcycles, as well as ATVs.

2020 GasGas TXT Racing 250 And 2020 GasGas TXT Racing 300 Engine

a bicycle is parked next to a motorcycle: Have you ever wondered how much power a trials bike makes? We had heard numbers that were all over the map—educated guesses at best. We put the TXT Racing 300 (pictured) on our in-house dyno and were surprised at both the figures and the torque curve. © Provided by Dirt Rider Have you ever wondered how much power a trials bike makes? We had heard numbers that were all over the map—educated guesses at best. We put the TXT Racing 300 (pictured) on our in-house dyno and were surprised at both the figures and the torque curve.

The first thing we did after taking delivery of the GasGas trials bikes was put them on the Dirt Rider dyno. We’d never seen horsepower or torque figures for a trials bike and had only heard estimates that were all over the map, so our curiosity was piqued. The TXT Racing 300 cranked out 16.1 hp at 9,200 rpm and 13.7 pound-feet of torque at 4,200 rpm. We had a technical issue when dynoing the TXT Racing 250, but one of our initial runs had it at approximately 14 hp at peak. While those numbers may not have blown the roof off, trials isn’t a discipline that is nearly as dependent on peak horsepower and torque as many other motorcycle competition disciplines are. Both GasGas trials bikes tested here have more than enough power for trials riders far and wide.

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GAS GAS , Trial. TXT Racing 300 , 2020 . Are driving 0 · Subscribed 0 · Discussions 0. write to feed.

Standing construct gasgas factory racing ’s speedy dutchman claims 8-5 results at mxgp of emilia romagna to successfully complete first of three 2020 italian mxgp triple-headers.

With tons of torque, especially at low rpm, the two TXT Racing models offer immediate power at a split-second notice. While the TXT Racing 250 is smoother off the bottom and has less of a hit, the TXT Racing 300′s super-torquey power delivery is extremely responsive and can be a handful if you’re not careful. For these reasons, I found myself using very little throttle to ride up advanced and expert-level obstacles on the larger-displacement model. Using less throttle also helped maintain traction.

If you’ve watched a pro trials rider in action, you likely witnessed them rev the bike to the moon and dump the clutch to splatter up a large obstacle. Both of these GasGas machines are more than capable of tackling such pro-level obstacles in stock trim, especially the TXT Racing 300. Most pro trials riders choose the highest-displacement model available from their respective manufacturer of choice—usually a 300—and don’t have to do any engine modifications other than maybe jetting the carburetor to get the bike tuned to their liking. That’s a testament to how powerful and capable trials bikes are in stock trim.

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GASGAS Motorcycles are proud to officially welcome Taddy Blazusiak as their lead enduro rider with the Polish extreme and indoor legend embarking on a new chapter of his career aboard GASGAS EC 300 and EC 350F machinery. Gasgas txt racing trial range 2020 available now.

EX 450F 2021 TXT Racing 250 2021 TXT Racing 280 2021 TXT Racing 300 2021 Owner Manuals Service & Safety Check. Putting a frustrating second round of the FIM TrialGP World Championship behind him, GASGAS Factory Racing ’s Jorge Casales has delivered his best result of

a man flying through the air while riding a motorcycle down a dirt road: The TXT Racing 250 has a bit less overall power and torque than the TXT Racing 300, which is beneficial for the majority of riders because it is easier to manage and less likely to get you into trouble. © Provided by Dirt Rider The TXT Racing 250 has a bit less overall power and torque than the TXT Racing 300, which is beneficial for the majority of riders because it is easier to manage and less likely to get you into trouble.

As far as jetting, we tested the bikes from sea level up to 3,000 feet elevation and they ran well right out of the box. The throttle response could be a little crisper with some tuning, but that’s not very necessary due to how much power the engines make and how snappy they are. Both bikes are spec’d with a Keihin PWK 28mm carburetor, which in my experience is the best carburetor you can run on a trials bike in terms of tuning the bike to run as crisp and clean as possible. It can be a bit finicky when it comes to tuning, but quick adjustments can easily be made via the air screw with a flat-blade screwdriver. Generally, the only time you will likely need to rejet it is if you ride above 5,000 feet.

There is a map switch mounted on the right side of the frame near the steering head of the TXT Racing machines that features two options—a sun symbol called “Performance” and a rain symbol called “Soft.” While we would like to tell you what the differences are between the two maps, we cannot because there are none. Map switches not making a difference on trials bikes isn’t uncommon. On the trials team I rode for in the past, our bikes came with a map switch on the handlebar and one of the first things we did after uncrating the bikes was remove the map switch because they didn’t make a difference and were just another item to become damaged in the event of a crash.

2020 Thunder Valley National Motocross 250 Class Race Report

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a man flying through the air while riding a bike down a dirt road: The Braktec hydraulic clutch works flawlessly. It has a nearly effortless pull and is easy to modulate. © Provided by Dirt Rider The Braktec hydraulic clutch works flawlessly. It has a nearly effortless pull and is easy to modulate.

GasGas uses a Braktec hydraulic clutch system on its trials bikes and the lever pull is nearly effortless. Having a light clutch pull and a smooth, predictable engagement is essential for a trials bike due to the fact that you are constantly modulating it while riding. GasGas nailed it with their current clutch setup. The engines shift well through their six-speed transmissions, but it takes quite an upward motion with your foot when upshifting.

First gear is noticeably tall and therefore can be used for the majority of the time you ride sections with the exception of those with long, steep hill climbs. Using second and even sometimes third gear in sections can be beneficial because they are less prone to spin the rear tire, which makes them preferable to use when riding in slick terrain and you’re searching for every bit of traction you can find.

a motorcycle parked on the side of a dirt field: GasGas offers four different displacement trials bikes in its TXT Racing lineup—125cc, 250cc, 280cc, and 300cc. We tested the 250 (pictured) and 300 models. © Jeff Allen GasGas offers four different displacement trials bikes in its TXT Racing lineup—125cc, 250cc, 280cc, and 300cc. We tested the 250 (pictured) and 300 models.

The gap from fourth to fifth gear is a big one. Fifth and sixth gear on these machines act as overdrive gears, which you’d use only when riding the loop to get from section to section, or to another riding area if you’re practicing. With that, and both bikes' plethora of power, the use of fourth gear in sections is possible, which comes in handy on hazards with long, steep hill climbs.

2020 Fox Raceway National Motocross 250 Class Race Report

  2020 Fox Raceway National Motocross 250 Class Race Report Jett Lawrence wins first moto and overall; Ferrandis secures championship.“It was good to race in California close to home,” Ferrandis said. “Unfortunately, the track was really tough to ride. I felt strong in moto 1 and got [second place] to put myself in a safe position for the championship. In the second moto, I had a small tip-over and was ninth. I came back then rode easy at the end to enjoy those last laps in my 250 career. Winning this US motocross championship is another dream goal accomplished. I really put a lot of work to get it, and it was not easy at all.

2020 GasGas TXT Racing 250 And 2020 GasGas TXT Racing 300 Suspension

a man flying through the air while riding a bike down a dirt road: The TXT Racing machines are spec’d with a Tech 39mm conventional fork and Öhlins shock, both of which are stiff by trials standards in stock trim. They become softer as they break in and can be improved with adjustments, but are still on the firm side overall. © Provided by Dirt Rider The TXT Racing machines are spec’d with a Tech 39mm conventional fork and Öhlins shock, both of which are stiff by trials standards in stock trim. They become softer as they break in and can be improved with adjustments, but are still on the firm side overall.

Equipped with a Tech 39mm conventional fork and an Öhlins shock, the TXT Racing 250 and TXT Racing 300, by motorcycle trials standards, have a fairly stiff suspension setup out of the box. According to GasGas, the standard rider weight for the bikes in stock trim is from 165–187 pounds. Even at the upper end of that spectrum, the vast majority of riders will benefit from making some adjustments to the suspension to make the components softer. It’s important to note that they definitely need some time to break in, usually between five to 10 hours.

It is important to keep in mind when dialing in suspension on a trials bike that you are not setting it up for huge obstacles or tall drop-offs. You are making adjustments to allow the bike to stay planted when you ride up a rock or log and not rebound off of it and bounce all over the place, and be supple enough to absorb the small to medium-sized obstacles you’ll be riding over. Also, as your skills progress, to be able to hop the bike as easily as possible. When you are occasionally faced with a big impact such as a drop-off, do your best to absorb it with your body, namely your legs. Having your suspension set up on the softer side will pay dividends in all other areas of trials riding.

a bicycle is parked next to a motorcycle: Have you ever wondered how much power a trials bike makes? We had heard numbers that were all over the map—educated guesses at best. We put the TXT Racing 300 (pictured) on our in-house dyno and were surprised at both the figures and the torque curve. © Jeff Allen Have you ever wondered how much power a trials bike makes? We had heard numbers that were all over the map—educated guesses at best. We put the TXT Racing 300 (pictured) on our in-house dyno and were surprised at both the figures and the torque curve.

Beginning with the fork, I would recommend going out on the preload and rebound clickers located on the top of the left and right fork tubes, respectively. I went all the way out on preload (5-1/4 turns out from stock) and rebound (nine clicks out from stock), and although the fork was still on the stiff side and difficult to hop, it was much better and softer than the motocross bike-like standard setting. If the fork begins to feel too soft as it breaks in, you can always go back in on the adjusters and even return to the stock setting to make a dramatic change and see if it feels better.

2020 Glen Helen 6 EnduroCross Race Report

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Moving onto the shock, we have never seen or heard of a specified sag setting for a trials bike, but with GasGas being purchased by KTM, the bike’s owner’s manuals are much more thorough than ever before and are very helpful. The TXT Racing 250 and TXT Racing 300 both come with a 70 Nm shock spring and GasGas recommends the suspension sag to be set at 70–75mm. Set the shock to GasGas' recommended sag amount to begin, but don’t be afraid to experiment with different settings. We found that taking too much preload out made the rear feel stiff because the shock rode lower in the stiffer part of the travel, so keeping enough preload on the shock is important to keeping it riding in the higher, softer part of the stroke.

If you still feel like the shock is too stiff or you fall outside of GasGas' recommended weight range of 154 to 187 pounds for the stock spring, you can purchase lighter or heavier spring rates from Öhlins. Details regarding the different springs are included in GasGas' well-written owner’s manual for the bikes. We also went all the way out on the shock rebound (two turns out from the stock setting) to get the shock to feel softer and more lively.

2020 GasGas TXT Racing 250 And 2020 GasGas TXT Racing 300 Chassis/Handling

a man flying through the air while riding a bike down a dirt road: The TXT Racing 250 and TXT Racing 300 are extremely light and maneuverable thanks to their proven chassis and 159-pound wet weight. Their agility is further increased by the engines’ snappy power character and strong bottom-end. © Provided by Dirt Rider The TXT Racing 250 and TXT Racing 300 are extremely light and maneuverable thanks to their proven chassis and 159-pound wet weight. Their agility is further increased by the engines’ snappy power character and strong bottom-end.

Trials bikes are light to begin with and the GasGas models have been known to be one of the lightest in the segment for quite some time now. With fuel tanks full, the TXT Racing 250 and TXT Racing 300 both weighed in at 159 pounds on our automotive scales. That light weight combined with GasGas' long-standing but proven frame design make the bikes incredibly agile and maneuverable. They react very quickly to rider input and footpeg pressure—so much so that if you’re used to riding a heavier bike, even if it’s a trials bike, you may find yourself going past the mark you aimed for in terms of putting the bike where you want it.

The less rider effort that is required to maneuver a trials bike helps you save energy, especially during a long day of practice or competition where you’re faced with 30 or more sections. When you maintain proper technique and timing, the GasGas models reward you by feeling almost effortless to ride. The engine’s power and responsiveness only increase the bike’s remarkably nimble handling characteristics.

a man flying through the air while riding a motorcycle down a dirt road: The TXT Racing 250 has a bit less overall power and torque than the TXT Racing 300, which is beneficial for the majority of riders because it is easier to manage and less likely to get you into trouble. © Jeff Allen The TXT Racing 250 has a bit less overall power and torque than the TXT Racing 300, which is beneficial for the majority of riders because it is easier to manage and less likely to get you into trouble.

Braktec brakes are used front and rear on the TXT Racing machines, and they work excellently and offer everything a trials bike’s brakes should. They have more than enough stopping power to easily do a nose wheelie, bring the front end down when getting vertical, and are easy to modulate to simply slow down.

a man flying through the air while riding a bike down a dirt road: The Braktec hydraulic clutch works flawlessly. It has a nearly effortless pull and is easy to modulate. © Jeff Allen The Braktec hydraulic clutch works flawlessly. It has a nearly effortless pull and is easy to modulate.

The TXT Racing models come standard with Michelin Trial Competition X11 tires, which have a soft compound that is comparable to a gummy tire used by EnduroCross racers. Tire pressure for trials bikes is significantly lower than motocross or off-road. GasGas recommends 6.1 psi for the front and 4.4 psi for the rear. Some riders opt for as high as 10.0 psi in the front because they don’t like the front tire to flex or fold when turning, but that all comes down to personal preference. I typically run 5.0 psi front and rear, but will sometimes drop the rear to as low as 3.0 psi in slick conditions. I wouldn’t recommend going any lower than that as you could run the risk of popping the tire off the bead as the rear is tubeless. The lowest I would recommend running the front would be 4.0 psi.

The only items I would want to change on these bikes would be the footpegs and grips. The stock footpegs are a bit small and become stuck when they get pushed up when hitting obstacles, so I would opt for a set of Hard Rock pegs from S3, which have a much larger platform and offer better grip. Also, the stock grips are a bit firm and have an odd pattern on them, so I would toss them aside in favor of a pair of Renthal trials grips, which are excellent. Finally, I would add a pair of bar ends because they not only save the ends of the grips, but also help prevent the throttle from getting stuck wide open if it hits the ground during a tip-over or crash.

2020 GasGas TXT Racing 250 And 2020 GasGas TXT Racing 300 Overall Impression

a man flying through the air while riding a motorcycle down a dirt road: Riding trials is an excellent form of cross-training for motocross, off-road, enduro, dual sport riding, and any other form of motorcycling. We highly recommend giving it a shot if you haven’t done so already, and if you’re in the market for a bike, the GasGas machines are definitely ones to consider and are on the showroom floors in select KTM dealers now. © Provided by Dirt Rider Riding trials is an excellent form of cross-training for motocross, off-road, enduro, dual sport riding, and any other form of motorcycling. We highly recommend giving it a shot if you haven’t done so already, and if you’re in the market for a bike, the GasGas machines are definitely ones to consider and are on the showroom floors in select KTM dealers now.

The GasGas TXT Racing 250 and TXT Racing 300 are awesome trials motorcycles. A powerful, snappy engine character and a light, quick-handling chassis are a recipe for success in the trials game, and GasGas has it figured out. The suspension is on the stiff side, but definitely gets better as it becomes broken in and can be improved with adjustments. The ergonomics of the bikes are comfortable, which is a very important aspect for a trials bike, especially when you consider most trials events last around six hours, so you’ll be spending a lot of time on the pegs and you want the bike to feel comfortable underneath you. Whether you’re riding your trials bike in a competition or not, you may spend that much or more time on the bike anyway because trials is a lot of fun, great exercise, and an excellent way to cross-train for motocross, off-road, and any other form of two-wheeled motorsport.

a man flying through the air while riding a bike down a dirt road: The TXT Racing machines are spec’d with a Tech 39mm conventional fork and Öhlins shock, both of which are stiff by trials standards in stock trim. They become softer as they break in and can be improved with adjustments, but are still on the firm side overall. © Jeff Allen The TXT Racing machines are spec’d with a Tech 39mm conventional fork and Öhlins shock, both of which are stiff by trials standards in stock trim. They become softer as they break in and can be improved with adjustments, but are still on the firm side overall.

2020 GasGas TXT Racing 250 Tech Spec

a man flying through the air while riding a bike down a dirt road: The TXT Racing 250 and TXT Racing 300 are extremely light and maneuverable thanks to their proven chassis and 159-pound wet weight. Their agility is further increased by the engines’ snappy power character and strong bottom-end. © Jeff Allen The TXT Racing 250 and TXT Racing 300 are extremely light and maneuverable thanks to their proven chassis and 159-pound wet weight. Their agility is further increased by the engines’ snappy power character and strong bottom-end.

PRICE $7,599
ENGINE 248cc, liquid-cooled, single-cylinder two-stroke
TRANSMISSION/FINAL DRIVE 6-speed/chain
FRAME Steel tubular
FRONT SUSPENSION Tech 39mm conventional fork adjustable for spring preload and rebound damping; 6.6-in. travel
REAR SUSPENSION Öhlins shock adjustable for spring preload and rebound damping; 6.9-in. travel
FRONT BRAKE Braktec 4-piston caliper, 185mm disc
REAR BRAKE Braktec 2-piston caliper, 150mm disc
WHEELBASE 52.0 in.
SEAT HEIGHT 24.8 in.
FUEL CAPACITY 0.6 gal.
MEASURED WEIGHT 159 lb. wet
AVAILABLE Now
CONTACT gasgas.com

2020 GasGas TXT Racing 300 Tech Spec

PRICE $7,899
ENGINE 294cc, liquid-cooled, single-cylinder two-stroke
TRANSMISSION/FINAL DRIVE 6-speed/chain
MEASURED HORSEPOWER 16.1 hp @ 9,200 rpm
MEASURED TORQUE 13.7 lb.-ft. @ 4,200 rpm
FRAME Steel tubular
FRONT SUSPENSION Tech 39mm conventional fork adjustable for spring preload and rebound damping; 6.6-in. travel
REAR SUSPENSION Öhlins shock adjustable for spring preload and rebound damping; 6.9-in. travel
FRONT BRAKE Braktec 4-piston caliper, 185mm disc
REAR BRAKE Braktec 2-piston caliper, 150mm disc
WHEELBASE 52.0 in.
SEAT HEIGHT 24.8 in.
FUEL CAPACITY 0.6 gal.
MEASURED WEIGHT 159 lb. wet
AVAILABLE Now
CONTACT gasgas.com
a man flying through the air while riding a motorcycle down a dirt road: Riding trials is an excellent form of cross-training for motocross, off-road, enduro, dual sport riding, and any other form of motorcycling. We highly recommend giving it a shot if you haven’t done so already, and if you’re in the market for a bike, the GasGas machines are definitely ones to consider and are on the showroom floors in select KTM dealers now. © Jeff Allen Riding trials is an excellent form of cross-training for motocross, off-road, enduro, dual sport riding, and any other form of motorcycling. We highly recommend giving it a shot if you haven’t done so already, and if you’re in the market for a bike, the GasGas machines are definitely ones to consider and are on the showroom floors in select KTM dealers now.

Gearbox #1

Helmet: Alpinestars Supertech M10

Jersey: Alpinestars Racer Tech

Gloves: Alpinestars Dune

Pants: Alpinestars Racer Tech

Boots: Alpinestars Tech-T

Gearbox #2

Helmet: Shoei VFX-EVO

Jersey: Answer Racing Trinity

Gloves: Answer Racing AR3

Pants: Answer Racing Trinity

Boots: Alpinestars Tech-T

2020 Glen Helen 6 EnduroCross Race Report .
Trystan Hart claims second win while Colton Haaker clinches title.“I was pushing as hard as I felt like I needed to on an oversaturated track,” Haaker explained. “It was really wet in the first moto, so I took it easy and let the race come to me and finished third. I ultimately finished third in each moto, but each race I got more comfortable with being in the position I was in. You just had to be smart out there. This year was really tough for me. I had a bulged disc in my back at round 2 and since then I’ve been fighting it really hard, but I’m happy to come away with my fourth title.

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