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Review: Yamaha 2020

In-depth look at the 2020 Yamaha range.

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Get the 2020 Alpinestars range on 24MX!

The Yamaha YZ450F has played its part in the success of some of the greatest riders in the history of motocross, most notably ten-time world champion Stefan Everts, 2008 MX1 champion David Philippaerts and 2015 MXGP champion Romain Febvre. The 2020 YZ450F has been subject to some important changes and refinements to the chassis and engine. I [Rob Holyoake] had the chance to ride the new YZ450F at the Teutschenthal circuit in Germany, a staple on the MXGP calendar and host to the Motocross of Nations in 2013.

Teutschenthal is known to be a challenging track Axle deep ruts from post-to-post, rough and rutted inclines and descents that test the skills of the world’s best are littered across the valley. I have experienced the track like this before but, luckily for all of us testing the 2020 YZ450F, it was a lot more forgiving. It provided a good range of soft, hard, rutted, smooth and rough sections that made it perfect to get an all-round feeling for the bike.

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Yamaha Racing

On Track

The first thing that came to mind when I sat on the YZ450F was how slim it felt. The bars were a little tall for my liking but as soon as I got on track I didn’t notice the handlebars being overly tall and they made standing up feel quite comfortable. Along with the redesigned top clamp and handlebar mounts they gave a nice amount of flex and deadened impacts extremely well, because of this I didn’t get the slightest trace of arm pump all day.

Whilst riding the cockpit felt a happy medium, I didn’t feel as if there were any quirks to it and I felt comfortable quickly. I especially liked how easy it was to move around on this bike and the contact areas for your legs and knees were in the perfect position whilst standing. This gave me great confidence in knowing what the bike was doing at all times.

For a 450 the bike felt quite nimble whilst turning. I felt as if the front end would go where I directed it. The importance of the mass centralisation becomes clear and is a big factor in the bikes handling… It’s even more evident when the bike is in the air. Considering the reciprocating mass and inertia that a 450 engine produces, I could hardly feel the effects of these forces whilst moving the bike around airborne.

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Yamaha Racing

Something that felt strange for me was the foot-peg position. With the aluminium frame, they bolt foot-peg mounts to the frame instead of them being welded to the actual frame. I found on occasion I would be standing more on the foot peg mount than the actual foot peg in order to keep my ankles tight to the bike. Under hard braking the larger pistons of the front brake really became noticeable. The lever had a really positive engagement and great feel that inspired me with confidence to squeeze harder.

The engine braking was not massively noticeable, which I think helped the balance of the chassis on the transition from power to brakes. The rear brake stabilised the bike nicely as well, and I didn’t feel any signs of fade or overheating as I tend to be an abuser of it. If I could change one thing it would be to lengthen the rear-brake pedal ten millimetres, because it felt a little too close to the foot peg for my preference.

Another thing that helped the bike under braking was the front forks. They held nicely in the top of the stroke and contributed to balancing out the chassis. They took the impact of the bigger jumps extremely well and I had no bone-jarring impacts even when I decided to go a bit long off the many wall jumps. On the rougher corner entries, they felt a little disconnected from the ground as the front wheel glanced across several bumps in series.

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Yamaha Racing

It was a simple fix for me. Speeding up the rebound helped the front wheel keep up with the terrain. Also, with changing the fork height from ten millimetres to twelve millimetres I felt the bike was more predictable at turn in. In stock form I think these forks are the leader by a long way and with little changes for personal preference they can rival some very expensive equipment.

Moving to the rear of the bike, the shock felt a little unsettled for me and danced about over some of the squarer-edged bumps at high speed. I am not the heaviest of people so there’s little chance of something feeling perfect for me in stock form. I opened up the high-speed compression half a turn to try and get it to absorb the square edges. This tamed the rear-end of the bike down. On the big stuff it soaked up the landings well. One thing I really liked about the shock was its feeling at slower speed, as it tracked the ground incredibly well and complimented the engine characteristics.

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Yamaha Racing

I was very impressed not only with the power of the engine but also its usability. The amount of torque meant that I didn’t have to touch the clutch lever at all, even in the tightest of sections. The low-down grunt really allowed the bike to track on the exit of the slicker turns. I tried to get the bike to spin by being aggressive with the throttle but no big shakes and it would still find traction. I could let the engine run through the power curve and really take advantage of how linear it felt in the tighter sections.

The even range of power minimised gear changes too, which allowed me to focus more on my line choice and technique. On the faster sections, for example the pit lane straight, the YZ450F started to stretch its legs. On the transition from the mid-range to top end there was a massive surge of power, which left me with a childish grin on my face. Strong would be my description. However, at no point did the bike start to feel like wild or untamed.

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Yamaha Racing

Along with the strong engine package the YZ450F comes with a map switch and this was my favourite feature. I had two different maps loaded to the bike and I was able to switch them whilst riding. Being able to change the characteristics of the power delivery as track conditions change, or even as you start to get tired, is a game changer in my opinion. For example, in my one session it started raining and conditions got a little slippery. I switched from my preferred map, which was aggressive, to the smooth map, and the bike instantly became more manageable. Maps can be changed and created using the power-tuner app

Overall, I think the bike in stock form is very usable considering the power you have at hand. The predictable and stable handling from stock is impressive. Centralised mass is one of Yamaha’s main priorities and its noticeable, as I felt comfortable with the chassis and its handling traits fairly quickly. The new front-brake design is a great improvement for me and one of the things I liked most about this bike. For a bike with so much technology, it is very user-friendly and with a few changes for personal preference I’m certain every rider would find a set-up they will feel very comfortable with.

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Yamaha Racing

GYTR kit YZ450F

Sat gleaming in the German sunshine was another YZ450F, this one fully kitted out with parts from GYTR. This included a ported head, camshafts, high-compression piston, Akrapovic titanium exhaust, billet-clutch assembly, billet clutch and ignition cover, glide plate, radiator braces, brake and clutch levers, brake hoses and a high seat. It’s a long list of parts so I shall just cover what I thought made a difference.

The biggest difference I found between the stock and the GYTR bike was the extra torque from the bottom-end. I could make the bike pull a higher gear. The traction was immense and that made it deceivingly faster, because of how smooth it felt. Handling benefitted as well because it was revving less and this made the chassis relax, plus it helped the shock work properly and under less load.

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Yamaha Racing

Something that struck me as a bit unnecessary at first was the high sear. However, when I jumped on the bike it was instantly noticeable. It made the handlebar height more comfortable for me and also made the transition from standing to sitting much easier, meaning I could feel much more fluid in my movement over the more demanding sections of the circuit. It’s no doubt that the GYTR parts make this bike feel more refined and for the serious racer it is a definite advantage over stock.

YZ250F

The ergonomics of the YZ250F feel no different to the 450, which I think is a great thing. On the track is where I could feel the difference in handling. I felt as though I could turn it on a dime with pinpoint accuracy. Even when I started to push the limits the bike’s ability to turn was incredible… Confidence-inspiring is the best way to describe it.

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Yamaha Racing

To compliment the fast-turning characteristic of this bike, the engine had to be kept in the sweet spot of the revs. The mid-range is where I felt the meat of the power was placed on this bike. The top-end power was strong as well but in general I think the engine was quite tame, which in a sense is a good thing. I felt the bike gave me the confidence to really push the limits. Something that bugged me a couple of times was my left boot getting caught in the exhaust heat shield. Most of the time it just got snagged and was no major problem, but there was one time where my boot got wedged between the heat shield and the exhaust to the point where I had to slow down to unhook it.

GYTR kit YZ250F

The difference between the YZ250F in stock trim and with the GYTR parts was massive, it gave the bike more power in every area. The combination of the heavier flywheel and the cylinder head gave the bike serious bottom-end grunt, then a massive gain on the top-end and over-rev. I found the bike could be left longer in one gear, which for the serious racer is a split-second advantage. In some sections this allowed me to run a gear higher and helped me to keep a higher rolling speed throughout tighter corners. The bike with this spec has a nice balance between power and usability.

Words: Rob Holyoake | Lead Image: Yamaha Racing

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RENEN Slope/Reset MX gear review

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RENEN was created in the early days of January 2021, not a long time ago in terms of a gear manufacturing company. But, with a guy like Pete Fox at the helm, it was always destined for big things.

The name RENEN originates from the German word “RENNEN” which means “race”. Pete liked the sound of that, decided to drop an “N” for aesthetics and there you have it. RENEN was born. Each piece of gear is carefully manufactured just outside Indianapolis, Indiana. This allows every piece of clothing to be overseen, right the way through the manufacturing process. Something they are very proud of.
All of their ranges are fully customisable with name and number on the back, as well as having the number on the shoulder too. The guys at RENEN were kind enough to put my name and number on the back as well as my number on the shoulders. For the custom name and numbers, it will cost you an additional $65 for all 3, but personally, I think it is worth every penny. This isn’t some shoddy shirt printing. They are sublimated into the material so there is no chance of it discolouring or it peeling off.
RENEN isn’t your typical gear company. They do not release a whole gear line every year, they do limited releases which are made to order. This allows them to release new colour ways whenever they see fit.

The first thing you notice when your gear is delivered is the presentation. It doesn’t turn up in a clear plastic bag, it arrives in a cardboard box with the RENEN logo printed on it. Inside the box, you have your invoice/receipt which again is in a custom RENEN envelope. Diving deeper into the box, the gloves come in a material bag, similar to that of a goggle bag. The jersey comes in a RENEN ziplock bag and pants wrapped in dark tissue paper with a RENEN sticker holding it together. It really is the little things that make the biggest difference. Just going that extra mile, makes receiving your gear a nice experience.
The gloves I received were the RENEN GC-2 strapless gloves, which I am a big fan of. The only downside I have found with strapless gloves is that the seam can tear around the strap band after a while, so it will be interesting to see what the durability is like on the gloves. So far though, they are incredibly comfortable. You can’t feel any of the seams and they sit tight to your palm, so no danger of them moving around whilst riding and causing blisters.
On to the pants. In terms of touch the material doesn’t feel overly spectacular. It feels durable but not necessarily high-performance. However, as soon as I started riding the jeans felt light and not restricting in the slightest. The full stretch rear panel takes up any slack around the back of the pants so that they have an even fit all around the waistband. They use a traditional zip and buckle system like most motocross pants and both seem very durable and strong.
On the inside of the pants, RENEN has its own sweat-wicking DRYCYLE lining, which helps keep the moisture down and doesn’t rub and irritate your skin whilst riding. Overall, the pants are very comfortable and have a good tapered fit down the leg. They seem durable and also wash very well. Another point to add is that you do have the option of adding a butt patch. Something that you are not going to get with most gear brands.

Again, using their DRYCYCLE fabrics, the jersey is well-ventilated and a comfortable fit. The jerseys are available in both standard fabric and ventilated mesh. Being from England I opted for the standard fabric which still offered plenty of ventilation. Fully sublimated graphics, names, and numbers really make you feel like a factory rider. It doesn’t get much tricker than a sublimated jersey.
During the off-season heading into 2024. RENEN signed the Triumph America team, with Jalek Swoll, Evan Ferry, and Joey Savatgy. But possibly their biggest rider to date, they signed MXGP podium regular Jeremy Seewer. With all eyes on the new manufacturer in AMA Supercross, and Seewer at the front of MXGP, I fully expect to see RENEN a lot more throughout the paddock at more local and amateur races.
Another thing worth noting is that RENEN offers odd sizes in their gear. So if you’re floating between a 32” and 34”, no need for a diet you can order your jeans in a 33” waist. They are the only gear manufacturer that offers this and is a unique selling point for the brand.


Overall, the gear ticks all the boxes that you would expect. As well as ticking a few extras such as nice packaging, sublimation, and odd sizes. RENEN is certainly raising the bar for all other gear companies to follow.

Tested and written by Brad Wheeler

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Features

Tested: 5 modifications I like to make to my YZ450F before going racing

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MX Vice’s Tester, Brad Wheeler, Shares His Thoughts

Since picking up my YZ450F back in November I have been waiting under bated breath for the chance to race it. Practicing is all well and good, but nothing gets the blood pumping more than lining up at the start with 39 other racers.


Words: Brad Wheeler | Lead Image: Supplied


The lack of racing got me thinking, what are some of the things that I would like to do to the bike before I go to my first race on the BluCru. I have logged around 10-15 hours on the bike now and feel I have established a solid base setting and something I can build on moving forward. With that being said here are 5 modifications I will be making before my first race, which is looking like early March time.

I wasn’t going to do these in any particular order but I think it will be more beneficial for you all if I go from most important to least important, in my opinion.  

1) A genuine Yamaha holeshot device:

More often than not if you look down the starting line at any level of racing you will see bikes with a holeshot device. The point of the device is to preload the front fork. This does several things. It makes the bike lower to the ground, meaning you have a lower centre of mass and more control getting off the line. Secondly, it allows you to get more weight over the front of the bike, meaning you can hit the power harder and not have to worry as much about going into a wheelie. Finally, it also increases balance. Being lower to the ground you can touch the floor more comfortably. 

I have used several different brands in my time, from cheaper to more expensive and I have found that if the OEM makes their own, that is the way to go. In this instance, the Yamaha one is easy to install and simple to use. The clamp opens right up so no need to remove the fork leg. It also has a big button making it easy to engage if you are trying to set your own device. In my opinion, if you are serious about racing, a holeshot device is an absolute must.

TIP: The buttons can work themselves loose over time on any brand of device so be sure to check them regularly.  

2) ProGrip 799 ultra soft grips: 

It’s no secret that Japanese standard grips are not built with comfort in mind. They will most likely outlast any aftermarket grip on the market, but I’m looking for a bit more out of my grip. 

If you’re doing qualifying and 5 motos over the course of a weekend you’re looking at around 120-150 minutes of riding. That’s a lot of holding on. So I want a grip that is kind to my hands and also makes it easier to hold on.

Step forward Pro Grip 799 ultra soft. I have used this grip for as long as I can remember, all the way back to 50cc days. The grip is incredibly comfy and almost moulds to the shape of your hand. Don’t get me wrong, one little slide off and you can kiss the end of the grip goodbye, but that is the price you sometimes have to pay to have a comfier ride. Rather than spending thousands on suspension, try a softer grip first. You’d be amazed at the difference it can make.

3) GYTR factory racing seat cover: 

For me, this really only applies to 450s. My Yamaha 450 is a rocket ship and pulls like an express train. This is great when my arms are fresh and I can hold myself forward, but as fatigue sets in, the sheer torque of the motorcycle pushes me back towards the rear of the seat. 

The standard seat is relatively grippy and as stock seat covers go, is one of the better ones. However, the GYTR factor seat cover has 5 ribs up the seat which aid in keeping you up the front of the bike. The material of the cover itself is stickier than the stock seat cover.  

Other seat covers are available, GUTS does several different varieties of gripper seats but the GYTR is similar to the factory cover that Jago Geerts and Maxime Renaux use, and who doesn’t want to look factory?  

4) Raptor RME013 edge titanium footpegs: 

Footpegs can often be something that people overlook. They’re one of the points of contact between yourself and your machine yet get neglected. Standard footpegs have come a long way from the breadsticks they used to stand on back in the 80s. Even so, the increased grip and strength you get with the Raptor titanium peg is second to none.  

The peg bites into your boot making it virtually impossible to slip off of it. Titanium is not only lighter than steel but is also stronger. Over time the areas under stress on a steel peg become weak and are likely to fracture. However, with titanium, it would take a long time and an incredible amount of force to crack a titanium peg.  

I’m not sure if I am supposed to say this but Star Racing Monster Energy Yamaha actually BUY these pegs for their race bikes. That’s right, Eli Tomac, Cooper Webb, Justin Cooper and the other 36 250 riders they have all use Raptor titanium footpegs.  

Another plus is that the RME013 model doesn’t have the middle section you see on most pegs. This stops mud from getting jammed in there. Raptor also offers a variety of different offset pegs which is something we will be playing around with throughout the year.  

5) GYTR Akrapovic Full Exhaust System: 

The final modification that I will be making before I go racing is the addition of a GYTR  Akrapovic. For me, this is the lowest priority of the 5. Riding a YZ450F, I am not looking for more power, and the ability to move the power around with an exhaust system has been bypassed by the tuner apps available these days. 

That being said, it still has its perks. The GYTR Akrapovic (which I’m almost 100% the same as the Akrapovic Evolution system) weighs 0.85 kgs less than the standard system.  Titanium is also a stronger and more durable material, so will be less prone to cracks in weak spots like welded joints. 

This is Yamaha’s recommended after-market pipe of choice, so you know it is going to work well with the engine. Even if it isn’t more hit you are looking for, it is always nice to have your machine running smoother and sounding a little more factory than your buddies.  

Last but not least, and this cannot be understated, just how awesome the system looks. I truly believe there is something in the whole “look good, feel good” saying. I know if I pull up to the track and I have fresh gear and my bikes looking good, I am already in a positive mindset heading to the line. And as we know motocross is just as mental as it is physical.  

These 5 modifications are not gospel. What works for me, may not work for you. But, I have been racing for 22 years and my experience has taught me that these are the 5 things that make the biggest difference to myself. If you have any questions about the  

above products drop me an email at [email protected] and I will assist in any way I can.  

Tested and written by Brad Wheeler

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MX Vice News

Fox Racing Announces New Adventure Collection

Everything You Need in Adventure-ready Gear. Nothing You Don’t.

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Fox Racing, the global leader in motocross and mountain biking gear and apparel, announced the  expansion into the adventure market with a purpose-built ADV Collection that inspires performance on dirt. The all-new ADV Collection includes three jacket and pant offerings—Recon, Defend, and Ranger—built with a  minimalist chassis, GORE-TEX waterproofing, and CE protection across the board. The collection launches this  Spring on www.foxracing.com, and at participating Fox Racing dealers and channels globally.  


Words: Press Release | Lead Image: FOX


Expanding the brand’s commitment to Equip and Inspire riders, the ADV Collection draws from Fox Racing’s deep  racing heritage and appetite for performance innovation. “We recognize that off-road riding is no longer contained  to tracks and the trailheads of mountains and deserts. It can now be an extension to a rider’s commute or  countryside tour where every technical feature matters to maximize the experience on the bike. The ADV Collection was built with this in mind—connecting riders to dirt with highly versatile gear that has everything you  need and nothing you don’t. It’s a differentiated point of view in an evolving category that’s authentic and credible  to our brand,” said Michael Crocco, Sr. Global Marketing Manager at Fox Racing.  

Developed and tested over the course of three years, the all-new ADV Collection blends the brand’s expertise in  performance racewear with the utility adventure riders demand. Performance starts with the minimalist chassis  design approach and a closer-to-body fit to inspire movement in variable terrain. The main body is GUARANTEED  

TO KEEP YOU DRY with fully seam-sealed GORE-TEX materials, the gold standard in waterproof-breathable  technology. CE protection comes in the form of removable D30® back, shoulder, elbow, and knee protectors, and  reinforced fabrics to increase abrasion resistance and durability. Other features such as stretch fabrics, ventilation, and storage vary across the three product tiers to meet the demands of a multi-day or an out-and-back ride.  

The Recon GORE-TEX ADV Jacket and Pant are 949.95€ and 899.95€, respectively, and deliver maximum mobility and breathability with a minimalist fit for peak performance on dirt. The Defend GORE-TEX ADV Jacket and Pant  are 699.95€ and 649.95€, respectively, and offer maximum storage and ventilation for adaptability on the move. 

The Ranger GORE-TEX ADV Jacket and Pant are 549.95€ and 499.95€, respectively, and are the most accessible offering for essential performance on the bike. 

PRICING

Recon jacket 949,99£ / 949,95$
Recon pant 899,99£ / 899,95$
Defend jacket 699,99£ / 699,95$
Defend pant 649,99£ / 649,95$
Ranger jacket 549,99£ / 549,95$
Ranger pant 499,99£ / 499,95€

Follow @foxracing on Instagram for the official release date of the ADV Collection plus exclusive information  celebrating the brand’s 50th anniversary for 2024.  

About Fox Racing 

For over five decades, Fox Racing has been the global leader in motocross and mountain bike gear and apparel.  Fox outfits the world’s best competitive action sport athletes and enthusiasts with products that combine  innovation and style, rooted in the brand’s original competitive motocross spirit. The company is based in Irvine,  California, with offices, retail stores, and an international roster of sponsored athletes, located around the world.  www.foxracing.com

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