Tired of making KTM and Husvarna project bikes that look like a shopping trip through the Power Parts catalog, MXA chose the fork, shock absorber, engine module, graphics, wheels, tires, rods, triple clamps and Brakes, even if it means power components.
Motorcycles are very personal things. They seem to be made of metal and plastic, but the real essence is hope and dream. Every new bicycle is full of possibilities. Even the most gray-haired veteran in the sport, when he makes his maiden voyage on a new bicycle, one of his legs can make people dizzy. Project bicycles are no exception. If buying a new bike is like hanging Renoir on a mantelpiece, then an engineering bike is like a painting of Picasso’s passion. The project bike is a blank canvas-spray paint on it as you like. You choose to satisfy only one person in each part-you!
The story begins with a hardcore KTM racer named Kent Reed. Please forgive Kent for having more money and less self-control than the others in line behind the starting gate of the local circuit. He likes the KTM factory version; he likes expensive parts; he likes to spend money on bicycles.
Thanks to the Twisted Development map, the engine runs with a long and powerful linear pull from top to bottom. This allows Coppersmith Aero/Hybrid forks and MX-Tech National shock absorbers to play their best role. Equipment: Jersey: Thor MX Pulse Air. Pants: Thor MX Pulse Air. Helmet: Thor MX Reflex. Goggles: Viral brand factory series. Boots: Sidi Atocho.
We provide you with Kent’s background story because Kent suddenly decided to switch from KTM to GasGas. The MXA gang was stunned! Now, you might think that GasGas is just a red KTM, but for Kent, it is the blankest of all canvases. He is ready to release his inner Pablo.
Unfortunately, fate prevented Kent’s GasGas dream. When he turned it, his neck started to ache. Kent’s doctor said that his three cervical vertebrae had collapsed. It was a good thing for Kent to see him at the time, because if Kent sneezed, he might be paralyzed. They underwent emergency surgery and placed three vertebrae in a cage to stabilize the three vertebrae. When this didn’t work, they returned a few months later and built a strange-looking suspension bridge designed with bolts, brackets and cables to stabilize the titanium cage.
Test riders like the Coppersmith Aero/Hybrid fork kit. It uses Ohlins dampers and coil springs on one fork leg and very low air pressure on the other leg.
One day Kent called Jody and said, “I just picked up my new GasGas MC 450F, and I will stop by your house on the way home.” Kent bought GasGas without being able to drive, turn his head, or lower his head. , It seems strange. An hour later, his red Ford pickup was driven by a petite woman, and Kent was riding a shotgun in Jody’s long drive.
“Because I can’t unload it. I can’t pick it up or ride it, so I gave it to MXA.”
“You can use it to do whatever you want. Why don’t you use GasGas Factory Edition as a project bike? You have full control over how you build-go crazy!” After that, Kent returned to his truck , His black-haired driver drove him away.
Surprisingly, for a rich man, Kent’s idea of giving us his new bicycle makes sense. Jody, Darryl, Josh and Dennis sat down and worked out a game plan.
(1) We think we can make a better car than the factory version by breaking the model of standard parts.
(2) We don’t want to use KTM Power Parts triple clamps, Power Parts wheels, Power Parts seats, Power Parts levers, Power Parts cone valve forks, Power Parts Traxx shock absorbers and Power Parts plastic to make another project bike. There is no objection to making a project bike equipped with Power Parts, but we have done it too many times before.
(3) We decided to choose front forks, shock absorbers, engine modules, graphics, wheels, tires, rods, triple clamps, and brakes from the best choices we have had good experience, even if it means power components.
(4) We will only focus on performance modules-which means front forks, shock absorbers, brakes, engines, tires, gears and mapping-without Foof’. Kent’s wishes and wishes were not ignored. After all, it was his bicycle; but when he asked for some after-sales parts, the word “no” was used more often than the word “yes”. In fact, Kent only got the Raptor pedals and Indiana tires from his lengthy list.
(5) We will not rush to complete the project, mainly because the selected components are not always available during the pandemic. But instead of switching to an alternative supplier, we agreed to wait, partly because Kent vowed to return to the game immediately after his doctor was discharged. This gave us at least four months.
(6) With a 3 to 1 vote, we all agreed that Dennis Stapleton would make the bicycle, and the rest of us would track the parts.
The following is a breakdown of the parts we selected, why we chose them, and why we think the KTM Factory Edition needs to follow our blueprint, not necessarily our parts list, but we plan to focus on important parts, not just Foof’ and what they have on hand-dare we say-the Power Parts catalog.
KTM’s selection of Powers parts is great! It has hundreds of very cool parts, especially in terms of suspension components, but those poppet valve forks never made it to the factory version. We believe that the future factory version should be more like Red Bull KTM factory bikes, rather than like shopping spree. Put good things on it and charge us. This is what we are trying to do with our GasGas MC 450F project car.
There is an air spring conversion kit that combines the best of both worlds. Essentially, the Coppersmith Aero/Hybrid fork kit consists of 50% Ohlins (damping) and 50% WP (air spring).
The idea behind the Coppersmith Aero/Hybrid fork kit is to use Ohlins TTX cartridges and coil springs to handle small and medium bumps, and to let air in to strengthen the fork as the fork passes its stroke. After the correct setting, you will feel the soft touch of the coil spring, and at the same time have the bottoming resistance of the air fork and continuous impact charging.
The MXA runs a 4.5 N/mm fork spring in the damping leg, and the compression and rebound clickers are set to 14 clicks. In the WP air fork leg, our pressure is 55 psi. Why is the air pressure so low? Because the 4.5 N/mm coil spring handles all the initial fork control, and low air pressure will not interfere with the feel of the fork like a coil spring fork. In fact, it feels the same as the Ohlins coil spring fork. Then, as the front fork moves upward in its stroke, the air pressure inside the WP leg increases to provide high impact support and bottoming resistance. Riders can use Ohlins’ compression and rebound adjusters to fine-tune the feel of the fork. It should be noted that Ohlins’ clickers are more effective than Showa, Kayaba or WP adjusters. It feels like two clicks on a regular fork. The test rider does not change in any direction more than a few clicks to dial in the fork. In addition, the air pressure can be increased or decreased to change the overall resistance of the fork.
We use the cable tie method to select the best air pressure setting. We set the pressure until there is 1 inch of unused travel between the cable tie and the bottom of the fork; however, if the air pressure must be increased above 95 psi, we will replace the 4.5 N/mm fork spring with a 4.7 N/mm fork spring spring. This only happens to professional drivers.
Test riders like the Coppersmith Aero/Hybrid fork kit. Compared with traditional coil spring forks, installing the Coppersmith Aero/hybrid kit on only one fork leg can reduce weight, cut transportation costs by half, and provide Ohlins damping. Its retail price is $895.00 (with instructions for do-it-yourself installation). However, our front forks are coated by Coppersmith, which greatly increases the price. For more information, please contact Coppersmith Racing at (330) 724-2900 or visit www.coppersmithracing.com.
Test drivers complained about oversteer and understeer in corners with triple clmap forged with stoc GasGas. The red anodized X-Trig ROCS triple fixture solves this problem.
Each MXA test driver is at a certain point or another critical point of oversteer and understeer at the front end of the GasGas MC 450F, MC 250F or EX 350F. In the end, our critical gaze fell on the 22 mm offset, forged GasGas triple fixture. Our first fix was to increase the torque specifications of the GasGas triple fixture. We feel that the 17 N/mm on the top fixture and the 12 N/mm on the bottom fixture that we borrowed from the test KTM are not hard enough. We raised the triple clamp on the top to 20 N/mm and set the clamp on the bottom to 15 N/mm. This seemed to help-some test riders achieved 22 N/mm on the top fixture.
However, in the subsequent testing process, we compared the stock GasGas triple fixture (20/17 N/mm) with the stock KTM billet triple fixture. The billet fixture improves corner accuracy, and the KTM triple fixture is equipped with rubber-mounted handlebars instead of GasGas’s solid-mounted handlebars.
In imitating the “domino theory” of Southeast Asia during the Vietnam War, when we go from stocked triple clamps to greater torque on bolts, to stock black KTM clamps, it is obvious that this will only happen when we stop Stop putting on the X-Trig ROCS (Revolutionary Opposite Clamp System) split triple clamp ($899) and the new low-profile Flex Fit rod mount ($190).
Therefore, we contacted Technical Touch and obtained a set of red anodized ROC fixtures for our GasGas MC 450F. All our steering problems with GasGas have disappeared, and the additional cushion of Flex Fit reduces the vibration of the previously fixed GasGas pole mount. For more information, please contact Technical Touch at (909) 949-4155 or visit www.technicaltouchusa.com.
MX-Tech National’s shock astronaut logo is very suitable, because this kind of shock is the space age. It has the greatest adjustability of any available shock. We look for the ultimate impact for our project gas
Unlike in the past when racers could choose between Koni, Arnaco, Girling, Bilstein, Ceriani, Hiiesalu, Fox, Works Performance, Corte Cossa and Marzocchi shock absorbers, today’s racers have only three options for modern off-road motorcycles. Two choices-Ohlins, WP or MX-technology. We chose to use the MX-Tech National shock absorber because it is equipped with interesting technology, excellent coating and the greatest adjustability of any shock absorber currently available. In addition, it is handmade in the United States. It costs US$2400, but it has almost unlimited tuning potential. It has high-speed compression, medium-speed compression, low-speed bypass, low-speed rebound and medium-speed rebound.
All these adjusters confused some test riders, but in our test protocol, we adjusted them one at a time. We send riders out to try the settings, and then, only then can we move on to the next clicker. We start with a low-speed bypass. The low-speed bypass clicker is exactly what it says-the bypass circuit. It opens the movement of the shock absorber at a low speed, so it becomes more free in all directions. In short, it allows more damping force to bypass the circuit. Next, we adjusted the medium-speed compression clicker. The medium-speed clicker controls the amount of pressure that shuttles between the main compression valve and the low-speed compression damper. Therefore, we can increase the low-speed bypass adjustment range by increasing the medium-speed compression. Next, we adjusted the high-speed compression clicker. It works through a tapered cone and a progressive spring. It has the greatest impact on higher suspension axis speeds. Finally, we adjusted the low-speed rebound clicker. Don’t adjust the rebound until you have a good understanding of the working principles of the three compression regulators.
We take the time to understand not only how regulators not only work, but also how they interact with each other. Once we get it on the court, it is a beautiful thing. Yes, it takes time to set up, but it is equipped with the best technology, uses the best coating, and has the greatest adjustability of any shock absorber available. The impact is more than a pound lighter than stocks. It has an 18mm, DLC coating, induction hardened shock-absorbing shaft, and the shock-absorbing body uses Kashima coating. Among them is a Huck Valve speed-sensing bottoming control system, which can stop the shock during the full stroke without the spikes that appear in most stock shocks.
Once dialed in, it can resist the rubble, noise and bumps of the motocross track. Value for money-if you are willing to take the time to learn how to use it. For more information, please contact MX-Tech at (877) 850-5114 or visit www.mx-tech.com.
Looking for ready-made wheels with red forged wheels, black rims and red spoke nipples led us to NacStar wheels made in Denmark.
MXA wanted a set of high-quality wheels that would not break the bank. In addition, we also need ready-made wheels with red forged wheels, black rims and red spoke joints. Our search was helped by former KTM mechanic David O’Connor, who suggested that we talk to NacStar’s Lasse Andersen. NacStar Wheels was established in Denmark in 2018. After two years of development, they launched their own Works wheels.
Nacstar uses black anodized 7050-T6 aluminum rims purchased from Japan, matched with forged and CNC machined 6061-T6 aluminum wheels, with stainless steel 304T spokes and 7075 aluminum joints. In addition, the NacStar rear wheel has three bearings (two on the sprocket side and one on the disc side). KTM’s OEM rear wheel only has two bearings. Most importantly, the retail price of a complete set of NacStar wheels for Husky, KTM, GasGas, Kawasaki, Honda, Suzuki and Yamaha is only $599 per set. Forged wheels are available in black, blue, gold, orange, green and red (spoke joints of the same color can be ordered).
The MXA test riders were nervous about riding on the new wheels of the new company, but after the first ride, we tightened the spokes and basically forgot about them. Once they took a set, they kept it well. We checked them on the morning of the game and never encountered any problems. For more information, please contact Nacstar at (951) 219-9675 or visit www.nacstar.com.
Nihilo engraved the MXA logo on their CNC machined ignition and clutch covers, and provided us with fixture frame tape, master cylinder heads and brake pads. We added FCP head supports, Power Part bolted skid plates, Pro-X sprockets and TM Designworks chain guides.
Half of the MXA test drivers believe that there is no reason to study the power of the ordinary GasGas engine unless we intend to make it easier to ride. They don’t want anything more aggressive. The other half wants better throttle response, heavier hits and faster mid-range revs. The two sides are in a dispute. One group does not want to mess with head ports, high compression pistons, valve springs, or competition gas. The other wanted to go all out.
When in doubt, we always call Jamie Ellis of Twisted Development for advice. Jamie said he can satisfy two sets of test riders without touching the engine. We have to add an electronic multiplexer from the KTM power supply parts catalog. He will install a Vortex X10 ignition box with two maps inside. Map 1 will be more aggressive, hit harder, and spin faster. It will increase power to drive more corners. Map 2 will reduce engine braking so that GasGas MC 450F can rotate freely without so much decompression braking, which in turn can work well with softer mid-to-low transitions. What a great slam dunk engine module. Everyone is happy. Not surprisingly, some test riders who don’t want to get more power prefer Map 1, and some power dealers think Map 2 is very suitable for them.
This is a simple module, but not cheap, because you have to buy a Vortex X10 ECU and let Twisted Development draw the map for you; however, Vortex is easy to adjust once mapped, and can accommodate up to 10 maps-it is suitable for All GasGas, née KTM, ignition sensors, as well as traction control and launch control.
Three years ago, MXA selected three test drivers and built a special one-minute course that included loam, soft berms, hard wraps and a fast straight that required maximum braking. We also have a team of mechanics that can change between the Brembo, Magura and Factory Brembo brakes we are testing. We only focus on the front brake, and this is what we found.
The winner is the Factory SXS Brembo brake. At first, we thought the factory brakes were too strong. The biggest difference between Brembo Factory brakes and stock Brembo brakes is the stiffness of the calipers. The factory brake calipers are stronger and support the brake pads with a stronger structure. When you grab the factory brake, you will feel rigidity. Once you get used to the speed of progress, you can stop with one finger [or even your little finger]; however, if you walk very slowly, the rapid progress of the factory’s Brembo brakes will make them feel too powerful. But when you drive fast, the factory brake is a dream. Compared with the gripping Magura front brakes or the over-advanced Brembo front brakes, the factory Brembo brakes come fast and hard, but after about 50% of the braking force, they seem to become more advanced. It feels like two brakes in one system.
Surprisingly, these Brembo works brakes are made available to the public through the KTM Power Parts catalog. The kicker? They cost $1,000 each and they are just calipers. You must use the master cylinder and brake lines in the stock GasGas to make them work. The work they do.
Don’t want to pay too much attention to the MXA project GasGas MC 450F, we carefully selected Nihilo Concepts, FCP, Decal Works, Motoseat, ODI, TM Designworks, Raptor and Hoosier for the finishing touches.
Graphics. We like the way GasGas off-road models add more white to the graphics package and decided to copy it. We sent Decal Works the rough chart we wanted. They sent us a sample certificate. We made a change and they looked great when the graphics were restored.
Clutch/ignition cover. We don’t like the unfinished appearance of the original clutch cover, so we call Nihilo Concepts in Florida a CNC machine and carved a special off-road motorcycle action cover for us. The ignition side is anodized red and the clutch side is anodized black. In addition, we have added brake and clutch master cylinder heads, brake pedals and fitted grip belts to the frame.
Rod/handle. We replaced the stock silver GasGas Neken handlebars with ODI Podium Flight MX handlebars (model 626) and equipped them with ODI Emig Pro V2 locking handles.
Stay on your head. We had good luck with KTM frames (including Husqvarna and GasGas frames and FCP aluminum headrests). The $400 head support provides a more comfortable feeling and is designed to improve handling, cornering and traction. We also added their titanium feet for $109.
Post time: Nov-01-2021
