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What is the most underrated bike upgrade?

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To me, there is TWO things that are underrated when upgrading components are you bike. Modern dirt bikes are really good in stock form. Most people don’t need to mod their engine or doing anything wild. My number 1 underrated bike upgrade: Getting your suspension sprung for your weight. I am not talking about valving. Just simply getting the springs for your weight for the bike you ride. A few factors go into determining this; your weight, your height, your skill, and what kind of riding you do. Be honest on all of this to get WHAT YOU NEED. After you have spent some time on the bike with the correct springs, we can talk about valving then. My other number 1 underrated bike upgrade: Handlebars. I feel like this is more of a factor for the shorties or the tall ones. When I get on most new bikes, right away I notice the bars. They feel like ape hangers and would definitely not be ideal to use. Having bars that are not good for you, can put you in the wrong position when riding and might even make your hands / wrist hurt. My bar of choice is Fasst Company Flexx Bars 14 degree, enduro low.

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How to change a spark plug on a two stroke dirt bike

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Changing a spark plug on a two stroke is super simple and something we recommend to do BEFORE EVERY RACE! It is a cheap insurance policy so why not? Start by removing the tank for easier access to the plug. Once the tank is out of the way, remove the spark plug cap. Then grab the correct size wrench and loosen up the plug. Righty-tighty, lefty loosey. After the plug is loose, use your fingers to finish twisting it off until the plug is fully out. After that, remove the spark plug gasket. Make sure it is clean, if it is go ahead and install on the new plug. To re-install you hand tighten it then take your wrench to tighten it up. Don’t go over board on over-tightening otherwise you could strip the head. But don’t leave it too loose otherwise you will have running problems. Once installed, put the spark plug cap back on. You should here it click once it is on all the way. Some people will wire tie their spark plug cap on. It is preventive thing and not a bad idea if you travel a lot! Another thing we do is inspect the plug we took out. How does it look? Is it really black, oily, gasey, brown, white, gray, etc….? The spark plug tells the story and lets you know if you need to change something (jetting, air screw, oil) or if you may have a problem. In short, changing the spark plug is a cheap thing to do to ensure the likelihood of fouling a plug is minimal chance and let’s you know how the bike is running!

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GNCC CAMP COKER 2025

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Camp Coker has a special place in my heart. It’s easily one of my favorite stops on the GNCC schedule. There’s just something about the sand, the flow, and the sheer speed of the track that makes it feel like home. The only downside? The 14.5-hour haul to South Carolina. It’s long, it’s brutal, and my back definitely didn’t appreciate it—but once I roll into that property, it always feels worth it. The weather held up beautifully this year. No rain, just warm sunshine and dry conditions—which, honestly, I’ll always take over a slick mudfest. It made for a fast and dusty race, and the track was prepped just right. I spent the weekend soaking up the South Carolina vibes: catching up with friends, wandering around the pits, and curling up with a good book between motos. While I was reading, a quote jumped out at me and set the tone for the whole weekend: “The will to win, the desire to succeed, the urge to reach your full potential… these are they keys that will unlock the door to personal excellence.” – Confucius I highlighted it, read it again, and instantly knew—this was the energy I was bringing into Sunday. I got off to a solid fifth place start. By the halfway point of the first lap, I found a good rhythm and made a move into fourth, then quickly into third. The track felt incredible—fast, flowy, and fun, just like I remembered. But this is GNCC racing, and nothing ever comes easy. Toward the end of the lap, I made a small mistake, and one of the girls behind me capitalized on it. From there, we went bar-to-bar, battling back and forth for the rest of the race. It was intense, gritty, and honestly, such a blast. The only time I hit the ground was on lap three when another rider and I collided. Luckily, we both bounced back quickly and kept charging. That was my only real mishap of the day, and from there on out, I stayed focused and consistent. But here’s the thing—what made this race feel different wasn’t just the podium finish (although finishing third felt amazing). It was the mental shift. For the first time in what felt like a long time, I was in it. Fully present. Not worried about anything but racing my dirt bike. No distractions, no overthinking—just pure racing. And that feeling? That’s what I chase every time I line up on the start line. Camp Coker reminded me of why I love this sport so much. The challenge. The chaos. The calm in the chaos. I left South Carolina feeling proud, recharged, and ready for what’s next. Results: Warrior – Broc French 1st Women – Tayler Bonecutter 3rd 50 Jr. 2 (4-5) – Hayden Siegel 2nd 50 Jr. 2 (4-5) – Kash French 6th 50 Sr. 1 (7) – Hunter Siegel 6th

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Suspension Set Up Tips for Smaller Rider’s – Why it matters

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If you are a small rider – this is for you! Being small brings different challenges when it comes to bike setup Most new bikes are sprung from the factory for 170-180lbs. So it is definitely not a one size fits all! I am 5’2 and 130lbs and over the years I have learned how important it is to set up a bike FOR YOU and your needs! Especially coming off of a TTR 125 to a full size bike 10 years ago. When you ride a bike not sprung for your weight, it does not handle well, wears you out, and isn’t exactly safe. The first thing I always do is get it sprung for my weight. I then get valving done if necessary. After doing that, it is time to fine tune. Setting sag and adjusting clickers can make a world of a difference. The biggest thing to remember when messing with clickers is to know where you started and understanding you can’t “mess it up”, you can always go back to where you started. Keeping a suspension diary is helpful to gather data and know what worked where and get a better understanding to suspension. There’s a lot to it and can be overwhelming to even the very experienced rider. When it comes to bike setup and suspension, it is not always about your weight. The riders height, skill, and riding terrain make a difference on how the suspension is set up. I race GNCC’s and have my bike setup for that. When I come home and ride Missouri’s tight rocky terrain, I have to soften up my bike. Take a look at when you ride primarily and focus your setup on that. I want my bike to be able to handle hard hits especially when I mess up. I rather it save me then kill me haha. Over the years, I have wasted a lot of money on suspension but also spent money well on it. It is a learning game and finding a good tuner that listens to your needs and doesn’t put you in the “oh she’s just a girl category”. This year I am very fortunate to work with JDP Suspension. He has my set up really good. My bike is the best handling bike I have ever had. It stays straight and does not do anything unpredictable. Things to remember:

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Grown Rider, Small Dirt Bike? Let’s Find Your Next Upgrade!

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A commonly asked question is: “I am a full size rider on a small bike, what should I get next?” Ultimately, it boils down to personal preference, your abilities, and your goals. I wanted to go ahead and share my personal experience on this subject. I started riding and racing when I was 16. At the time, I was 5’2 and 115lbs. I did school sports and wanted to do something else and fell in love with dirt bikes after my first race. I started out on a Honda XR 100. It was great bike. I then got a Yamaha TTR 125. I learned a ton on this bike and built a lot a lot of confidence. It was time for me to move up to a full size bike after a few years of racing. I tried out multiple bikes including a Honda CRF 150R, KTM 105, Honda CRF 230 and did not like any of them. The 150 was hard to start and ride. The 105 was hard to ride. The 230 was super heavy. My brother was getting ready to get a new Beta 250 so his bike was up for grabs. It was a 2008 KTM 250 XCF. I took it for a ride and knew instantly I could learn how to ride it. The bike was on the heavier side and I struggled to pick it up so that was a problem. I raced this bike for a little over a year. I ended up catching the bike on fire and it burnt down. My dad built me a Yamaha WR 250 while we waited for my new bike to come in. I hated the WR. It was hard to ride and felt like a heavy hog. Finally my new bike came in about a month later! We are a Beta dealer and this was the first year for the all new Beta Xtrainer; smaller frame, lighter bike, mellow tractor like power seemed like the ultimate bike for someone moving up from a little bike and my dad wanted to use my to promote it! The first few times I rode it, I fell in love. Super easy to ride and start. My first race on it, I got the holeshot and had a blast. The first time I went to a super technical track, I hated it. But did learn it was not so much the bike, it was me. I was weak and small and couldn’t control the bike well. I started to workout and lift weights to get strong and everything changed. I figured out how to ride the bike and got many championships on that bike. As my skills progressed so did my speed. I ended up getting a Beta 250 RR next and I stayed on 250’s for the next five years. I love two strokes and that’s what I always rode. Over time when I started to GNCC’s, I had in my head that I needed a four stroke so I got a Gas Gas 250F and the following year I got a Sherco 300 SEF and 250 SEF. Four strokes are really easy to ride but they are so much heavier. I felt like my overall bike skill went backwards because I couldn’t throw the bike around or save it when I made a mistake. If I did a mud race, I couldn’t get the bike picked back up. It was very problematic. Towards the end of the last race season, I got a Beta 200 and ended up racing it at the last race, Ironman. I fell in love with this bike. It is lightweight, has good suspension, has tons of low end torque, and a confidence building bike. I have rode everything on it. Sand tracks, motocross, technical Missouri single track, Arkansas single track, Michigan hard enduro, NEPG’s, GNCC’s, literally everything. It is the do all bike! My speed, confidence, abilities have progressed significantly since getting on one. I do not think I would of experienced this on the four strokes. This has been my personal experience but again everyone is different. If you have the opportunity to try other bikes before buying, I recommend it. Set up goes a long way also so do not mistake someone else’s set up for the mannerisms of the bike.

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GNCC WILD BOAR 2025

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Round 2 of GNCC took place this past weekend! Wild Boar usually separates the men from boys or the girls from women. It’s a tough one. If you’re from the north, the warmer temps can get to you quick. Florida also means sand and lots of sand whoop sandwiches. Coming from Missouri, this drive is a haul. It is 15 hours but it took me 19 hours of drive time. I was exhausted by the time I arrived Friday night. I decided to relax and catch up with some friends. Saturday morning, I attended the Micro race to help make sure Kash French got through it all good. I had my fair share of picking up bikes and and starting them. My Brunt workwear boots sure came in handy! After that race was over, I went and started visiting with vendors and some of my customers. I enjoyed catching up with everyone. Later in the afternoon, I biked most of the track and it was clear, the whoops are going to be big! I went to bed pretty early and got up really early Sunday morning. I decided it’d be a grand idea to bike the first few miles and make sure I had my lines picked for the mud / water holes. I got off to a top 4 start. A couple girls crashed and I got around them and I got passed by a few. We seemed to get through traffic fairly decent on the first lap. On lap 2, I passed for 4th place. I struggled to navigate the traffic and have a sense of urgency. On the last lap, I crashed and 5th got around me. We had 5ish miles left and I pushed to not let her drop me and tried to make a pass but ultimately ran out of time. It’s pretty odd, I was not tired or wore out. Usually Florida kicks my butt. The first part of the track was super fast and a lot of fun. The last 5ish miles were sand whoops… lots of them. I got through them fairly decent. I loved my set up and would have not wanted to be on a different bike. The Beta 200 with JDP suspension worked flawlessly. My Moose vented gear kept me cool and looking good. Scott goggles kept my vision clear. My pit crew (Prestin) was spot on and crushed it! I would like to congratulate some of the other Bonecutter Racer’s:

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Round 1: National Enduro Series Sumter 2025

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Round 1: National Enduro Series Sumter We finally got to kick off Round 1 of the National Enduro Series, and if there’s one thing about Sumter, it will quickly remind you whether you put in the work during the off-season or if you slacked a little too much. It’s always a brutal one, with endless sand whoops, square edges, tight, turny trees, and rough, choppy terrain. The tests tend to be long, and this year was no exception. We had an 8-mile, a 9.5, and a couple of 10s, totaling just over 60 miles between the race course and transfers. One of the biggest changes this year was that Women’s Elite now runs all six tests instead of five, adding another 10 miles to an already demanding day. The weather, though, couldn’t have been better temps in the 70s, sunshine, and primo dirt in most sections. It was a little drier than I’ve seen in past years, but overall, conditions were solid, and I could tell there were quite a few new sections since it didn’t feel as beat up as usual. My day was pretty solid overall, just a few things I need to work on to be better at the next one! I was on the same row as my dad, who was trying to shake the rust off after some time off the bike. Unfortunately, he ran into an issue that ended his race early, which was a bummer. I only hit the ground one time all day (of course Mack Faint captured it). Overall, it was one of my better finishes at Sumter. I ended up 7th in a stacked Women’s Elite class out of 12 fellow racers. Happy to health and ready to take on Big Buck GNCC! Bonecutter Off Road Results:

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Tayler’s Beta 200 Race Bike Build

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If you spend a lot of time at Bonecutter Off Road or around my family and I, you will hear the following statement often! When purchasing a new bike off the showroom floor with a racing intent or even the die-hard weekend warrior, a lot of things should be done to said bike to make it “ready”. This goes for all different brands of dirt bikes; no bike comes off the floor completely ready to ride. With that being said, a key secret to successful bike setup is knowing when to start riding and stop tuning. My new bike is a 2024 Beta 200 Race Edition. Most of the things done was what we felt like was necessary, but also personal preference. I have had many bikes over the years and this one is by far my favorite build. I absolutely love seeing a bike come together with all the little details and color choices. As soon as the bike arrived to the Bonecutter Headquarters, the first thing done was removing plastics, tank, and exhaust. I like to call it putting a new bike in a box! With a new bike, I recommend springing the suspension for your weight, but no other changes until you have tested it out. This is based off your weight, your correct weight not a fantasy number. Suspension can make or break an opinion on how a dirt bike feels. Not everyone needs the KYB (closed chambered forks). Being aware of that is crucial. The RR or X-pro models with open chambered forks work really well. If you are unsure about which forks would be better for you, we strive to assist our customers with making that decision. With that being said, I dropped my forks and shock off at JDP Suspension to get the correct springs and some valving done. Jay has done both my 200’s and honestly I am super impressed with his work. The bike stays straight and handles the rough GNCC chop like a champ! Next order of business was removing the linkage and swingarm to grease ‘em up. Most manufactures do not use a lot of grease on their bearings in the factory. By addressing this when the bike is new, the life of the bearings is prolonged. I was super impressed with how much grease was on this bike from the factory! A lot more than I have seen in recent years with other manufactures. There are times when Loctite is necessary and times when anti seize is necessary. Anti seize was applied to the chain adjusters and brake pins, helping to ensure upon removal, down the road, they would not strip. On the engine mount bolts, anti seize was applied to the bolt and Loctite on the nuts. Another crucial place for anti seize is on the bolts holding the plastics on, especially the tank ones. Strip out the tank and that’s no good. I also went ahead and changed the brake pins to hex head pins so it is less likely to strip out and way easier to remove. A couple “pro tips”: On the rear brake caliper, the brake line can be knocked loose, to help this issue, it is tightened to the inside and then wire tied. The front brake line is also prone to loosen up and get into the spokes which can destroy the brake line. It is very important to watch this and keep the fork guard clamp tight and position it accordingly. We also wrap gorilla tape around this area for extra protection. We also wire tie the rear spokes just incase of breaking them. If you do break it, and it is wire tied, it will prevent it from getting down in your caliper and rotors. On the rear, I run a solid rear rotor. I am hard on brakes and this helps with the overheating issue. I also run Castrol Brake fluid in my brake and clutch systems. The heat rating on it very high so it doesn’t boil over real quick! I use DP brake pads as well and have had great luck with them. I run Fasst Company rear brake clevis and return spring as extra insurance for keeping my rear brakes working well! All Beta’s are able to dual sport. In return, they come with extra wires to make that possible. My bikes are considered race bikes, so the wiring for the lights, horns, etc are unnecessary to me. My map switch is no longer on tank but is on the handlebars. All the wires and CDI were rerouted to the right side of the bike for extra protection and less likely to receive excessive water damage. Make sure the CDI is pointed downward. I install a TPS removal plug as well to clean it up too. In Missouri, the stock jetting is usually good. So, we leave that alone until there is an issue. From factory, the carb vent tubes are located at the bottom of the bike. This can allow dirt, sand, or water to be sucked up. Go ahead and prevent this, a carb vent kit is installed, relocating the vents to under the seat. For under $25, you will be saving yourself a lot of future wear and tear. Time to address the cooling situation. Never in my life have I overheated a Beta two stroke. The thermostat located in the cooling hoses is prone to leaking. Before it is a problem, a Samco hose kit is installed. This deletes the thermostat and also keeps the bike cooler. Samco hoses are also thicker than stock! The OEM coolant is removed and replaced with Engine Ice. We keep Engine Ice on hand, so it keeps it simple. I put a Funnelweb Air filter in. I choose Funnelweb because it is simply the best in dust and mud races. I trust it. REMEMBER, a THICK bead of grease is applied around the rim along with filter oil applied to the filter. This is

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Honest Review on the 2024 Beta 200 Race Edition

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I finally got to test out a newer Beta 200! I have spent the last couple years on a four stroke and I have been itched to get my hands on a two stroke again! I finally decided to dive back in and test out a two stroke. To first make sure I liked the bike, I rode it completely stock and tried to focus on the engine characteristics. I was super impressed. It had a strong hit off of the bottom and had great top speed as well. The 200 can be ridden on the pipe and it is also luggable. Since my first impressions were liking the bike, I decided to get it set up to race! First thing I did was send my suspension off to JDP in Ohio. He turned it around ridiculously quick! After that we tore the bike to the frame. We installed a race wire harness to remove all the extra wires and components we don’t need. Next thing we did was install a Samco hose kit to delete the thermostat. We added wire tie to a couple things, greased bearings, Loctite important components, anti-seize bolts, and changed out the stock brake fluid to liquid gold (Castrol Brake Fluid). The last thing we did was install guards; Bullet Proof Designs radiator guards and rear disc guard, Eline By AXP Skid plate, BRP chain block, Flexx Bars, Countershox, Enduro Engineering flags, Bib Mousses, and Dunlop tires. After doing all of this, it was time to do some final testing before the first race. With a couple turns on clickers, my JDP suspension felt fantastic. The bike stays straight and is predicable. I adjusted to the bike pretty quick, In one race and 2 days of trail riding, I put 9 hours on the bike. The more I rode it the better it felt and I put it through the test. Hard packed Missouri dirt, creek bottoms, sand tracks, massive moon rocks, hard enduro, turn and burn trails…. It performed better than I could ask for no matter what I asked of it. I felt like I could do more things on this bike than I could on any other. The bottom line is, this bike can do anything you ask of it with very little work to set it up. 10/10 on looks, 10/10 on performance, 10/10 on FUN!

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Top 5 Things Tayler Would put on a Beta 250 Race Edition

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When purchasing a new bike, they are not necessarily ready to race off the showroom floor. If I was buying a brand new Beta 250 Race Edition, here are the top 5 things I would do right away to it. First off, I would put a separate kill and start button on and remove the other switches that are not necessary. I do this by installing the Beta Race Harness (can be found on our online store). For me, I like to have my start button on the left side. It makes it easier on my small hands for dead engine starts. I would also get rid of the speedo and the speedo cable because that is something else for me to break. The horn will be removed, the brake light wire, and the headlight as well. Since the speedo is removed, I install a hour meter so I can keep track of my hours and keep up on maintenance. Next up is changing the brake pins to a hex style head and eliminate the Allen headed ones. It is easy to strip the Allen heads and not always convenient to work with. We keep the Hex Pin set in stock! The third thing I would do is a seat cover. A rib style seat cover keeps me in place better than the factory ones. It also provides better grip. Over the years, the seat foams have gotten softer so I personally would not do a seat foam. Plus, it is a good reason to stand up more!! Next up is a Samco hose kit. The hose kit, deletes the thermostat, will keep the bike cooler, and the silicone hoses are thicker than stock! We keep these on the shelves. Lastly, guards! I run the basic amount. I use Enduro Engineering flag style hand guards, Eline Skid plate, Bulletproof Designs rear disc guard , swingarm guard, and radiator guards. I will also go ahead and upgrade the chain block to either a BRP or TM Designworks (both are great options). We keep all these products mentioned above in stock! They are available in store or on our online store.

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