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dirt bikes

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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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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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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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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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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Live a Little

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Slightly out of the ordinary blog post. I have something on my mind worth sharing, IMO. I have had some down time the last few weeks and I realized this is the most time I have spent at “home” since January. My gypsy soul tells me to travel, so I do. Every weekend. I feel most alive when I am on the road. Seeing new and old views. I have driven 25,000+ miles so far this year. I travel to race my dirt bike, promote the shop, and have new adventures. Some think it is crazy, some might think it’s ambitious, some might wonder when will I stop. Honestly, I have wondered that a time or two. I don’t have a timeline on ‘when’ I might slow down and travel less. I’ve gotten asked that many times and after giving my answer, I sense a “HOW CAN YOU NOT KNOW”. I’ve often wondered if there is something wrong with that. After listening to a Podcast recently with Courtney Dauwalter on it, she mentioned something similar to this when it comes to running ultramarathons. It was one of the most relatable things I have heard, so it got me thinking, maybe there are others out there thinking there is something wrong with them because they are not following a “timeline” like most of their peers. I know I am not on a timeline. You do not need a plan to live your life. You do not have to know in 5 years you will be done racing. You do not have to be married with kids by 25. What you do need is to live YOUR life the way you want to do it. AND HAVE FUN. If you feel called towards something, follow it. If it scares you, great. That feeling will become addictive. I encourage you to explore and see what else is out there. It can be scary, even more so by yourself, but it is worth it. It grows you as a person, it teaches new things you might of not learned anywhere else, and forces you to focus on the current moment. Not what happened last week or what might happen next weekend. For me, I firmly believe, I will know when driving across the country every weekend is no longer an interest. I do know this, my 5 years would be up for these travels if I put a ‘timeline’ on it. I still feel the same free feeling as I did on the first magical trip. So for now, I will continue to get lost most weekends of the year, meeting new people, expanding my horizons, having random photoshoots on a highway, and living in the moment.

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CounterShox, what is it & does it work?

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CounterShox is a bolt-on device designed to provide a tuned counter-reaction to obstacles in racing and extreme racing environments. Impulses to the front fork are used to provide an automatic reactionary force that the rider no longer has to provide through the handlebars. CounterShox reduces the wearing feeling of constant impacts which assists riders who deal with arm pump. CounterShox allows riders and racers to push for longer and allows the bike to track a lot better. That sounds all fine and dandy, but does it actually work? I have been using CounterShox for 6 months now. I first put it on my bike when I was coming back from a hand injury with hopes of allowing me to not experience as much pain and be able to get back to my full abilities sooner. I put it on and instantly felt like I could push a decent pace and not worry about my lack of hand grip or pain. I had to make sure it was not just a fluke so I took it off next time. I felt sketchy again without it. I continued to test on and off for about a month. What really sold me was when I made the last minute decision to race Gobbler Getter NEPG. It was a 50 miles race on sandy loam and a fair share of whoops. At that time, I did not know if I could finish or stay off the ground. I had a near flawless day. My bike stayed pointed where I put it. It felt more planted than ever. I had control of the bike. It allowed me to be able to change my grip when my hand started to ache but still have less jolts so I could still control the bike. I also didn’t wreck all day and I honestly don’t know the last time I can say that. I truly believe CounterShox is why I finished as well as I did along with helping navigate coming back from a tender hand/wrist injury. I have not removed it from my bike since then. I do have a demo one, if anyone would like to try it.

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THE RIDE 2022

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THE RIDE 2022 Living a fast pace life, being on the constant go, and out of state most weekends, it’s nice to be reminded to be present and to be surrounded by great individuals who remind me why I do what I do with an added bonus of riding epic single track on our dirt bikes. Riding in the hills of Tuscumbia never get old. The views amaze and we always have a spectacular time. Four years strong with “The Ride” and it just keeps getting better and better. This year we had two special guests, Weston Peick and Damon Bradshaw. I was ecstatic to hear about the attendance of Peick. For me, it’s neat to nerd out on what it’s like to race Supercross / Pro MX with someone from my era. Not to mention, with a dude who got a factory ride after starting in a van. So, without a doubt, I put myself in a conversation to learn. I had the opportunity to lead a group, team Zulu. Friday, all the guides and sweepers did a pre-ride with hopes of familiarizing themselves with a decent chunk of all the cool trails we would get to ride. Leaf covered trails with hidden rocks, logs, and holes, leaving myself and many others on the ground. Gotta love it! I put in 40 miles on Friday and still only knew how to start each loop and that was about it… I am pretty directionally challenged. Saturday morning, we enjoyed a hearty breakfast before sorting out the groups and starting the epic trail ride. I had 10 rider’s in mine and my dad was our sweeper. The first section of trail was 12 miles and a but on the more technical side with some amazing views. I had a solid group and we did not have any issues and had a decent pace. We actually caught 3 groups in front of us, everything went smoothly. I even had 4 other’s request to join my group. We breaked for lunch before hitting the next loop of 22 miles (mostly race trail). Me being me, I managed to get us all lost, not sure how, or where exactly but we finally got back on the correct loop. During this loop, I actually got to experience “Grandma’s Kitchen” for the first time and I went right in the middle of it. Grandma serves massive rock boulders in her kitchen. I made it through clean. At the end of the day, I logged 35 miles. After all that riding, it was time for the games. Bob with Fly Racing is in charge and the judge. I usually don’t participate but Bob made me partner up with Weston Peick for the egg game. The egg game is where you have someone driving the dirt bike and a partner on the back of it placing eggs on the barrels with a goal of being the fastest and no broken eggs. Our first attempt, I smashed the crap out of the first egg. Like broke it and then smashed it with my hand, it was funny. Since us and two other team’s broke eggs and had close times, we got to redo it. Let’s just say, we crushed some souls that round. We had zero broken eggs and a super-fast time. It was fun…. And who wouldn’t want to ride on the back of Peick’s bike?! After the riding was done, everyone met at the campfire to have a Stag for Frank Leivan. We lost Frank Christmas Eve. He and the Leivan family is why I race, done the things I have done, and a lot of why we have a bike shop. It is different without him around, telling stories, giving advice but I do know we are doing exactly what he would want us to do. Sunday morning, we divided into groups again and got to ride a different loop. I really have no idea how long this loop was. Going up a rock ledge, I wrecked and landed directly on my elbow. It hurt a lot. I rode a few more miles but untimely decided with high amount of pain and no grip, I should not be trying to ride. I was pretty bummed. I don’t think anything is broke but my elbow is extra achey, swollen, and bruised. But that’s what happens when you find a rock with a bone. From the sounds of it, Team Zulu had an absolute blast all weekend which makes me happy! It’s hard to decide on a good pace for other people especially when keeping safety in mind. It all went well and my entire group rode AMAZING! During the course of the weekend, I tried out some Fly Racing goggles and I was highly impressed. I liked it better than my current set up. So, if you’re looking for new goggles try out the Fly Racing Zone or Zone Pro goggles. This event was the most miles that I have ridden in a weekend since being back on the bike and it was just another reminder of why I love riding my dirt bike and the people involved with it. Special thanks to Fly Racing & WPS for backing this event and the Leivan’s for making this happen and bringing us all together. We can’t do epic things like this or race without the people taking the time to make it happen and supporting us and the events. Keep that in mind when you are shopping. More Posts Back To Blog Page

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GNCC Race Bike Build

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GNCC Race Bike Build Do bikes come ready to race off the showroom floor? My answer is no. This is not limited to Beta or Sherco, it 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. The featured bike in this blog is a Beta 250 Race Edition. The first step to a race bike build, is to stripe it to the frame. Literally. Everything comes off, tank, plastics, exhaust, speedo, horn, etc.. On my bikes, we install the race wire harness. It removes all the extra wires used for the lights and cleans up the harness. Basically, everything unnecessary comes off. 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. 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. A massive benefit of buying a new bike from us is we do this in a Pre-Delivery Inspection as a bonus to our customers at no extra charge. There are times when Loctite is necessary and times when anti seize/grease is necessary. Red grease 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, red grease 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. 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. To help ensure it stays put, we wire tied the clamp. Extra rubber hose was attached to the brake line for extra protection on common wear areas. On the rear brake master cylinder, we flipped the pin around for easier removal. 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. Rerouting the vent hoses, also helps with prevent a throttle sticking wide open from sucking up dirt. 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 pronged to leaking. Before it is a problem, a Boano hose kit is installed. This deletes the thermostat and also keeps the bike cooler. Samco hoses are also a great brand. The OEM coolant is removed and replaced with Engine Ice. We do this because when in a pinch it can be mixed with water unlike many other brands. We keep Engine Ice on hand, so it keeps it simple. For added insurance, we install a fuel filter on the bike. It’s cheap so why would you not do that. We do add it to all new two strokes that we sell for another added bonus of buying new bikes from us. Time to install the air filter. REMEMBER, a THICK bead of grease is applied around the rim along with filter oil applied to the filter. This is a MUST every time an air filter is installed. Otherwise, the filter is not properly sealed and will allow dirt in the carb, which may result in premature engine issues. Time to install guards using blue Loctite. In the off road world, guards are pretty important. While the Loctite is out, be sure to Loctite the frame to subframe bolts and the seat bolts. For the rear disc protection, I chose a blue Bullet Proof Designs guard. In the past, I have changed the OEM chain guide for an aftermarket one but the 2022 Race Editions come with a decently thick one so I will use the stock one for awhile. When I do upgrade, BRP is the way to go. The tank vent tube is ran all the way into the skid plate. We cut the cooling line shorter so it is not running into the skid plate otherwise you will not know you leaked coolant in the skid plate. This is crucial for the tank vent tube because it could vapor lock or wash out your bearings if not routed correctly. Beta does come with a skid plate but I upgrade to a thicker one. I use the Eline carbon fiber skid plate paired with an Obie link guard. Bullet Proof Designs radiator guards are installed for radiator protection. I usually, do not run the stock exhaust and save it for when it is time to resell the bike. I run a FMF Fatty and FMF 2.1 silencer. After installing the exhaust system, install zip ties around the seal between the silencer and the header to prevent oil seepage. One item that I highly recommend on all brands of bikes is a Enduro Engineering slave cylinder guard! It saves your case and is better than the stock one! Guards are important, but so are the things I think I cannot live without! First up, Fasst

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Parts & Guards Used on Tayler’s Race Bike

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Parts & Guards Used on Tayler’s Race Bike I use what works. I trust the brands that work and help me perform at my best. With that being said, below is what my bike set up looks like! Let’s start with the handle bar area! I’ve been using Fasst Company Flexx Bars for four years now. They get rid of the rigid feel that standard bars have. With the added comfort, perfect bend for me, and help rid of some vibration, I refuse to go without. It’s uncomfortable riding without Flexx Bars. ARC levers are impossible to brake, help my small hands grab and feel the lever better, and the melmon version allows for extra flex in the lever. ODI Emig grips feel like a hard grip but ultimately do not make my hands/wrists hurt. I never get blisters. ODI Emig grips are also lock on which means NO MORE SPINNING GRIPS! For hand guards, I use Enduro Engineering full wraps and threaded bar end inserts. Threaded bar end inserts help keep the handguards in place after a wreck. Next up, exhausts! I take the OEM exhaust off to save for when I resell the bike. I choose to put a FMF Fatty on paired with FMF Powercore 2.1. It looks so rad on the bike but improves the performance of the bike. What about protection? As the years go on, I put the bare minimum needed for off road racing on. I upgrade the skid plate to Eline carbon fiber and an Obie linkage guard. I use Bullet Proof Designs radiator guards and rear disc guard. Some do not see the importance of a rear disc guard, but you are more likely to bend a rotor than you are to get a rock stuck in between it and the guard. I also upgrade from the OEM chain guide to a thicker one made by BRP. The case saver is upgraded to Enduro Engineering for better protection and easier cleaning. Plus, the handguards mentioned above. That’s it. I feel my most stable on the bike when using Fasst Company’s Impact Peg. The pegs are wider than OEM pegs and isolate the cleat from touching metal to metal making them absorb more vibration. The Impact Moto Peg also has the perfect tooth combo, I can remove my foot if I need to and not get “stuck”. I use the stock Beta seat foam; I actually prefer the firmness compared to a soft foam. I ditch the OEM cover and put a gripper cover on. Bike Graphix does all my graphic kits. They are the only company who I have found that has true Beta Red not Honda red! Bike Graphix also uses good quality material and has super-fast turnaround. My current tire set up is Dunlop MX33 on the front and rear. I use Michelin Bib Mousses. They make the tires not bounce as much on the rocks and absorb some of the bigger impacts. Plus, that means no flats ever! I get my suspension set up for me to handle 90% of the terrain I ride. I get the proper springs for my weight and have the valving tweaked to meet my needs. I am 5’2. I usually have my bikes lowered an inch but I am going to try to trust my skills and balance and not do that anymore. I keep the gearing stock. I adjust the powervalve to flush with the case and majority of the time, keep the stock jetting. I upgrade the stock cooling hoses to Samco or Boano to keep the bike cooler and eliminate the thermostat. The bike is designed a certain way so to make all this wild mods are not necessary for most riders. All of that gives me the best-looking bike, the best riding bike, and the most fun bike! More Posts Back To Blog Page

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