Features

Are you ready for something beyond your average kidney belt? HRP Sports' K-Rib Wrap is made in the USA, and designed to be used with suspenders as a mid- back/rib guard, or without the suspenders as a lower back and side protective kidney belt. Constructed with Bio foam & plastic molded parts, it's vented and equipped with rib panels and removable suspenders. It also comes in five colors (Black, Grey, Red, Blue, Orange) and six sizes. Xs (22”-26”) Sm (26”-30”) Med (30”-34”) Lg (34"-38”) XL (38”-42”) -2Xl (42”-46”).

Suggest retail goes like this...smaller size? Smaller price. Xsmall-Small $54.99, Med- 2Xlarge $59.99

To get one of your very own, check www.hrpsports.com, call their toll free number at 800-352-5525, or see an authorized HRP Sports dealer.

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Considered one of the most versatile packs ever, the OGIO Flight Vest offers tons of storage and disperses weight evenly around the torso. The 70 oz. (2.0L) hydration reservoir located on the ventilated back comes with an insulated hose to keep you hydrated in any weather condition. Dual side expansion buckles and multiple adjustment points allow a customized fit. Whether you’re a fisherman, photographer, medic, off-road rider, skier or snowboarder the multifunctional storage pockets throughout the Flight Vest will match your demands.

Click image for a larger version.

The Flight Vest retails for $129.99. For more information visit www.ogio.com or contact your local Ogio dealer.

Colors: Stealth
Size: Once size fits most
Weight: 3.44 Lbs/6.8 Kg

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Ready for the performance of FMF's patented Megabomb header, but in durable stainless steel construction? Whether you're looking for added durability for an off-road application, or a less expensive alternative for motocross, you can now get it in something other than titanium.

FMF claims power boosts over stock systems by as much as 10%, and reductions of sound output as much as 1.5dB. Constructed in the USA from quality materieals, they're available now. Suggested retail is $274.99, and with their Take 20 discount (for a limited time only), you can pounce on for for as little as $219.99. Check your local dealer or www.fmfracing.com.

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Next American: Jimmy Albertson (seen here in at Southwick last season) is the latest American to take on the challenge of the MX1 class in the World Championship series. Click any image in this article for a larger version.

After finishing a solid top ten in the U.S. series with Valli Motorsports, Jimmy Albertson thought that he’d be spending the 2010 season racing here in the U.S. But a funny thing happened on the way to Supercross season. After being let go by Valli, he had a rather interesting route to find himself being signed with Honda’s factory team on the World Championship circuit, Martin Honda. (We’ll let him tell the story further in.)

When we talked to Jimmy, he was back in the U.S. after a quick trip to Italy, but he’ll spend the next two seasons scoring passport stamps as he’ll be wintering in Spain, and spending the bulk of his time at the team’s racing home base in Belgium, as well as a little time at their shop in Italy.

Hey, how’s jet lag treating you?

It’s not too bad. Of course you know that I went over to Italy. The way over was tough, but the way back wasn’t bad. I’m doing good now. I wasn’t too good when I first got to Italy, though. I was feeling a little bit under the weather almost. I never knew what jet lag was until this trip. I’m really excited about how the trip went. I got there Wednesday and left on Saturday, so four days.

So how did you get hooked up with Martin Honda?

It’s funny, the way we got hooked up was because of a rumor that started on the internet. My dad is always on the moto boards, and all my friends are, and somebody said to me, ‘I heard you’re going over to ride for Martin Honda. I had no idea about this, so my agent Bob Walker and Paul Lindsey both got together and got ahold of some people over at Martin Honda, and they were interested. They just wanted to fly me out there to see how I was, how I rode, and how my physical condition was.

I went out there and met everyone from the team, and they were just absolutely great, and the bike was incredible. They’re the factory team for the World Championship series, and I guess I did a good enough job, because I signed a two-year deal with them to do the GPs.

You’ve now ridden factory Hondas both here and there, how did the two compare?

The factory Honda that I rode here in the U.S. was an ’08 model, so of course it was a lot different, but as far as motorwise, they’re both HRC bikes, so they felt a little similar on that end, but the way that they set their suspension up is a lot different than over here. The bike that I rode in Italy, the suspension setup and everything, was way different than what I was used to riding, but I absolutely loved it. People here in the U.S. like to run their bikes really low in the back. Over there the first thing I thought when I saw the bike was, ‘Man, the rear end’s way too high on it. It’s a little bit stinkbug.’ I thought, ‘I’ll go out and ride it, but I know I’m not going to like it.’ But then I thought I’d go out with an open mind and I really liked how it was set up.

I rode it all day, and when I pulled off the track, I was thinking, ‘Man, I can’t believe I race people on this type of equipment all year. It’s unfair. I can’t afford not to take this opportunity to be on the best bike, with a solid crew around me, and a good bunch of people that want to see me succeed and want to see me go to the top and have all the tools to do that for me. I’m really looking forward to it. Because at the end of the day I can’t sit down and think, ‘Well, what if I was on a better bike?’ Or, ‘What if I had better people around me, or a better training program?’ I feel like this year I’m going to have all that. It’s completely up to me. If I do bad, it’s my fault. I can’t point the finger or blame anybody. So I’m very excited about next year. I’m just ready to go do some racing and hopefully make a good name for myself over there.

How are your Italian language skills?

(Laughing) Terrible. I only know like five words, but I’m about to run out and pick up a Rosetta Stone course. I’m going to try and pick up a second language, so that will be something fun to do in my spare time.

Just think of the chicks you’ll be able to pull by speaking Italian.

Ah, shoot…that’s the last thing I need to worry about.

This year you made it to every national, and were a top ten guy at the end of the season. Did you think you were going to find something here?

You know, I really did. Honestly, I wasn’t looking for a ride coming out of the season. I was completely content with where I was at with all the people I was working with, and I thought we had a strong relationship. Some things came up and me and my team owner had kind of a good relationship as friends and I got very upset about some stuff that was going on and I barked at him and obviously it wasn’t the right thing to do and I ended up getting fired. Shoot, that happened way into the off-season, and once that happened, there really wasn’t much left. The opportunities that were left, people had been promised already. I was kind of left high and dry. I had a couple little things over here that we were working on, but nothing close to what I could have over there, and the equipment and a great team like that.

So I was kind of shocked about a month ago when I was jobless and had just come off of my best season so far. I qualified for every race, I had one or two DNFs, and a couple motos where I crashed really bad and bent my bike up and either bent my bike up or was laying on the ground a little bit. But my big issue in years past was getting hurt and I felt like it was a really big accomplishment for me to go to every single round and show up able to race and able to do my job. I was glad I could be there for my sponsors every weekend and race. Finishing in the top ten on a good team was a good accomplishment for me and Valli Motorsports, the team I was riding for at the time, so I was happy, and it was a building year for me to know that I can finish off a whole season mentally and be healthy.

So what are your plans for the winter? Will you do any Supercross? Or is the focus all on the GPs and outdoor? Are you going to be an outdoor-only guy?

(Chuckling) I guess so. Mike Alessi style. I really like Supercross, and that was kind of a bummer deal, where I was going to have to give that up for two years. I’ve actually been riding Supercross for a full month now, just training and figuring that’s what I was going to do was ride a 450 in Supercross. I was riding really well and was really excited about this Supercross season, no matter if I had to show up at Anaheim with my own bikes out of the back of a pickup truck. I was feeling pretty good. When this deal came up it was a big decision for me whether I wanted to take a deal just because I knew it had always been my dream to race Supercross, and that’s what I’d wanted to do.

But at the end of the day I’ve got to take what the best opportunity is for me. I don’t want to show up at Anaheim and think, ‘Man, do I have a really a fair shot at this?’ Coming in unprepared with my own bikes and money trying to get decent equipment, or I can go outdoors only and have the best stuff and race in the World Championship. That had always been a dream in the back of my mind, and I’ve always watched everyone go over to the World Championships, like Ryno and Mike Brown and James Dobb, and everyone from America, like Trampas Parker. I’ve think it’s kind of cool racing in different countries. After I weighed my options it was clear to me that the GPs were the way to go with Martin Honda.

Do you think you’ll get more attention from the fans here knowing there’s another U.S. rider over there?

Shoot, I sure hope so. There aren’t really many American riders over there. You’ve got Zach Osborne and that’s about it, and he rides the MX2 class. I feel like that’ll be good, and I hope that I can represent our country very well over there. I’d like to go over there and win, that’s the goal anyways, but we’ll see how it goes. I’m just looking forward to a whole new experience and I’ve always been one who’s up for something new and up for a little adventure, so I’m glad I’m going over there. It’s something that a lot of a people never have the chance to do…to go to a foreign country and have a chance to live and race over there, so I’m really looking forward t this experience.

Who knows? I could be back after two years, or if I like it that much over there, I could just stay.

Anyone you’d like to thank here?

Yeah, I’d like to thank my mom and dad, of course. Also my brother Greg for always helping me out. He’ll actually be joining me over there as my practice bike mechanic, so that’s going to be great. My trainer Greg DiRenzo, and my riding coach Shannon Niday. Also, the Canard family for all their help and support. There's also DVS. And finally, Paolo Martin and Lorenzo Resta at Martin Honda for giving me this great opportunity to go over and race GPs. I’m really looking forward to it.

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After a pair of runner-up seasons in the MX2 class in the World Championships, Tommy Searle made his move to the U.S. for 2009. After the 12 rounds of the outdoor season, a trio of podium positions, and some highs and lows, he came home sixth overall.

With the familiar outdoor season out of the way, now comes a bigger test, learning the intricacies of Supercross. He’s had just a few weeks on the track so far, and has just under two handfuls of weeks to get ready for the West series, where he’ll make his debut. We sat down with him after a day of testing to get some feedback on his move here, and transition to Supercross.

How about some overall impressions your first year here in the outdoors?

“Overall it was just an okay season. It wasn’t the best I've had, and not the worst I've had. But I got through the season and I got a solid result at the end and I completed every race. I just kind of wanted to get one season under my belt in America, and that’s what I did. I never thought I was going to set the world alight, so I’m just happy that I got through it, got a lot of experience, and I learned a lot.“

There was a section around Red Bud last season where you were really on the gas, and seemed to have figured it out.

“Yeah, I did. For three races in a row I was on the podium, and I thought I should have carried on from there, but I don’t know what happened, like, something obviously went wrong, so that wasn’t great. At the end of the year I had some strong races as well, but I just had a little bit of bad luck. Like I said, it wasn’t amazing.“

“I think that’s what it was….I wasn’t having fun, and I wasn’t enjoying the whole racing after somewhat half the season. It kind of went from bad to worse. I was putting too much pressure on myself because I’d had a bad weekend. Then I’d think next weekend’s going to be a good weekend and it didn’t happen. Hopefully I’ll be a bit more light on myself.“

How about the Motocross of Nations? You looked like a different rider there.

(Smiling) “I was back home. I don’t know, it was different. Like this year I didn’t have much fun at the races for some reason. Maybe it’s because I’m unfamiliar to everyone around, and back there I got back and it was like a weekend down there where we went to Italy, and had all my friends around me. The whole weekend from beginning to end…Friday afternoon talking to everyone that I hadn’t seen, to Sunday having a good time after the race, it was just a really good weekend.“

How about the racing itself?

“The first qualifying I was the fastest MX2 rider, and in my heat race I had a bad start but came through to second and Musquin was gone, but he was riding really well all weekend. Then in the races I had a bad start and I came through again, and I made a mistake and Musquin was able to get past again. I ended up seventh or eighth in the race, but at one point I was fifth and made a mistake and dropped back. But I had so much fun all weekend being back with the team I raced with and all those guys, it was a good weekend.“

You’re easing into Supercross now, what’s the transition like?

“It’s been good. I just took it steady, like the first day I just came with my buddies and didn’t even bring my mechanic. I was just like, ‘I want to go by myself.’ We just kind of doubled around everything. Now I’m just building each day and I don’t think I’m amazing, I’m just taking it step-by-step. I don’t want to make mistakes. Like I’m getting through everything and doing everything smooth, and having fun. But I haven’t started pushing out the motos and trying to get that extra speed. But we’re going to start doing it in the next couple weeks and hopefully I’ll be able to keep building.“

How about equipment? I’m sure you’re used to really soft outdoor suspension, what’s it like switching up equipment?

“It doesn’t seem too much different because it’s not like I’m riding it on an outdoor track. Like the first day, even when I rode Supercross, everyone was like, ‘How’s the suspension?’ It didn’t really feel much difference, because the track didn’t have a bump on it, and I was just doing jumps. So it didn’t make much difference, to be honest.“

Are you going to have some coaching help?

“Casey (Lytle) has come out when he can, but he’s busy at work. He came out the last two days, which was good because we’ve had some new whoops put in and I was struggling. I’m kind of getting through them now, but he was helping me a lot and it’s a big help when he comes out. Hopefully he can keep coming out when he can. Sometimes the smallest things he says make a big difference and make my life a lot easier.“

With the departure of MDK, and going back to a direct-to-factory effort, we'd guess the team setting will be a bit different next year.

“It’s going to be good. It’s going to be back to somewhat like it was in Europe. They’re going to have big input from the factory in Austria to everything we do instead of it just being whatever…people doing what they want. It’s going to be more controlled. We report back to those guys. It’s going to be pretty much factory KTM, and obviously there are going to be some other big sponsors coming in. But mainly it’s going to be factory KTM and that’s how it’s going to be. There are no guys from the outside coming in and putting their input in. It’s just us, and we’re going to work like a team. It’s working really well right now.“

So how do you like it here?

“It’s fun out here, it’s a good life compared to back home where it’s raining right now. There’s always stuff to do out here. There’s stuff that keeps me busy when I’m not riding. That’s kind of why I like being out here, too. I don’t know as many people as if I was back home, and all my buddies that I grew up with aren’t here, but I have some good friends out here and it makes it fun.“

What do you hope to accomplish during your first Supercross season?

“I just hope to get though my first season, keep building from where I am now, and get some good starts, I’m sure I can get some great results, but I don’t want to be the one putting pressure on myself because I think that’s what happened last year. I have no expectations, and no one’s going to expect me to go out and win races this year, because it’s my first year. I’m kind of a rookie, I’ve never raced Supercross, and I’d never even ridden a Supercross track until three weeks ago. It’s a big step. Right now I feel good and smooth, but when I’ve got 20 other guys racing with me it might be different, so I just want to get used to that. Keep building through the season, get through it, and hopefully some top fives or whatever.”

Being 20, and maybe a little more mature than some of the other rookies coming in, will that help you?

“I guess so. Having experience has got to be a good thing. I’ve done a lot of races. I’ve raced the World Championships, the National championship, but I’ve never raced Supercross, so I have no experience there, and don’t know what to expect. But I’m sure I’m going to be very nervous when I come to Anaheim.”

So you’re going to do West?

“It looks like it right now. KTM wants to do West. It’s a big budget difference in doing East and West, and I’m here, there’s no reason for me to go do east, really. It’s like local to me to do these, and they’re local for the rest of the team. It just kind of makes sense. The only thing is I’m not going to have as many weeks to get ready, but I’ve been riding for a couple weeks and we still have a long time to go, so let’s get through these weeks and I’m sure I should be somewhat ready for Anaheim.”

Doing West could be good because it also gives you more time to get ready for the outdoor season.

“That’s good because we may be on a different bike for outdoors. I’m not really sure what the deal is. We’re working on some stuff, and we might have to do a lot of testing, so that gives me time.”

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Ready for something a little different? If you're a fan of the Hart & Huntington team, or dig the artwork, these might be some items you'll dig. The sprocket and bars uses Tag's exclusive Aqueous technology that allows them to "wrap" graphics on the components with Hart & Huntington graphics.

The T2 bar is constructed from Aerospace grade oversize aluminum, and the sprocket is not only 7075-T6 aluminum, but it's hard anodized for long life.

The Dual Compound grips have a harder (40 durometer end and inner sleeve for strength, while the outer palm/thumb section uses a softer 25 durometer for comfort over bumps, while offering additional grip traction.

And finally, the molded bar pad features the same Hart & Huntington graphics on a stain-resistant sub-printed vinyl cover with Mylar backing, and the inner pad is injection-molded rubber, with inner air cavities that provide additional impact absorbtion.

Feeling the urge for the sting of more info? Check www.sixsixone.com/tag.aspx

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Besides the normal carbon fiber exhaust straps, muffler straps, mounting brackets and heat shields, Leo Vince has added a line of other components, both cosmetic and functional, for motocross and enduro bikes.

First out of the gate will be front and rear disc covers, as well as brake caliper guards, chain guides, engine protectors, front sprocket covers, and skid plates. Leo Vince claims that they've got a superior product, due to the use of full carbon fiber material, rather than molding resin with carbon-looking material.

They expect to be very price competitive, and will build these in-house, rather than outsourcing, for superior durability, fit, and QC. Each component will be pre-drilled and have all the necessary mounting hardware included. For more information visit LeoVinceUSA.com.

Glide plate with engine case guard.

Front disc guard.

Front sprocket cover.

Fuel tank cover.

Rear caliper guard.

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Video & Photo Gallery!
Click the following link for a video of the 2010 Kawasaki KLX110 & KLX110L.	You can also click the following link for a 29-photo gallery of the 2010 Kawasaki KLX110 & KLX110L.
Don't forget, if you're a Vital MX member, you can comment on any of the photos in the gallery. Not a member? Join now! It's fast and free.

Jeff Emig getting his minimoto on at Fox's track backyard track at their offices in So. Cal.

If there was a Fun Bike Hall of Fame, Kawasaki’s KLX110 would surely be among the initial inductees. It’s been the starting point for tons of kids, with an easy to ride bike with an automatic clutch, and a mild but entertaining powerplant. Of course, that bike has been the starting point for some absolutely insane mini-motocrossers, but that’s a whole ‘nuther story. For the most part, it’s been relatively unchanged over the years, and both adults and kids have logged lots of miles on the 110.

Tania Satchwell on the smaller KLX110.

This year, however, it gets tons of upgrades, and a new bigger brother that helps fill the size/performance gap between the 110 and Kawasaki’s bigger KLX140.

The thing you notice first is that the 110 has been given a styling update, and looks a lot more like the bigger bikes in the KX lineup. With new fenders, number plates, seat, and shrouds, it definitely fits easily into the look of the Kawasaki off-road family.

The updated KLX110.

The all-new KLX110L.

But in case you’re thinking they just made cosmetic changes, think again. The 110 (and 110L) also feature an all-new keyless electric start. Just flip the kill switch, push the starter button, and it fires right up. There’s still a kickstarter on each model as a backup. The kickstart lever is also new, and tucks in much better than before, so it won’t be banging the inside of your leg, or get pushed back so that you get that starter gear grind. They’ve also revised the automatic decompression to aid with easy starting, whether you’re using the e-start, or the kickstarter.

Here you get a look at the controls complete with electric start, which is good for an E ticket convenience. You also get a look at the new shrouds, which look a whole bunch more like you'll find on the bigger KX models.

Kawasaki also gave it a moderate power boost with revised valve timing, and improved flow in the exhaust and silencer internals. While still relatively mild, the exhaust note definitely has a little more bark to it. Also changed is a reduction in piston ring tension for reduced friction.

The transmission got an upgrade as well, and it’s now a four-speed gearbox, which was a frequent upgrade among mini racers. The shift drum itself has also been changed to provide a more positive feel and better engagement. And finally, the shifter has also been redesigned with a new shape that should provide for fewer unintended shifts. The shift patterns for the two are slightly different, though. The 110 still uses its familiar N-1-2-3-4, while the new 110L (which has a manual clutch) also benefits from a more traditional big bike pattern, with 1-N-2-3-4.

The clutch on the 110L is buttery smooth, has a light pull, and is perfect for beginning riders.

So how do the two bikes lay out side-by-side when it comes to the chassis? The L has more suspension travel, and a taller standover height. You can check out the chart below to get a better idea.

At 6’0”, and 205 pounds, I’m pretty much like a circus bear on the regular 110. But on the 110L, I actually had a blast on Fox’s mini track. Riding under the lights was fun, though a bit dark in spots.

See? Even six-footers can fit on the stock 110L. Yep, we also dig the new Answer gear.

Sure, I did rotate the bars forward a bit, because I was wearing knee braces, to prevent them from snagging under the bars. But overall, it definitely had a bit more grunt than a the previous 110, and it actually didn’t feel like it was horribly undersprung, even over some of the small doubles and tables on the Fox facility. Of course, Kawasaki recognizes that plenty of adults ride these as well, and took that into consideration, boosting the spring rates on both ends.

The clutch should prove to be plenty easy to use for beginning riders (we barely ever touched it once underway, even in tight hairpins), and shifting was smooth and easy. For that track? Put it in second gear and go.

If you squint a little, you can almost picture this bike under a Christmas tree...

Overall, Kawasaki accomplished two things here. They gave the classic 110 a nice upgrade, and did an awesome job of filling the gap between their regular 110 and their 140, while giving bigger and more advanced riders a nice upgrade. Suggested retail for the duo? $2,099 for the 110, and $2,249 for the 110L.

More info? www.kawasaki.com

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Part of Oakley’s new Fall release sunglasses are these flavors of the Fuel Cell. You can pick from:

Polished Brown Smoke frame, Dark Bronze lens ($100)
Polished Black/Matte Black frame, Warm Grey lens ($110)
Polished White/Matte White frame, Black Iridium lens ($110)
Polished Clear/Matte Clear frame, Violet Iridium lens ($110)

More info? www.oakley.com

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