DirtFirst Racing has now expanded its line of Works Parts for the KTM Freeride EXC with the Enduro/Offroad Skidplate. This 3/16″ thick aluminum subframe has been designed and tested by racers for the demanding conditions found in EnduroCross, Hard Enduro, and Desert Racing. This skidplate uses the stock mounting locations, offers easy access to the coolant drain bolts, and is 100% Made in the USA. This is the same skidplate used by Hard Enduro ace Joey Van Roekel.
DirtFirst Racing and Hollywood Movie Bikes have once again teamed up to build a bike that the big factories have been dragging their feet on, and this time it’s Husqvarna. With no electric bikes in their model lineup larger than a 50cc gas equivalent, and a growing number of battery bikes from other manufacturers hitting the market, one would think the brand known for some cutting-edge bike design might want to get in the mix. Maybe it’s a lithium and cobalt supply issue. Maybe they are waiting for the charging infrastructure to be ironed out. Maybe it’s a result of CEO Stefan Pierer going all in on the techno-optimism of E-Fuels replacing gasoline, a pipe dream in which we can keep using existing ICE designs and run them with fuel made from refining captured carbon with solar power. Whatever the reason, the company’s stagnation has allowed DirtFirst Racing to put out an electric MX bike model that Husqvarna could be building now.
Based on the DirtFirst team’s KTM Freeride Supermini race bikes, the EE18 uses all the innovations and works parts the team has developed during the last two years of participation in various racing disciplines. With a race-winning pedigree and proven reliability, the EE18 fills a gap in the motorcycle industry’s electric MX lineup.
The heart of the EE18 is KTM’s 18kw brushless electric motor, which is energized by a 3.9kwh lithium-ion battery pack and managed by an integrated motor controller. This powertrain has proven to be very reliable and simple to maintain. The smooth power delivery and water cooling allows it to outperform even the most highly modified Surrons and Talarias. To enable the EE18 to be raced at its maximum output in hot conditions, DirtFirst has added 30% more coolant capacity, as well as mounting 3” diameter cooling fans on the radiators. The fans run off a separate 12v battery and are controlled with a handlebar switch. An LED temperature gauge is mounted in the bar pad, and reads the coolant temp as it exits the motor’s water jacket for maximum accuracy.
The EE18 uses 43mm WP Air Forks, which are lightweight and easily adjustable. Schmidt Performance handles the fork valving and low friction coating. Billet XTrig ROCS triple clamps keep the fork tubes secured, and have a 14mm offset. The RaceTech GS3 rear shock is fully adjustable, and a wide range of springs are readily available off the shelf for different weight riders.
The 19/16” Supermini-class wheel set consists of Faster USA billet hubs with stainless steel Bulldog spokes and Excel rims. The Renthal drive sprockets and DID chain are 428 series and standard 14/49 gearing works for most race tracks due to the geared transfer case.
To stop the 230lb machine, the EE18 is equipped with Brembo brake systems front and rear. These are the same brake components used on the current KTM SXF models. A Galfer 260mm floating front rotor, and 220mm rear rotor are sized perfectly for the bike’s weight.
A DirtFirst aluminum skidplate protects the motor while still allowing maximum airflow to the motor casing. A G2 Ergonomics billet aluminum throttle tube and throttle play eliminator inserts are used, as well as Renthal 827 FatBars and Renthal grips. The Apex Raptor titanium foot pegs are lightweight and offer superior grip. The Works Connection Holeshot Device is a must for MX starts, and the Red Label pleated gripper seat cover and team graphics complete the package.
Most of the custom parts on the Husqvarna EE18 are available through DirtFirst Racing. We try to keep all parts in stock, including the hard-to-find OEM pieces. Pricing and info can be found in the products menu on this website, or email andy@dirtfirstracing.com with any inquiries.
Photos: Mark Kariya @kato.foto
2024 DirtFirst Husqvarna EE18 Rockstar Edition Components:
WP 43mm XACT AER forks
XTRIG ROCS billet aluminum triple clamps
RaceTech G3-S rear shock
Black anodized Excel 19”/16” rims
Faster USA billet hubs and Bulldog S/S spokes
Renthal sprockets, 14/49 gearing
DID 428NZ chain
Dunlop MX33 tires with HD tubes
Brembo SXF front brake system with Galfer 260mm floating disc
Brembo SXF rear brake system with Galfer 220mm disc
G2 Aluminum throttle tube
Renthal bars and half-waffle grips
Arc folding front brake lever
Works Connection Holeshot device
Apex Raptor Titanium foot pegs
DirtFirst Racing high capacity radiators
DirtFirst Racing radiator fan system
DirtFirst Racing MX aluminum skid plate
DirtFirst Racing by Red Label pleated seat cover
Acerbis MX plastic kit
Rockstar Edition graphics
2024 DirtFirst Husqvarna EE18 Rockstar Edition Specifications:
Engine-Permanent magnet synchronous motor
Maximum electric power-18kW(24hp)
Maximum torque-42Nm(31lb ft)
Maximum motor speed-7000rpm
Battery-Powerpack HV Lithium Ion
Battery voltage-260V nominal
Battery capacity-3.9kWh
Cooling system-Water cooled, electric water pump, auxiliary radiator fans
Frame-Perimeter, steel/aluminum composite
Fork-WP XACT 43mm AER, 10.95in of travel
Fork offset-14mm
Rear shock-RaceTech G3-S 10.24in of travel
Front brake disc-260mm floating
Rear brake disc-220mm
Primary transmission ratio-1:2.4
Final drive ratio-14:49
Chain and Sprockets-428 Series
Wheelbase-55.44in
Seat height-33.75in
Ground clearance-12.50in
Overall weight with battery and fluids-232lbs
Battery weight-62lb
Sequatchie, Tennessee- The 13th running of the Tennessee Knock Out Hard Enduro took place in the rocky creek beds and rooty hills surrounding the Trails Training Center facility near Chattanooga, with over 500 riders in attendance ready to tackle one of the most challenging offroad courses in the world. Team DirtFirst/HollywoodMovieBikes made their Hard Enduro debut at the event, with AMA Hard Enduro ace Joseph Van Roekel and GNCC/NHHA/Score veteran Andy Lagzdins both riding KTM Freeride EXC electric motorcycles in the Emoto class. Saturday’ night’s highlights included Roekel qualifying on the front row for the main event, and Lagzdins taking a big win in the EnduroCross Straight Rhythm LCQ to transfer to the big show. A brilliant ride by Roekel on Sunday put him second in the Emoto overall, demonstrating the smooth power and solid reliability of the KTM in the most demanding conditions.
The TKO Racebikes used completely stock batteries, controllers, and motors for smooth power delivery and maximum reliability. Some of the DirtFirst Racing modifications included: high capacity radiators, auxiliary cooling fan systems, and full coverage skidplates with water pump protection.
Los Angeles, CA- The Team at DirtFirst Racing has been hard at work prepping bikes and riders for the upcoming Tennessee KnockOut Hard Enduro event, which will include an electric motorcycle class to determine the 2023 AMA National Champion for Emoto Racing. DirtFirst will be fielding a two rider team consisting of AMA Hard Enduro ace Joseph Van Roekel and GNCC/NHHA/Score veteran Andy Lagzdins, both riding KTM Freeride EXC motorcycles.
The Team’s bikes have been modified for Hard Enduro competition using the vast amount of knowledge gained from years of development in various racing disciplines, including Motocross, Desert Racing, and Grand Prix.
APRIL 22, 2023 SAN BERNARDINO, CALIFORNIA- The KTM Freeride Supermini displayed its dominance of the pitbike tracks once again at the Platinum Futures race event at Glen Helen Raceway, with Hayden Robinson and Rocco Morse going one-two in the Open Electric Main Event. The KTM proved itself as the bike to beat in the tight confines of the AME course, winning the heat and main event over some formidable competitors riding Surron and Talaria electric dirtbikes.
The smooth power delivery of the Freeride Supermini proved to be a major advantage over the Surron and Talaria-based competitors- enabling the DirtFirst Team riders to put the power to the ground sooner exiting the tight corners of the Glen Helen track. Both team bikes performed flawlessly the whole day, and quickly recharged their batteries in between motos.
DirtFirst Racing and Hollywood Movie Bikes have teamed up to offer the first race ready Supermini Electric motocross bike. Aimed at 12-16 year old Mini MX racers, this ground-breaking bike starts as a production KTM machine that is then modified to the specifications of the Team’s race-winning bikes. The Freeride EXC is a true KTM product that has been available to the public for almost ten years, until recently only in European markets. This bike has the rock solid reliability and worldwide parts network you would expect from any KTM product. This same chassis has been the basis of not only the Freeride EXC, but also the Freeride 250cc and 350cc gas-powered models.
Over the last two years, DirtFirst Racing has race-tested and developed the production KTM Freeride EXC into a bike capable of competing head to head with Supermini-class gas bikes in AMA competition. The Supermini classes are traditionally the final step before racers graduate to full size race bikes, and the Freeride Supermini begins to fill the gap between the smaller KTM SX5E and the full size electric race bikes that we know are on the horizon.
Team DirtFirst riders Rocco Morse and Tommy Luera have competed in MX, GP, and desert races throughout Southern California, helping the Team gain the valuable real-time race data that the major electric motorcycle manufacturers have yet to openly pursue. That’s right, we have been at the track working on suspension, battery swaps, quick charging, gearing, basically all aspects of racing electric bikes in real-world situations.
DirtFirst Racing has stocked their inventory to supply a limited run of these unique machines. These bikes have the high-quality components and cutting-edge technology that only a private race team operation can provide.
Many electric bike manufacturers have visions of their bikes winning races, but DirtFirst Racing has actually done it. Get a head start on the coming Electric Revolution with the only competitive Mini MX racing bike currently available.
2023 DIRTFIRST RACING KTM FREERIDE SUPERMINI SPECIFICATIONS
WP 43mm XACT AER Forks
WP XPLOR 5746 Rear Shock
Excel 19/16″ Wheelset w/Faster USA Hubs and Dunlop MX33 Tires
Renthal Sprockets and DID ERT3 Chain
Brembo SXF Brake Systems w/Rear Foot Brake and ARC Front Brake Lever
Galfer 260mm Floating Front Brake Disc
Renthal Bars and Grips w/G2 Billet Throttle Tube
Raptor Titanium Footpegs and Works Connection Holeshot Device
DirtFirst Aluminum Skid Plate and Key Switch Mount
Acerbis MX Body Kit w/Factory Edition Replica Graphics and Seat Cover
232 lbs – 33.75in seat height – 24.5hp
SUPERMINI POWER
24.5hp max motor output is comparable to current gas bikes such as the Kawasaki KX112, KTM 85SX 19/16, and Honda CRF150RB, with a smooth power delivery and no clutching or shifting.
SUBSTANTIAL RANGE
Easily run full motos on National MX tracks on a single charge. We have run two 5-lap motos on Glen Helen’s Main track on one charge.
FAST CHARGING
Top off the battery in between motos with the included 220V fast charger. The battery charger runs on a 3500w generator for use at the track. A fully spent battery charges to 100% in less than 2 hours. 220 VOLT POWER IS NECESSARY FOR CHARGER.
QUICK CHANGE BATTERIES
Swapping batteries takes 30 seconds, with no special tools and no plug connectors to worry about. Spare batteries available for purchase directly from KTM.
BREMBO SXF BRAKE SYSTEMS
An all-OEM foot-operated rear brake, 260mm Galfer floating front disc, and the same high quality calipers and master cylinders from the current KTM SXF models.
WP SUSPENSION
The WP 43mm AER Fork and WP XPLOR rear shock setup is fully adjustable for 110lb-140lb riders.
The DirtFirst Racing Freeride Supermini is available for order now. Contact andy@dirtfirstracing.com for more information.
FULL SPECIFICATIONS
Engine- Permanent magnet synchronous motor
Maximum electric power- 18kW(24hp)
Maximum torque- 42Nm(31lb ft)
Maximum motor speed- 7000rpm
Battery- Powerpack HV Lithium Ion
Battery voltage- 260V nominal
Battery capacity- 3.9kWh
Cooling system- Water cooled, electric water pump
Frame- Perimeter, steel/aluminum composite
Fork- WP XACT 43mm AER, 10.95in of travel
Fork offset- 20mm
Rear shock- WP XPLOR 5746, 10.24in of travel
Rear wheel- 16″x1.85″ Excel rim
Front wheel- 19″x1.40″ Excel rim
Front brake disc- Galfer 260mm floating
Rear brake disc- Galfer 220mm
Primary transmission ratio- 1:2.4
Final drive ratio- 13:46, Renthal sprockets
Chain- DID 520 ERT
Wheelbase- 55.44in
Seat height- 33.75in
Ground clearance- 12.50in
Overall weight with battery and fluids- 232lbs
Battery weight- 64lb
By Andy Lagzdins
Electric motorcycles are on the verge of breaking out of their stigma of being inferior to gas bikes. After years of looking like science projects and bicycles with car batteries, Emotos have refined their looks and are appealing to more and more riders. Making electric bikes look cool is one thing, but making them competitive on the race track is whole different story. Looking at the electric bikes that are for sale right now, the KTM Freeride EXC is currently (in 2021) the best machine available from the big manufacturers to use as a platform for a racebike. It is a solid, reliable design that can be modified to compete in various disciplines. Parts are readily available from KTM through dealers that are signed up for the Freeride Program. It has been in production since 2015, but until recently has only come to the US in small batches. KTM had a working prototype of this bike back in 2008, when the goal was to build a zero emissions bike that was comparable with a 125cc two stroke MX bike. Eventually the Freeride ended up in a class of its own, somewhere in between a trials bike and an enduro bike. The forks, shock, hubs, and brakes are right off of the KTM85SX, and with the motor putting out basically the same power as a KX100, it makes sense to set it up as a Supermini. More specifically, with a 235lb weight, it is best suited as a mid-size bike for bigger kids 12-16 years old. This is not a direct stepping stone from KTM’s SX-E 5, but it does create an option for young riders to stay on electrics.
So with my platform and basic vision nailed down, I started the process of making the Freeride competitive with current Supermini’s. With the help of accomplished teenage racer Rocco Morse, we put together a bike that could run with some of the fastest Supermini offroad racers out there. This is a quick rundown of how we set up the bike that Rocco raced in 2021.
The first order of business was to change the stock 21/18 wheels to a set of 19/16 wheels to make it “legal” to run in Supermini classes. Most race series and events that offer a Supermini class have it in their basic requirements that the wheels have to be 19/16. The front and rear hubs on the Freeride are identical to KTM85SX hubs. I had Faster USA build a set of wheels with their 85SX hubs and Excel rims. The rims are 19”x1.60 front and 16”x1.85 rear. The tires we use are Dunlop MX33’s with OEM rim locks and Michelin AirStop HD tubes.
If you want to continue using the kickstand after installing the smaller wheels, the kickstand will need to be shortened about an inch. I like the convenience of the kickstand when moving and storing the bike. The kickstand unbolts easily with just one T45 bolt, and I take it off the bike before we go to the start line or before practice.
The Freeride comes with a unique rear brake setup, in that it uses a caliper that is actuated by a hand operated master cylinder on the left side of the bars where your clutch lever usually goes. Changing the setup to a more “standard” foot pedal actuated rear brake is easy and straight-forward. Some riders like it on the bars and some riders like it on the pedal, but it really comes down to rider preference. I think that if the person riding the bike will ONLY be riding the Freeride, then the hand rear brake might be the best choice. If the rider will also be riding bikes with a foot brake, then from my experience its best to set up all the bikes that person will ride the same to eliminate the transition time from bike to bike. The foot brake system on Rocco’s bike is an OEM pedal and master cylinder mount from the 250R Freeride, and the master cylinder, caliper, disc and brake line from a 2020 KTM SXF.
The foot brake system on Rocco’s bike uses an OEM pedal and master cylinder mount from the 250R Freeride, and the master cylinder, caliper, disc and brake line from a 2020 KTM SXF. The SXF caliper will only fit onto a 2021 and later Freeride caliper mount.
With the 2021 model, the rear hub changed from a four bolt disc to a six-bolt disc. The diameter of the rear disc also went to 220mm. There is no OEM KTM rear brake disc available that is 220mm with a four bolt pattern. If you need to run the older wheel, Nihilo Concepts offers a disc to make it work.
The front brakes on 2021 and newer Freeride EXC’s are pretty good, but there are easy bolt-on upgrades that bring the performance up to the level necessary for racing. KTM made it easy by making the caliper mount the same as current SX/SXF models. The complete front brake system from a 250 or 450 will bolt right on, and you can utilize the stock 240mm front brake disc. On Rocco’s race bike I use the caliper, master cylinder, and brake line from a 2020 KTM 250SXF.
The 240mm stock front disc is good, but a 260mm Galfer floating disc is better. The oversized disc is a KTM Powerparts item, and Braking makes a billet caliper mount bracket that moves the caliper out 10mm. The Galfer disc has the hole in it for the wheel sensor magnet, so the computer will still work. The larger 260mm disc comes in handy when slowing down the 235lb motorcycle. The floating aspect of the disc allows it to center itself between the pads after braking, which means less rolling resistance and heat.
The front brake master cylinder and brake line from the 2020 250SXF is a direct bolt-on. The stock Freeride handlebars don’t have much straight area where the master cylinder mounts on, so you might want to change to a different set of bars. Rocco prefers the Renthal 827 bend, which has more room for adjustment.
The 43mm WP XPlor forks on the KTM Freeride are pretty good. They are set up on the plush side, and if you try to ride it hard or jump it, you will run out of adjustments pretty quick. On Rocco’s race bike I run WP 43mm XACT forks straight off a 2021 KTM85SX. A major benefit of using these forks is that I can effectively change the “spring” by changing the air pressure. It is great for when I have other riders testing out the bike and I can easily set it up for their weight by changing the air pressure. We have been running between 105-110psi, and Rocco weighs 130lbs with no gear. The added bonus is that these forks weigh less than the XPlor forks. David at Schmidt Performance revalved the forks, and other than that no parts were changed or upgraded. We use a Works Connection Holeshot device.
The KTM Freeride rear shock is very similar to that of the 85SX, with the most notable difference being the overall length. The Freeride shock is one inch shorter than the 85SX shock. The Freeride shock is fully adjustable, with rebound and high/low speed compression adjustment. The shock on Rocco’s bike was revalved by David at Schmidt Performance.
As the bike comes, the compression adjuster on the rear shock is not easily accessible without pulling the subframe off. I made a hole in the battery box so I can get to the adjuster with a T-handle wrench. The seat flips up, and the 12v battery is removed without using any tools. The battery dangles nicely out of the way while making shock adjustments.
The KTM Freeride is geared for torque from the factory. The stock 11/48 gearing is ideal for actual “freeriding”, like wheelies, trials, urban obstacles and rock climbing. When I first installed the 19/16 wheels with the 11/48 gearing I did a speed check and it would max out at only 40mph. We went to a motocross track with that setup and it didn’t have enough top speed to clear any jumps. Over the next few rides on the bike, we went from 11/48 to 13/40. I kept going taller with the gearing, with no complaints from Rocco on the acceleration coming out of corners. The 13/40 gearing puts the top speed at right around 55mph.
A 13 tooth front sprocket is the largest that I feel comfortable mounting on the bike, because it puts the chain about 1/4” away from a boss on the crankcase. A 14 tooth front sprocket fits on and clears everything, but there’s not a lot of clearance, and a rock or some debris in the chain could spell disaster. The rear sprocket we are currently using is a 40 tooth aluminum by Sprocket Specialists. I prefer DID ERT3 non-oring chains and OEM chain guides and sliders.
Many disciplines of off road racing combine high speeds and rocky terrain, necessitating extra protection for the motor case and other vulnerable areas of the bike. We made an aluminum skid plate that offers coverage on the sides of the motor. Since the skid plate also acts as a structural part of the frame, extra care had to be taken to ensure it would fit properly and not preload the frame. The stock skid plate and the bottom of the bike were scanned so all the dimensions were available for the CAD designer to create files for bending and cutting of the pieces. To have the best balance of strength and workability, 3/16″ thick 5052 aluminum was used. The finished product fits perfectly and offers substantially more protection than the stock skid plate. We have tested both solid and vented designs.
The user interface of the Freeride is quite minimalistic, mainly due to the absence of the clutch lever and shifter. The left side of the handlebars is completely bare, and the right side just has the throttle/switch assembly and the front brake master cylinder on it. My choice of handguards are Cycra ProBend with Moose mount brackets.
I installed a coolant temperature gauge in the bar pad. The gauge has a sensor in the coolant hose on the right side of the bike.
The key switch is relocated to behind the front number plate with a bracket attached to the instrument cluster mount.
Footpegs from 2015-era SXF’s fit right on, and I use Raptor Titanium pegs.
The fenders and number plates on the bike are a mix of OEM Freeride and 85SX parts. The front fender, fork guards, and front number plate are all Acerbis 85SX. The radiator shrouds, battery covers, and rear fender are OEM Freeride EXC. The side number plates are OEM Freeride 250R. The seat cover is a pleated gripper by Red Label and the graphics are custom Team DirtFirst/Hollywood Movie Bikes. The OEM taillight and plate bracket are easily unbolted to clean up the back of the bike.
With Rocco riding, we run the Freeride in Mode 3 all the time, unless we need to pace the battery consumption to finish a long distance race. For motocross races, running out of charge is not an issue. At desert race events the Youth loops are between 5-12 miles, and battery consumption varies depending on the terrain. It helps to be able to prerun the course to gauge battery consumption, so we can plan our pits. Our battery swaps average about 45 seconds, and only require one tool, an impact with a 10mm socket. I keep the studs for the battery mounts clean, with a thin film of grease on them. I also keep the o-ring on the electrical connector lubed so the battery slides in easily. I wait until the day before an event to charge the batteries, and transport them in secure Pelican cases.
The Freeride battery can go for up to 30 miles depending on the terrain, speed, and rider ability. KTM did a major update in 2018, when the range was extended by 50%. As the popularity of electric bikes increases, so will the amount of battery R&D by the manufacturers. There has been talk by KTM, Honda, Yamaha and others to use a standard battery made by Panasonic for their future electric bikes.
This is one area in which the Freeride shines over its gas-powered counterparts. There is basically no maintenance work that needs to be done to the motor or controller, other than checking the coolant and oil levels. No piston, valves, clutch, crank, or transmission. There are a few bearings and gears in the transfer case, but the 200ml of gear oil stays clean for a very long time due to no clutch plate wear and resulting contamination of the oil. I kept checking the transfer case oil through six months of riding and racing (probably 50 battery cycles) and it never got discolored, so I changed it just to do it. This means one quart of oil will do three to four years of oil changes for an average rider.
The water pump is a separate sealed unit that fits into a hole in the side of the motor casting. It is literally held in place by the radiator hoses, and is easy to access and remove. When I say easy, I mean all you need is a screwdriver and some coolant to change your water pump. I run Engine Ice coolant in my bikes. Even though the highest coolant temperature I have measured is 130F, the controller can go into a limp mode from too much heat right around that range. The Freeride gets nowhere near the 200F+ temperatures of gas bikes, but it goes into a reduced power mode at a much lower temperature. That being said, if you are riding your Freeride in extended wide-open situations, keep your radiators clean, flush your coolant at least once a year, and remove your horn for more air flow.
So without the need for top-end rebuilds, valve adjustments, clutch replacements, air filter cleaning, carb rejetting, or silencer repacking, you can spend more time on maintaining the suspension, brakes, wheels, tires, and sprockets. The Freeride also has no rear shock linkage to service.
Rider: Rocco Morse
Mechanic: Andy Lagzdins
Sponsors: DirtFirst Racing, Hollywood Movie Bikes, FasterUSA, Red Label MX, Schmidt Performance, 3Bros Racing, Galfer, O’Neal, Sprocket Specialists, NCY Motorsports, Parts Unlimited
Motor: Liquid cooled Permanent magnet synchronous
Max Power: 24.5hp @5000rpm
Battery: Lithium-ion KTM PowerPack, 3.9kwh
Rated Voltage: 260v
Transmission: Single-speed automatic
Front forks: XACT 43mm WP Air, revalved
Rear shock: WP Xplor PDS, revalved
Front travel: 278mm (11in)
Rear travel: 260mm (10.25in)
Frame: KTM steel-aluminum composite
Handlebars: Renthal 827 FatBar
Brakes: Brembo SXF calipers/master cylinders
Front rotor: Galfer 260mm
Rear rotor: Galfer 220mm
Chain: DID 520 ERT3
Front Sprocket: 13T Renthal
Rear Sprocket: 40T Sprocket Specialists Titan Tough
Grips: ODI
Skidplate: DirtFirst Racing
Seat cover: Red Label MX
Hubs: Faster USA billet
Rims: Excel Takasago 19/16
Tires: Dunlop MX33
Hand guards: Cycra Probend w/ Moose mounts
Foot pegs: Raptor Titanium
Holeshot device: Works Connection
Ridgecrest, Ca 4/10/2021– Team DirtFirst rider Avila Lagzdins scored a class win at the Inaugural Biltwell 100 desert race in Spangler Hills OHV Area in Southern California. She used the easy-to-ride power of the DirtFirst-prepped KTM Freeride EXC electric motorcycle to finish the 25 mile loop in just over 53 minutes, with only one minor fall on a technical downhill section. She used her electric bike experience to pace herself through the desert terrain, saving just enough juice in her battery to get the checkered flag as the top finisher in the Misfit Class. Hats off to Avila for an awesome ride in her first race on the Freeride!
Lucerne Valley, CA, October 25, 2020
Team DirtFirst rider and multi-time Baja and NHHA Champion Andy Lagzdins competed in the final round of the 2020 Hare and Hound Series in Lucerne Valley, California on the DirtFirst prepared Zero DSR Baja electric motorcycle. Lagzdins came out of retirement to pilot the prototype machine around the technical 40 mile loop, and in the process finished ahead of most of the gas powered bikes. “The original goal was to finish the race and get a starting point to develop the bike from,” said the 2-time NHHA Champ after the race. “But that plan kinda went out the window as soon as the banner dropped. I went down a couple times in the soft stuff, and after that I settled into more of a finishing pace.”
The 450lb, 75hp dual sport motorcycle ran along side the Ducati’s and Harley’s in the newly-formed Hooligan Class. The Zero ran the entire race in Sport Mode and still had a third of its battery capacity left after the demanding 39.5 mile course, which took 2 hours and 17 minutes to complete. DirtFirst Emoto Team Captain Beau Nilsson was enthusiastic, “The bike worked well right out of the box and we were very impressed that our watt-hour per mile figures were quite a bit lower than expected.” The team is entirely focused on improving the performance of Emoto bikes, and are currently developing the KTM Freeride E-XC in addition to the Zero DSR.
Click Here to look at pics of the 1977 Husqvarna CR250 restored by DirtFirst.
Click here to check out some pics of this 1968 Honda Z50 restoration by DirtFirst.
Check out the step-by-step build of this iconic dirtbike. CLICK HERE
Newberg, WV- 5/2-3/2015
DirtFirst Racer Andy Lagzdins finished second at Round 2 of the Kenda Full Gas Sprint Enduro Series at CJ Raceway in West Virginia. This is big step toward Lagzdins being chosen for the U.S. Senior AMA Team to contest this year’s International Six Day Enduro in Slovakia as this race also served as the AMA East Coast ISDE Qualifier round. “What a great weekend of racing, it feels good to get back to my roots in the East Coast terrain. The format is different but fun,” said Lagzdins, who is a veteran of the GNCC, OMA, and ECEA Enduro series but now living in Southern California.
The format consisted of 14 separate timed Enduro and Cross sections; the Enduro loop was approximately 4 miles of woods and the Cross section was 3 miles of pure grasstrack. After the first day of racing Lagzdins sat in 3rd place in the Senior E4 Class. Brian Storrie, a 10 time ISDE Veteran, led the class followed by another ISDE Veteran, Pat Flynn. Flynn was a mere 26 seconds ahead of Lagzdins at the end of the first day. During the first Enduro section of day two Flynn went down allowing Lagzdins to make up the time deficit and then some, eventually finishing 36 ahead of Flynn in the final overall standings.
This is the second year for Lagzdins to be attempting to make the ISDE Team. At the West Coast Qualifier in in Idaho 2014 he crashed on the first day, breaking a bone in his left hand. “Idaho last year was a heartbreaker. This finish helps me forget about that and focus on preparing for the ISDE if I get the call to go.”
Lagzdins rode a KTM250XC owned by ATC racing legend Ted Trey. Andy’s former GNCC mechanic Tony Kwiatkowski prepped the bike. “I can’t thank those guys enough,” said Lagzdins. “They pretty much took care of everything so I could concentrate on the race.”
For more info check out www.fullgasenduro.com.
Click here for Cycle News coverage of the event
Click here for Video highlights of the event
Nothing but Honda TRX250R’s in the DirtFirst pits back in 1991!
For more old school ATV pics check out ANDYS WORLD OF MOTO.com.
The more things change the more they stay the same. When most people think about ideals that have staying power like: life, liberty and the pursuit of happiness, we think of dirt and the desire to ride motorcycles on it. This is exactly the reason why DirtFirst has been around for so long, because people just love to ride dirt bikes! Here is a big THANK YOU to everyone that has followed their passion for riding motorcycles.
Check out the new website featuring DirtFirst Racing’s very own Andy Lagzdins:
Great race pics and stories from over the years, pics of race machines from the 1980’s, 1990’s up to now!
Having about an hour to burn up in your schedule is highly advised!
We are starting a gallery of bikes, trikes, quads, and whatever else might come through the doors of DirtFirst Racing.
See if you recognize any of the fine machines in the lineup!
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Johnson Valley, Ca October 14, 2012-
DirtFirst Racing’s Andy Lagzdins secured a second consecutive AMA National Hare and Hound Championship this past weekend at the SoCal MC promoted event in the Johnson Valley OHV Area. Andy rode his Duncan Racing powered Honda TRX450R to a second place finish behind Matlock Racing’s Josh Caster to score enough points to clinch the title with one round left to run in the series. Andy’s rival for the championship, Bill Markel, had an off day and could only muster a fifth place finish in an event that took its toll on racers and their machines.
The race consisted of a 40 mile loop through mostly technical terrain. The course incorporated tight canyons that were only barely wide enough for the quads to fit through. Multiple bottlenecks occurred on the course, caused by broken and overturned quads and racers fatigued from lifting their machines around and over rocks and boulders. The lack of precipitation in the area made the conditions even more treacherous as dust proceeded to hide some of the upcoming obstacles.
“The plan was to make sure the quad finished in one piece,” said Lagzdins after the race. “There were a few times there that I started to push it, but I thought about the big picture. Now I can relax and concentrate on preparing for the Baja 1000.”
This is the fourth championship in desert racing for Lagzdins since coming out to the West Coast from Maryland in 2009. Team DirtFirst is sponsored by Christy’s Racing, Duncan Racing, ITP, Elka Suspension, Roll Design, Moose, Aplinestars, RPM Axles, TireBalls, and IMS Products.
DirtFirst Racing team rider Andy Lagzdins is the featured rider for this week’s Wednesday Wallpapers feature on ATVRiders.com.
You can always count on photographer Harlen Foley to get some awesome pics! Click on the 1680 images for maximum detail.
Check it out here: http://www.atvriders.com/atv-sxs-wallpapers/2012-07-04-andy-lagzdins-nhha-honda-450r-atv.html
Jericho, Utah May 5th, 2012 – DirtFirst Rider Andy Lagzdins claimed a 2nd place finish at Round #5 of the 2012 National Hare and Hound Series, and in doing so made a big step towards the ATV series championship.
The SageRiders MC hosted the event, which was laid out through the Little Sahara OHV area near Jericho, Utah. The ATV race consisted of a 54-mile loop that the quads circulated twice. The high speed course contained a mixture of sand dunes, rocky hills, and flat out connecting trails. This year’s event was in stark contrast to the snowy 2011 event, and a lack of rain prior to the event made for a very dusty race.
Lagzdins got off to a fast start on his DirtFirst prepared Honda TRX450R, and quickly worked his way to the front behind leader Chris Brigman. The two riders engaged in a battle for the top spot that saw both riders in the pits together at the end of the first loop. “I could see Chris’ dust cloud ahead, and it gave me the motivation to catch him,” stated Lagzdins after the race. “I wish I could have dug a little deeper and gave Chris a run at the end.” Yamaha mounted Brigman stayed on the gas and scored his first NHHA win in a while. “I crashed on the second loop and thought for sure he would catch me. That was rough!” stated Brigman, who is now a Utah resident after moving from El Centro, Ca. Another Utah racer, Ray Bulloch, finished third on a Suzuki. Bill Markel, who is second in points for the NHHA Championship, gutted out a fifth place finish while still healing from injury.
The Series goes back to Utah for the next round, put on by the SugarLoafers MC in Cherry Creek, Utah on May 19th.
Lucerne, Ca April 22, 2012– DirtFirst racer Andy Lagzdins made it three race wins in a row with a victory at the Vikings MC Virgin Voyage in the Johnson Valley OHV area. The 2011 AMA National Hare and Hound ATV champion led the race from start to finish in a dominating performance, conquering the challenging terrain and enduring temperatures in the high 90’s. “By the time I got to the dry lake bed, I was really feeling the heat,” said Lagzdins after the race. “Luckily it was a mostly high-speed track and that created enough air flow to keep me from overheating. I just kept a steady pace and stayed out of trouble.”
A long, high speed bomb run across the desert started the 40 mile loop, which used many rocky washes and hillclimbs in addition to the high speed sections. Lagzdins’ Duncan Racing powered Honda TRX450R proved fast and reliable in the conditions, powering into the lead at the start and opening a 2 minute cushion by the finish. Yamaha mounted Chris Dobbins held second after the bomb run, but faded at the end with a flat front tire. Local Lucerne resident Johnny Moreno used his familiarity with the terrain to finish second. Honda rider Caleb Delgado rounded out the top 3 overall quads.
Many riders suffered flats and punctures during the event, but Andy’s ITP Holeshot XCT tires equipped with Tireballs survived the brutally rocky sections of the course. “There were a few sections that made me feel like I was riding a Trials event on a quad! Popping over boulders and finding ways around dirt bikes that were stuck on the hillclimbs,” stated Lagzdins.
Bill Markel, whose consistent finishes in the first two rounds had him second in series points, suffered a broken back in a crash during a race 5 weeks ago. Amazingly, Bill geared up and rode the race for points, finishing the event and vowing to be ready for the next round in Utah in two weeks.
Lagzdins now holds a commanding lead in the series. The next race on the NHHA schedule takes place on May 5th in Jericho, Utah.
Since it’s introduction in 2004, the Honda TRX450R has shown versatility and staying power only matched by Honda’s legendary TRX250R. Winning races from one end of the racing spectrum to the other, be it Baja, National MX, WORCS, GNCC; the 450R has shown it is the machine of choice for those serious about winning races. Relatively unchanged since its inception, it is the top choice for non-factory Pro racers and amateur racers alike.
DirtFirst has been building race winning 450R’s since 2004, with Team riders winning state and national titles on these fast and reliable machines. In this segment we will show you the step-by-step assembly of a race ready TRX450R that DirtFirst rider Andy Lagzdins will campaign during the 2012 season.
The first step is to find a stock quad to use as the starting point. We found this leftover 2008 TRX450ER at a dealer in SoCal, and picking up a leftover is a less expensive alternative to buying a current year quad. The TRX450R did not receive any major changes from 2006 to 2012, so any model you can find in that year range is basically the same.
Here is the quad stripped of all the parts we are not going to use. It is best to just get all that stuff out of the way and boxed up to reduce the amount of parts in the work area.
These are the OEM parts that will be used. The 2008 swingarm, front hubs and spindles have been swapped out with 2005 TRX450R parts to work with the suspension components that we are going to use.
We will start bolting on the front end components. Here is the steering stem, a Roll Design +1″. These stems use castings at the top and bottom, both welded to the CrMo main tube. The GPR damper is a low-mount that bolts onto the frame just behind the front bumper. The bar clamps are Roll Design 1 1/8″ for Fat Bars. The brake lines are steel braided Duncan +2″.
This is a good pic of the GPR installed. The linkage has quick-release ends on it so that it can be removed easily by hand, which makes swapping the damper out very easy and quick. The brake line tee is bolted onto the frame with a longer bolt so that a nut can be threaded on the opposite end to reduce the chances of the bolt coming loose and falling out. The brake line tee does not require teflon tape due to the type of fittings used.
The bottom nut on the steering stem uses the OEM seal collar under it. The nut gets some medium Loctite and should be torqued to 51 ft.lbs.
This is a MX/Desert Roll Design front end for 04-05 TRX450R’s. The original front spindles from the 08 were swapped out with 05 spindles. The tie rod ends are stock 08.
There are two things to look out for when mounting the balljoint adapters into the spindles. Make sure you put the short ones on the top and the long ones on the bottom, and make sure the cotter pin holes are positioned so that the cotter pins can be installed and removed easily. This picture shows the best cotter pin hole positioning.
The front a-arm mount bolts are flipped around so that they can be removed without removing the front bumper. At this point the lower balljoint adapter nuts can be tightened. We use some loctite on these, because there is no cotter pin and the consequences of one of those nuts coming off while racing at high speed are very severe. The upper balljoints are left loose because they will need to be threaded in and out during the front end alignment process.
The front hubs are 2005 450R. The calipers have been the same from 2004-2012. The front shocks are Elka Factory shocks, and measure 20″ from mount hole to mount hole. The Elka lower shock guards protect the surface of the chrome shock shafts from rock damage. Any imperfections in the chrome can make the shaft seals leak oil.
The brake mounting bolts get loctite, as do the brake disc mounting bolts and the upper and lower shock bolts. A Duncan Racing front bumper looks good and adds a bit more protection than an aluminum front bumper.
Here is a pic of the front brake line clamps, they are for 1″ diameter a-arms. We put some tubing over the brake lines in the spindle area, so there is no chance of the spindle rubbing a hole in the line. Just cut a slit in the tubing, slip it over the line, and zip tie it in place.
The rear swingarm from the 2008 gets swapped with a stock 2005 swingarm. The ProDual Elka linkage and Factory shock are set up for that year of swingarm, and this combination works better in most applications than the later model setup due to the location of the linkage mount on the swingarm. The 04-05 swingarms are 3/4″ shorter than the 06-later. Most racers prefer the longer swingarm, as it makes the 450R hook up more predictably and wheelie less out of turns.
The swingarm pivot bolt is a Walsh cr-mo bolt and the reservoir mount is made by Elka. The linkage comes with the bearings and seals already pressed in, but the collars are taken from the stock linkage.
The rear shock is installed with the rebound adjuster positioned to the disc side so there is room to access it without having to take the skidplate off. The upper shock mount bolt is installed from the left side of the quad so it can be removed without taking the exhaust off. We Loctite the shock and linkage bolts.
The Elka reservoir mount makes for a really clean mounting position.
Now is a good time to swap out the upper subframe mount bolts with some longer 12.9 grade bolts. The stock bolts are notorious for breaking and backing out even with loctite on them. The 12.9 grade bolts are stronger, and the extra length allows you to put a locknut on the bolt. Loctite the bolt into the threads and the nut onto the bolt and you will not have any problems with your upper subframe bolts.
The RPM Dominator axle is currently the best axle available. You can order them with an extra thick sprocket hub that makes them even more indestructable. We prefer the twin row bearing carrier instead of the taper roller bearing carrier. The twin row bearing style allows the fade nut to be tightened against the bearings and hubs securely, where the tapered bearing configuration needs to be left slightly loose to avoid excess pressure on the tapered bearings. This allows the disc hub to move back and forth slightly during acceleration and braking.
Our anti-fade nut of choice is a Lone Star part mainly due to the fact it has two 5mm pinch bolts instead of one.
The chain is a Regina ORN 520×100 O-ring. We have used these chains since the 90’s with great results.
The sprocket is the stock 38t steel, which is stronger than an aluminum sprocket. The wheel hubs are stock steel units. The rear caliper mount and brake disc are also OEM parts.
We set up the axle spacers as shown to make the front and rear the same basic width. The sprocket mount bolts and brake disc mount bolts get Loctite on them.
It is very important to install the swingarm pivot nut with a torque wrench. If the nut is not tightened enough it will come loose, if it is tightened too much it will stress the threads on the bolt and the bolt will fail prematurely.
The rear hubs are installed on the axle with an impact gun. Generous Loctite is used on the axle threads, and of course a new cotter pin.
The rear brake system gets a Duncan steel braided brake line and parking brake blockoff plate. The Roll Design footpegs are very durable, offer excellent grip in wet/muddy conditions, and have mount holes to easily attach heel guards and/or nerf bars depending on what type of race the quad will be entered in. MX and WORCS races require nerf bars, but in Desert racing nerf bars are generally not used because they tend to catch rocks and plants.
The rear caliper mount bolts get Loctite. The new brake line washers from the brake line kit are used. The parking brake blockoff plate is installed to keep dirt out of the caliper, there is an o-ring seal underneath that actually holds the brake fluid in. It is a common misconception that the blockoff plate holds in the brake fluid, but this is not the case.
Chassis protection and drive chain guides are important in any type of racing, but in Desert racing it is absolutely vital due to the amount of unexpected and unavoidable impacts with rocks at high speeds.
The swingarm skidplate starts out as a PRM Products .25″ thick aluminum skidplate. To clear the Elka linkage, the skidplate is cut as shown. The linkage is moved through the travel to make sure it does not bind at any point. The mount bolts are 10.9 grade and are installed with generous amounts of Loctite.
The rear chain guide comes with M6x1 bolts to work with the original threaded mount holes in the swingarm. To make these mounts more durable, the holes in the swingarm are drilled and tapped to a larger M8x1.25 thread. The collars in the guide are also redrilled to fit the new 10.9 grade bolts. Loctite these for sure!
The bottom of the chain guide is cut off close to the skidplate slider. If the chain guide does come off of the swingarm (if the bolts break), leaving the bottom of the chain guide open lets the guide fall completely of the quad instead of getting caught in the chain/sprocket and stopping the quad.
This shows how the brake disc side of the skidplate is trimmed down, but still offers good protection for the disc.
The controls consist of a set of Renthal CR Hi bend handlebars, Renthal dual compound grips, a Works Connection Elite clutch lever, a Motion Pro Vortex throttle and cable to work with the stock carburetor, and a Pro Design kill switch.
The stock on/off switch is retained mainly for the start button, and makes things a little cramped on the bars. Some grip donuts are added between the grip and switch to cut down on hand irritation from rubbing on the switch housing.
The Vortex is a 1/4 twist throttle for quick throttle action. The grips are glued on with Pro-Taper grip glue and safety wired in place.
The exhaust system is a Duncan Racing Fat Boy 4. This pipe is very tough, makes great power, and is quiet enough to pass sounds tests at the track. The exhaust gasket that goes into the cylinder head exhaust port gets replaced every time the exhaust is unbolted because it is a hollow, crush-type copper ring that can only be used once.
To make this quad pass tech at the desert races, a spark arrestor screen is bolted on beneath the end cap.
To let the motor breathe better and complement the free-flowing exhaust, we install a Pro Design filter kit. The kit comes with an aluminum insert ring for the airbox, and a two-stage foam filter. The foam filters don’t flow as well as a K&N, but they filter better. The filter is oiled down with foam filter oil. We will run no airbox lid.
The parts for the modifications to the stock carb include: #48 pilot jet, #172 main jet, OBELR adjustable needle, and an R&D remote adjustable fuel screw. The picture above shows the original fuel screw next to the R&D setup. Having your fuel screw adjustment on the side of the carb where you can access it saves a lot of grief. We will start out with the needle clip in the center position.
To monitor run time on the motor we will install a Works Connection hour meter.
The Works Connection mount makes it easy to attach the hour meter on the frame in front of the CDI unit.
To change the rev limit, this green wire is clipped. This is basically the same wiring modification that is done with the small sub-harness in the Honda HRC power-up kit, and lets the motor rev 1000rpm more before hitting the limiter.
This IMS fuel tank holds almost 4 gallons, and is setup for a dry break receiver. Sometimes the tank needs to be clearanced so that the receiver slides up and down smoothly without rubbing on the inside of the hole, and its important to bolt the receiver in place and test it before installing the tank on the quad.
A vent elbow is installed in the front of the tank by drilling a hole in the area just in front of the receiver, as high up as possible.
It is also a good idea to wash out the tank with water, blow it out with compressed air, and let it dry completely. This will make sure that there are no bits of plastic left in the tank to clog up your petcock screen.
The wheels we are using are DWT billet center Beadlocks. These tires are ITP Quadcross XC Pro, 20x11x9 rear and 22x7x10 front, which are used for WORCS races and GP’s. Tireballs are a must for racing, and this combination of tires and wheels takes 14 2003 Series balls at 8 psi of nitrogen in the front, and 12 2004 Series balls at 8 psi of nitrogen in the rear. No air is used in the tire itself.
When mounting the front fenders, they need to be clearanced for the Elka shock reservoir and adjusters. The fenders are marked where they need to be cut.
Then an air saw is used to make a clean cut, which is dressed up with a file.
With the bodywork in place the project is almost complete.
The final step is the decals and graphics that make the quad really stand out visually, and help promote all the companies that supply the great components.
The final product is a quad that is ready to take on the toughest terrain and the most demanding race courses.
Photo by Kinney Jones
The first race of the Score International Baja Series will take place this Saturday, March 10th in San Felipe, Baja California. DirtFirst rider Andy Lagzdins will be back in action on the Christy’s Racing Team’s #3A Honda in Class 25. Team riders Craig Christy, Dave Scott, Jose Ramirez and Robin Fawcett have been pounding the miles getting ready for what is arguably the toughest race per mile of the Score Series, and together they hope to bring back the magic that landed them the 2009 Score Overall ATV Championship.
The 2012 San Felipe course will be unique as it utilizes some new terrain, but one thing is for certain- there will be miles and miles of whoops! Check out the Score International website here.
Team DirtFirst Racer Andy Lagzdins made it two wins in a row to start off the 2012 National Hare and Hound season with a win at the 62nd Annual Moose Run put on by the Four Aces MC at the Spangler Hills OHV area in Ridgecrest, California. The mild temperatures and dry weather made for a enjoyable but dusty event, with the course consisting of long whoop trails punctuated with rocky sections.
Lagzdins took the holeshot on his Duncan-powered Honda TRX450R at the start of the 47-mile course ahead of rookie NHHA racer Keith Carlson, with Yamaha rider Chris Dobbins in third. Within five miles Carlson had made his way past Lagzdins and into the lead on his Suzuki LTR450. A battle ensued between the two riders for the next 20 miles, with Andy trying desperately to get back in front and out of the dust. “I was just blazing my own line through the desert next to Keith’s dust cloud,” said Lagzdins after the race. “I never thought that a quad could blow through bushes and cactus like that, but I wanted to get back up front so bad I pushed it to the limit.” A flat tire on the rear of Carlson’s quad would slow him enough to allow Lagzdins to motor past and take the win, but the fast young rider held off the rest of the field to finish in second place. “My race was going great until about 30 miles in, then I got a flat tire,” said Carlson after the race. While running in the third spot, Dobbins crashed hard and broke the subframe on his Raptor 700. “I was about a minute behind Keith when I had a big crash that destroyed my subframe near mile marker 35, and then I bent a tie rod just short of check #3,” said Dobbins. After a bad start, Teixeira Tech’s Bill Markel worked his way up through the pack to finish third for the day. “I had a good start then Andy started coming over into my lane and instead of challenging him I let him have the lead. Wrong choice- he dusted me out so bad I fell back to about 5th or 6th. I passed a couple quads back by the bomb. I ended up 3rd overall quad today,” said Markel after the race.
Both Lagzdins and Carlson will be racing in Mexico at the Score International San Felipe 250 on March 9th; Andy with Craig Christy’s Class 25 team, and Keith with Nick Nelson’s Class 24 team. The next round of the NHHA Series will be the Vikings MC event, which will take place at the Johnson Valley OHV area on April 22nd.
Photo by Kinney Jones
Andy Lagzdins gave DirtFirst Racing its first race win of 2012 at the first round of the National Hare and Hound Series held in Johnson Valley, California on January 22nd. It was a great start for the current NHHA champion’s title defense, and showed that Lagzdins was not only racing the series again in 2012, but looking to repeat last year’s dominant performance on his DirtFirst Racing Honda TRX450R. “It feels good to come back after the long break and find that I still have what it takes to win,” stated Lagzdins after the race.
The 40 mile, single loop race was held in dusty conditions, making a good start on the 3-mile bomb run an important advantage. Andy’s Duncan National Kit equipped motor fired instantly, and powered him into the lead pack of quads by the banners. After taking over the lead, Andy missed a turn which allowed Keith Carlson to get past. Keith is a top ProAm rider in the Big 6 GP Series, and was making his debut in the NHHA Series at this race. Andy overtook Carlson on a rocky downhill before the halfway point and built up a 6 minute lead by the end of the race. “I got up to the top of a ridge and noticed that I hadn’t seen markers in a while. I turned around and saw Keith making the turn that I should have made on the previous ridge. I stepped it up a notch to get back into the lead, and carried the momentum to the finish,” recalled Lagzdins. Yamaha-mounted Bill Markel, who won the last race of the 2011 season, battled his way into second place at the finish. “My race went well. I got the holeshot and was first to the bomb. Had a good battle all day with Mark Ornellas and Chris Dobbins, and ended up second,” said Teixeira Tech-sponsored Markel after the race.
Backing this year’s DirtFirst Racing Team are the familiar sponsors that have helped the team riders win championships all across the United States and Mexico. These include Duncan Racing, Roll Design, Elka Suspension, ITP Tires, RPM Axles, TireBalls, and IMS Products. Andy’s personal relationships with Moose Racing, Alpinestars, and ATVRiders.com will continue through the 2012 season, basically arming Lagzdins with the same successful package that he has enjoyed since his days racing the GNCC’s in the East.
Round Two of the NHHA Series takes place in Ridgecrest, California on February 12th. For information check out www.Nationalhareandhound.com.
The DirtFirst Racing sponsored Christy Racing/Duncan Class 25 Team finished in 4th place at the 44th Annual Score International Baja 1000. This year’s event was run on a 692 mile course starting and finishing in the oceanside city of Ensenada, Mexico. Unusually damp weather in the area created mudholes and water crossings that are rarely seen on a Baja race course. The traditional start area in the wash heading out of town needed to be excavated with heavy equipment before race day, but even so the motorcycle and quad racers rode the high sides of the wash to avoid deep water on the straightaway. With a Score truck-only race taking place in the San Felipe area a few months prior to the Baja 1000, much of the race course in that area was rougher than expected and put an extra toll on machines and bodies.
Starting the race for the #6A team was DirtFirst Racing’s very own Andy Lagzdins, on the Lenny Duncan-tuned Honda TRX450R. Unfortunately, a broken rear axle just outside of Ojos Negros set the team back nearly two hours due to the remote location of the mishap. “At first I thought the wheel had come off, but then I looked down and the axle was broken clean off!” recalled Lagzdins after the race. “I had to ride sitting on the front hood for a few miles to get within radio range so I could tell my team what was going on. Once they knew what the situation was they came out with parts and next thing I knew I was back in the race.”
With the inspired riding of Dave Scott over the Summit, and Cody Mitchell through the Laguna Salada lake bed down to Borrego, 6A kept motoring at race pace. During a rider change just past San Felipe, the pit crew noticed the swingarm skidplate was missing. Closer inspection revealed the mount bolts had been sheared off, and the call was made to replace the swingarm, remarkably only a 15 minute swap with the dedicated Duncan crew.
Dave Scott pounded through miles of whoops heading north from San Felipe. “It was hard to choose lines at night through there,” commented Scott after the race. “Even with prerunning it felt like I was off the course sometimes, there were so many choices.” The course overlapped itself for roughly 10 miles through Borrego, which made the twice-traveled section of whoops extremely rough.
Jose Ramirez and Robin Fawcett piloted the 6A machine across to the coast where Craig Christy took over and brought the quad into Ensenada for the finish after 23 hours and 35 minutes of racing. “We’ve raced 18 Score races, and this marks 16 finishes,” said Craig Christy at the finish. “I never could have achieved this without my riders and my support crew.”
The Christy’s Team is looking forward to the 2012 Score season starting with the San Felipe 250 in March, and hoping to regain the form that netted them the 2009 Score Overall ATV Championship.
Andy Lagzdins leaves the start line in Ensenada at the 2011 Baja 1000.
For more great pictures from the Baja 1000, check out MyBajaPhotos.com.
For more info on the race and results check out www.Score-International.com.
For more race coverage of the Baja 1000, check out the full report at www.ATVRiders.com.
The 44th running of the infamous Baja 1000 will begin in Ensenada, Mexico on Friday, November 18th. DirtFirst Racing’s frontman Andy Lagzdins will once again be a member of the powerful Christy’s/Duncan Racing team on the #6a Honda. The team is in a position to win their first Class 25 Championship to add to their multiple Class 24 Titles, sitting only three points behind the defending champ Wayne Matlock, but only two points ahead of Rafael Torres’ team. The tight points race should make things very interesting at the Baja 1000, as it is the final race in the Championship.
At the first Score race of the season, the San Felipe 250, Team Christy’s Honda TRX450R was the first quad to cross the finish line. After penalties and disqualifications were handed out by the Score officials, the team would find themselves bumped to third place due to a missed virtual checkpoint. Sadly, it was a missed opportunity to capitalize on a rare mechanical meltdown by Matlock’s 1a squad, who could only salvage a seventh place finish after multiple suspension issues.
At the Baja 500 things were looking good for the team as Lagzdins came over the Summit to find Matlock’s TRX700XX on the side of the track with a broken tie rod end. Lagzdins’ lead didn’t last long however, and while running across the dry lake bed at Laguna Salada the 6a quad came to a halt with a broken timing chain. Head Mechanic for the team, Lenny Duncan, and his son Danny were able to get the quad back together, and with the remarkable performances of the Christy’s team riders they ended the race in third place.
The Christy’s Team is led by Craig Christy, who is a veteran of the Score series and in addition to being a fast rider he is also an expert in logistics and race strategy.
Dave Scott, a New Mexico native and past Best in the Desert Overall Quad Champion, is the go-to guy for pounding out miles and miles of Trophy Truck whoops. He has a reputation for being tough as nails, and has been known to put 100% into his section of the race to the point where he requires medical attention after he gets off the quad.
Felipe “Lipy” Velez Torres, whose team won the Baja 1000 in 2010, has teamed up with Christy’s Racing this year. Lipy is a resident of San Felipe, and his combination of blazing speed and familiarity with the terrain and line choices makes him arguably the fastest man around the San Felipe section of the course.
Andy Lagzdins comes off a dominant season in National Hare and Hound competition, going undefeated and claiming the National #1 Plate in his first attempt. Andy’s expertise in extreme terrain, which he developed though years of racing on the tight GNCC circuits of the East Coast, gives the team an edge through the most demanding sections of the Baja course.
Wildcard rider Garrin Fuller, whose multiple WORCS ProAm wins and Quad-X ProAm Championship this year served notice of his incredible speed on an ATV, is making his Score debut at the 1000. Garrin is learning the ropes and will be ready to take on miles of racing if duty calls.
Duncan Racing builds the motors for the Christy’s team, and the reliability of the FatBoy 4 equipped powerplants has helped the team win many championships in the desert. The Elka shocks and Roll Design suspension components the team uses are state of the art, and mandatory if you want to finish and win grueling races such as the Baja 1000. Check out the 6a quad at contingency if you are in Ensenada for the race!
Click here to check out the Score International website. You can find out info on the race, start positions, course maps, etc.
Click here to find Baja 1000 race coverage in the forums of Race-Dezert.com.
Thanks to MyBajaPhoto.com for the above photo from the 500 earlier this year. Check out their site for more great pics.
Thanks to Harlen Foley for making DirtFirst Racing look good. I mean, real good.
Check out the rest of the photos in Harlen’s Wallpaper gallery here: ATVRider’s Wednesday Wallpapers
DirtFirst would like to thank our sponsors for helping us wrap up the 2011 AMA National Hare & Hound Championship!
RGEAR Worldwide
Christy’s Racing
Duncan Racing
ITP
DWT
Moose Racing
Elka Suspension
Roll Design
Vortex Ignitions
Alpinestars
The event, which was put on by the AMA District 37 club SoCal MC, was laid out over 38 miles of the most challenging terrain in the California desert. The race began with a dead engine start and a mile-long bomb run across the desert. “I picked a bad line on the start and Kyle Penner and Bill Markel got in front and dusted me out bad. It wasn’t until we got into the tight rock sections that I could see enough to make a move on those guys” said Lagzdins after the race. “The last thing I wanted to do was break the quad by hitting something in the dust, and not score any points.” After making a pass for the lead on Penner at roughly the halfway point of the race, Lagzdins made no mistakes and opened a minute gap at the finish.
Lagzdins, a veteran of the East Coast-based GNCC Series, now adds an AMA National Series to his 2007 OMA Nationals Pro ATV title and 2009 Score Baja Overall ATV Championship. “I can’t thank everyone enough who stood by me when I made the move to the West Coast. It took some time to learn how desert racing is done. The mental game of racing at high speed through this terrain was tough to get comfortable with, but it’s coming easier to me now,” said Lagzdins.
The series concludes on October 23rd with the 100’s MC National also taking place in the Johnson Valley OHV area. This 189,000 acre BLM-regulated portion of the desert is currently in danger of being converted from a public recreation area to a live ammunition testing ground, an issue that the American Motorcyclist Association is aggressively fighting.
To find out more about the National Hare and Hound Series, click here to check out the NHHA website.
Back in 2008 Ken Hill shot DirtFirst Racing Team rider Andy Lagzdins riding the Honda TRX450R that he used to win the 2007 OMA Nationals title. You can click here to check out the complete gallery from that autumn day in the slate quarries of Whiteford, Pennsylvania.
