This year though, the only update this bike receives is a set of bold new graphics. Minor updates like a new rear-wheel setup with a wider rim, a new spoke pattern, and a wider Dunlop tire were the only changes. Last year we said the Yamaha YZ250F was unchanged, and for the most part, it was. Engine mapping and suspension tuning always remained within what was already available on each motorcycle. Any adjustments made during our test required no special tools unless it came with the bike purchase. The only “modification” we made was the DeCal Works number-plate backgrounds, just to make the bikes pretty. The Honda CRF250R and the GasGas MC 250F come to their graduation ceremony with no changes from the previous year.Įvery bike was ridden just as you’d find them straight off the showroom floor. The Kawasaki is also heavily updated while still riding on the same platform. However, the KTM and Husqvarna see ground-up revisions for the 2023 model year. While unchanged for ’23, this current generation YZ, and even the ones before, have seen shootout success for the last few years, and another year on top wouldn’t come as a surprise. The Yamaha is essentially the class president, the golden child, the teacher’s pet. As they get ready to walk across the stage or out of the dealership doors, three of the six-machine lineup see dramatic changes, while the other half maintain their mid-generation stance. That’s how this year’s class of 250cc four-stroke motocrossers is. Class presidents, class clowns, jocks, nerds and those that fall between the cracks. Others have changed drastically throughout the years. Some of those in the crowd are the same as they’ve always been. Masters, bachelor’s, military, high school, whatever. This generally aligns with what I knew about springs vs valving and aligns with everything I have read, spring for weight, valving for feel.stiffer CAN be plusher.Think back to your last graduation day. At lower pressures in the low 140's the fork was all over the place and kept losing the front and was SUPER harsh.higher pressure the forks smoothed out and was much more controlled. I started with 145, went up to 147, back to 143 and this last weekend up to 153.heads and tails more controlled and more plush at 153. Based on my research, 3-5 psi is a 'rate' so that puts the fork in the neighborhood of 149 - 153, so not far off the Racetech but lightyears off what many folks suggest here. I had to go up to a 4.8 in the back to get my sag number (2 rates) so the thought was I need to go up 2 'effective' rates in the front. My way of originally adjusting fork was basing fork PSI off rear shock spring. The Racetech calculator puts me at 155 PSI! Not the hardest, not the fastest, but a good representation of difficult old school enduro trails with a bit of everything.mostly 1st - 3rd gear stuff.īike is speced at 143 PSI std for the fork. We know the pre 21's have a slightly different design, so can't comment directly on those, but do feel like this should apply to all the AER / XACT air forks.īike is a 2021 350 XCF, riding is primarily done in the PNW on tighter, more technical trails. Lots of talk on PSI on these forks and lots of opinions.but just wanted to share some of my experiments and where I ended up.
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