get him at least a 250cc dirt bike, or better yet a 400 or 450cc bike, he will never out grow that bike, if you think that bike is too fast and powerful for him, you can have the dealer restrict the throttle, then when he masters the bigger dirt bike, you can un-restrict the throttle, make sure he wears a full face helmet, pads, and boots, so if he wrecks, or falls off the bike he won't get hurt.
Solo machines have engines ranging in displacement size from 50cc to 650cc. In the early years of motocross, the 500cc class was considered the premier division. However, as technology progressed, the open class bikes became more powerful and fewer riders were able to ride them at their limits. The 250cc bikes also became faster with newer technology and were more manageable thus, they eventually superseded the 500cc bikes and became the premier class.
The most common distinction between motocross machines is whether they have two-stroke or four-stroke engines. Originally all bikes were four-stroke (in the Pre-65 era), but as the two-stroke engine improved they became more popular with their domination of the sport in the 1970's, 80's and 90's. The two-stroke engine produced more power than a four-stroke engine of the same capacity (cc), however oil must be introduced into the crankcase space for con-rod bearing lubrication, either with a pump or by mixing it with the petrol; this oil is burnt, giving the characteristic smell of a two-stroke engine. Four-stroke continued to be raced in specialist classes throughout this period, partially in the 500cc class. During the early 1980's another wave of technological advancement saw the typically two-stroke air cooled, twin shock rear suspension machines replaced by machines that were water cooled and fitted with monoshock rear suspension. This created even more powerful machines within the existing displacement categories (125,250 and 500cc).
The late 1990's saw an environmental crackdown on two-stroke engines particularly in the large American market. This spurred the development of environmentally friendlier four-stroke engines. While producing less power for the same displacement, four-strokes typically burn the fuel in a cleaner fashion. A major drawback of this is that four-strokes produce a deeper sound compared to two-stroke, which has led to a sharp rise in sound complaints across the world. To make the four-stroke competitive the world sanctioning body amended the displacement categories so that a 125cc two-stroke would compete against a 250cc four-stroke, and a 250cc two-stroke would compete against a 450cc four-stroke. By this point, the 500cc class had been dying out due to their immense power permitting fewer riders with enough talent to ride them at their limits. Yamaha introduced the first "modern" four-stroke with the YZ400F, which was soon succeeded by the YZ426F and then by the "standard" 450cc machine. Other manufacturers soon followed suit, downplaying their 250cc two-stroke bikes. As development progressed the power output of these bikes superseded their two-stroke equivalents, further sealing their fate. The four-stroke revolution continued with a wave of 250cc four-stroke machines to compete against the 125cc two-strokes. Once again manufacturers have been quick to promote these machines against their 125cc two-stroke equivalents. In the summer of 2006 Honda launched the CRF150R to compete in the 85cc class. This required sanctioning bodies to make further rule changes, which are very contentious with fans of two strokes.
For 2008 the MX2 class in amateur racing allowed 144cc two-stroke bikes to race against the 250 four-stroke bikes. This was to encourage more riders into the sport as two-stroke bikes are much more cost effective than four-stroke bikes. In AMA amateur racing two-stroke up to 153cc are allowed to race. But some countries like the UK only allow factory made or bored out 125's up to 144cc.
In professional racing 144cc machines are allowed but they have to be produced as 125's and then bored out to 144cc. This is to deter professionals riding from two-stroke bikes.
Youth racing included the MX2 class through to Autos, Adults ride MX2 through MX1 to MX3.
Motocross machines have extensive suspension to enable riders to tackle large jumps and ride at speed over the rough terrain. The advent of improved suspension transformed motocross from its scrambling origins with natural track to the current form today, with multiple jumps that would have previously been impossible.
To bring the weight down to an acceptable level (usually 200 to 250 lbs for full-size machines), items such as speedometers, lights, kickstands, electric starters, etc. are omitted. Lightweight materials such as aluminum and magnesium are commonly used as original equipment from the factory or sold in the after-market.
Because of the physical nature of motocross, riders spend much of their time standing to absorb shock with their knees. The long, flat seat is designed to allow riders to shift their weight quickly to provide more traction in corners, rather than for comfort.
Unusually for racing machines, motocross bikes can be purchased in a ready-to-race or nearly ready-to-race condition at moderate prices from major motorcycle manufacturers. Many riders, however, modify their machines further, both for outright performance and to have the bike's behavior more in tune with their own preferences or just for enjoyment
The National Sport Health Institute in Englewood, California tested several professional motocross racers in the early 1980s as part of a comparative study of the cardio-vascular fitness of athletes from various disciplines. Athletes from track, American football and soccer were tested, among others. The cardiac stress and strength test results compiled there revealed that the motocross subjects had higher fitness levels than any other discipline tested. Motocross racers now get their heart rate up to around 180 to 190 beats per minute and hold it there for about 35 minutes. Another thing to consider is that they do this twice per day (Original article appeared in DirtBike magazine in 1980). A subsequent study by the University of Pittsburgh Medical Centre's Sports Performance Complex in 2002 reconfirmed the result with more recent motocross racers. The intense physical demand of motocross derives from the fact that the racer of the bike must keep complete control of a 200+ pound bike, while also maintaining their top speed throughout the race
Freestyle motocross (Freestyle Motocross), a relatively new sport, does not involve racing and instead concentrates on performing acrobatic stunts while jumping motocross bikes. The winner is chosen by a group of judges. The riders are scored on style, level of trick difficulty, best use of the course, and frequently crowd reactions as well.
One stunt performed is the backflip, which was disputedly completed on a 250cc motorcycle by Greg Chrin using a specially designed dirt ramp. Soon after this, Mike Metzger completed this stunt using a standard freestyle ramp and dirt landing.[2] More recently Mike Metzger actually did a Backflip over the Caesar's Palace Fountains.[3] Some consider the body varial 360 as the most difficult stunt being performed at this time. This stunt, also called the Carolla, was first performed by Chuck Carothers at the 2004 X Games. Prior to this, the backflip 360, or off-axis backflip, was widely considered the most challenging stunt. Another rider taking freestyle to a new level is Travis Pastrana. At the 2006 X Games, Pastrana performed the world's first double backflip (in competition).[4] It earned him the 2006 Freestyle Gold Medal. The double backflip is currently considered the most difficult freestyle trick.
The latest craze is adult racing on miniature (50cc-125cc) motorcycles called minibikes or Pit-Bikes. The Pit-Bike concept was originally so that full size motocross riders could easily navigate the Pits, the area designated for parking, and setting up prior to an event. The craze grew from there. People began "hopping up" the bikes and racing them against each other. These inexpensive minibikes designed for small children are often transformed for adult use by adding taller handle bars, improving the suspension, exhaust, plastics. Other "hop ups" include larger, bored 75cc-192cc engines and reinforced frames. No standard definition of what constitutes a pit-bike by any major governing body exits, but the normal requirement is a 10"-14" front wheel, and a 10"-12" rear. None of the big 5 manufactures (Honda, Yamaha, Suzuki, Kawasaki, and KTM ) currently offer "race ready" pit-bikes, however some other companies are beginning to sell bikes designed solely for this purpose. These include Pitster Pro, OGM, Xtreme, the SDG, and Sikk MX. The minibike craze is predominately in Southern California, but has risen significantly in popularity in other areas of the US and the world. Pit-bike racing has taken a turn towards mini-moto (Supermoto) also, usually racing on go-kart and tight, small vehicle tracks. Riders usually wear a combination of motocross and street riding gear/leathers.
Supermoto got its start in the late 1970s as a fun side project for many road racers. Its first exposure to a wide audience came on the American television program ABC's Wide World of Sports in 1979. UK racing journalist Gavin Trippe envisioned a racing event that would prove who the best motorcycle racer was and from 1980 to 1985, he organized a yearly event called "The Superbikers," which pitted the top road racers and motocross racers against one another on specially modified bikes raced on special tracks on the television show.
My youngest son has, had a number of injuries over the last few years that have kept him off the bike. A collarbone break which put him out for 12 weeks and a dislocated leg which had him off the bike for another 3 months the first month spent in traction. And that is only just two of the reasons he has had to take time off the bike. He didn’t forget what he knew but needed the time to get his strength back.
If you are off with injury you have to allow yourself time to get the stamina and strength back, but if you are just going away and cannot ride as long as you keep a fitness regime up you will be fine.
Look on websites like www.denniskirk.com in the closeout section. I once found boots for 27 dollars. Normally they will cost you about 150 dollars. A chest protector will normally cost about 80-120 dollars.
This is only a fraction of the cost it would take to repair broken ankles. Or the funeral cost from having a stick go through your chest. These sorts of accidents happen very quickly!
Even with full gear, you can still get hurt, but the chances are FAR lower.
Last week, I was racing, and wearing full gear: chest protector, helmet, goggles, good motocross boots, gloves, racing pants, and jersey. I ended up with a very bad concussion, and broken collarbone. If I had been wearing one more piece of equipment (a "neck roll") I wouldn't have broken my collar bone.
If there are races around your area. Take a walk through the pit section. Many times, racers will be selling their used gear for very cheap prices!
If you are answering this question could you put the volume in litres,
Becka xxx
he already can ride a regular bike
