The CR250R needs no introduction, but we’re going to give it one anyway.

An iconic two stroke, the CR250R is well known and well loved. It’s won just about every trophy it ever could, earning accolades for pro racers like Jeremy McGrath and Ricky Carmichael. But, like all good things must come to an end, the CR250R met its end in 2007 after R&D and production on the two stroke was discontinued. Now, all that riders like us can do is scoop up used models and fix them to suit our varying needs.

That was the story for our used 2004 CR250R. The full-fledged MX bike was on sale for a screaming deal, so we pounced on it and got straight to work. Wanting to do something a little different, though, we got to work on turning the already set up MX bike into an aggressive, off-road riding, trail-railing beast. Looking at the parts and accessories we’ve added, we think it was a total success, but we’ll let you be the judge of that. Watch the video to check out the mods, and keep reading to get a more in-depth explanation of the parts and process.

Engine

When it comes to used dirt bikes, it always helps to pick one up that’s running and (mostly) working; Trust us – we’ve been down the roached road before. Luckily, our ’04 was running and working pretty well, actually, and the engine was only suffering from the common problems that most older CR models do.

Our engine upgrades started with the air boot intake system. There were some sealing issues with the air boot and the air filter, so we combated them with a new, aftermarket filter, and by siliconing the air boot to the air box.

With those issues taken care of, we moved on to the carburetor. We purchased our bike knowing that CR250Rs are notorious for having a finicky carburetor, and that we really didn’t want to have to deal with it. From the start, CRs are difficult to jet and get running perfectly – without even a major change in elevation or temperature. That wasn’t something we wanted to worry about or mess with, so we went straight for the Lectron High Velocity Adjustable Power Jet Carburetor Kit. These kits are hot on the market right now, and for good reason. Using a metering rod instead of jets, the Lectron kit self-adjusts for elevation and temperature, eliminating the need to play around with jetting. That alone was a huge benefit for us, not to mention the confidence we gained in our ’04 as we rode it through deserts and up mountains in the same day.

As we continued working through the engine, we realized that our bike was already equipped with the V-Force 3 Reed Valve. The V-Force setup is a no-brainer for two stokes, especially the CR250R. Helping throughout the power range, the system not only provides more power, but also more bottom end and more top end. We would’ve added one to our CR if it wasn’t already on there - it’s something we wouldn’t want to ride a two-stroke without.

Though the V-Force system definitely helped our bikes bottom end, we still felt like it was lacking. This is a common issue for late model CRs, but our solution was adding the Boyesen Exhaust Flange in conjunction with a new, complete FMF system. Another no-brainer, the Gnarly Toque Pipe was the best suited for our type of riding. Built to be tough, the pipe offers more bottom end bark that carries well through the mid-range. We capped it all off with the Turbine Core II Silencer - the popular, forest service approved, spark arrested addition that keeps us able to ride our favorite single-track trails here in Utah.

Trail Setup

Along with our engine upgrades, another huge facet of this built was getting our bike set up for trail riding. As we mentioned before, the CR250R is a full blown MX bike, so it needed some serious modifications to be able to manage the tighter, more technical parts of the trail. Those modifications started with the 12 oz. Heavy Flywheel Weight coming from Steahly. A weight that attaches to the flywheel, the kit helps with transition through the powerband, giving more grunt down low and more rear wheel tractability.

To work with the new flywheel weight, we set our CR up with the Rekluse Radius CX Clutch. A full auto clutch with the best components that Rekluse has to offer - this is an upgrade we cannot rave about enough. After installing it on our ’04, we noticed a laundry list of benefits, notably eliminated stalling, increased power delivery for no slipping, and longer-lasting parts that outlast stock components. The clutch cover that comes with the kit is just an added bonus, featuring a deeper cover for more oil capacity, and a billet-aluminum composition for durability and toughness in those gnarly, off-road riding conditions. And it’s worth mentioning - with the Rekluse, you really do get what you pay for; it’s a huge investment, but when you’re likely going to have to replace those worn out parts on your used bike anyway, it’s worth it to replace them with an enduring, high-quality system like Rekluse’s.

We had just a few more improvements to make, starting with the 3.1 Gallon Tank from IMS for more range on the trails and through the desert. Next, we added a shiny new set of radiators along with some flashy red radiator hoses. With just those few more additions, our CR’s trail specifications were rounded out, and we finally started feeling confident in its off-road capabilities.

Chassis and Drive

The first thing we tackled in the chassis and drive category was the wheelset. For looks and performance, we went straight to Tusk. Their Impact wheels are second to none, and their 18” rear wheel gave us the setup and forgiveness we needed for our type of off-road riding. Tires were the next step, and we opted for Michelin’s Starcross 5 Medium Terrain Tires. A personal favorite, these tires are long lasting with the same, dependable traction throughout their whole lifespan, even in a variety of terrains. With some Bridgestone Heavy Duty Tubes installed in between, our wheelset was complete.

Driving our fresh new wheelset is the Primary Drive Chain and Sprocket Kit, complete with a steel front sprocket, alloy rear, and gold X-ring chain. Not only do they look trick, the Primary Drive kits are long lasting, low maintenance, and definitely a bang for your buck.

One of the favorite chassis upgrades we made was a kickstand from Trail Tech. If there’s one thing on the trail that gets annoying, it’s holding our bike every time we stop. With the easy-to-install, easier-to-use kickstand, that nuisance was eliminated, and we couldn’t be happier.

Next, we mounted the GPR V4 Stabilizer under our bars. The stabilizer may be out of sight under there, but it definitely isn’t out of mind; GPR’s kit makes a huge difference not only on a single track where we nail rocks and roots, but also just typical off-road riding, helping to keep higher, more consistent speeds. Inspiring confidence, the setup reduces headshake and makes us feel more comfortable, and therefore more stable, wherever we ride.

It’s also important to mention the brake system on our CR. As with any other bike this age, the brake system was not up to snuff with the power and performance of new bikes. So, we wanted to get our CR’s brakes up to par and, since the brakes that came with it were worn out anyway, we replaced everything with our go-to brand for brake components – Tusk. With steel braided brake lines for the front and rear, along with some new brake rotors, our stopping power and leverage were drastically improved. Altogether, the new brake parts really brought our bike to the level of newer models.

Protection

To protect all of our shiny new upgrades, we added a slew of accessories. Starting with our new brake components, we added a Tusk Billet Rear Disc Brake Guard and a Works Connection Caliper Guard. Moving forward, we installed the super tough, nearly indestructible Ricochet Off-Road Skid Plate to protect our engine. From there, Devol’s Aluminum Radiator Guards were the best option for our new radiators. Not only do the guards brace the radiators and keep them straight, they also protect the fins and keep the radiator working like it should. The last protective measure we took was the Tusk D-Flex Handguards. Another personal favorite, the handguards offer the durability, quality, and everything else we need in a set of full wrap around handguards.

Rider Triangle

With our CR250R running well and well protected, it was time to fine-tune its performance, starting with the rider triangle. The rider triangle refers to the rider’s three points of contact on the bike – the bars, the pegs, and the seat. For the bars, we opted for an oversized set of Pro Taper EVOs. The bars give good flex for trail riding and, with some Pro Taper Pillow Top Grips on top, the bars were that much more comfortable. Grippy and sturdy, the pillow tops helped to cut down on the vibration of our older two stroke.

Another thing that helped on our bars was the Magura Hydraulic Clutch. Your bike doesn’t even need to have the Rekluse clutch for the Magura system to be a huge improvement over the stock clutch setup. With an unbelievably easy clutch pull, Magura’s hydraulic clutch consistently enhances our comfort on longer rides and keeps us from getting fatigued as easily.

Moving down to the feet, we swapped out the foot pegs that came on the bike for the Tusk Billet Race Foot Pegs. Switching out the worn – or maybe even stock – foot pegs on these older bikes for an aftermarket offering is a great way to enhance control and feeling every ride. The wide foot bed and super grippy feel on the Tusk pegs made them the best fit for us. And, since we were already down there, we also added a new shift lever and brake pedal from Tusk as well, just to round out our foot upgrades.

The seat cover was last, and it was an easy choice. We’ve run the Rocky Mountain ATV/MC Pro Series Seat Cover before, so we already knew that it was perfect for the type of riding we wanted to do. The cover’s grip helps keep us in place on the seat, and the colorway really played into the look we wanted for our CR.

Suspension

Some other fine-tuning we had to do was with the suspension. Fortunately, the setup our ’04 came with was actually pretty good. All that we did was freshen everything up – setting the sag and giving the clickers a few small adjustments. That quick touch up worked great for us, and has been working well with everything we’ve thrown at our bike.

Aesthetics

Last but not least, we had to add some bling to our new and improved CR. It wasn’t running like an ’04 anymore, so we didn’t want it to look like one. With the MX Restyle Kit from Polisport, our bike’s plastics were updated to this decade, and it made a huge difference. With a custom set of matte Attack Graphics on there, our color scheme was completed, and it really turned out fresh.

The bike was finished off with some red anodized parts – just the cherry on top – giving our CR that bling factor we were after.

In the End

After finishing our bike and taking it on some grueling rides, we were impressed with its handling, performance, and overall feel. This ’04 has never run better, and it’s well on its way to becoming our go-to trail riding machine. Check out the table below for a better look at the parts we used in this build, and be sure to like and subscribe to our YouTube channel to never miss a build like this, plus tons of other cool content.

Tell Us What You Think

Do you like how our CR250R turned out? Would you have done anything differently? Let us know in the comments below!

Parts Available at Rocky Mountain ATV/MC

Pro Taper Evo Bars	Pro Taper Pillow Top Grips	Tusk Billet Bar Clamp
Tusk D-Flex Pro Handguards	Tusk Aluminum Throttle Tube	GPR V4 Fat Bar Stabilizer Kit
Tusk Front Brake Line	Tusk Rear Brake Line	Magura Hydraulic Clutch
Tusk Brake Lever	Ricochet Offroad Skid Plate	Tusk Skid Plate Foam
Polisport Lower Fork Guards	Polisport MX Restyling Kit	Works Connection Rear Caliper Guard
Boyesen Clutch Cover	Boyesen Ignition Cover	Polisport Mud Flap
Tusk Billet Rear Disc Brake Guard	Tusk Linkage Guard	Tusk Oversized Front Brake Rotor
Tusk Rear Brake Rotor	Tusk Brake Rotor Bolt Kit	Tusk Rear Brake Clevis
Steahly Heavy Flywheel Weight 12 oz.	Rekluse RadiusX Clutch	FMF Gnarly Torque Pipe
FMF Turbine Core II Silencer	Boyesen Exhaust Flange	Primary Drive XTS Front Sprocket
Primary Drive Rear Sprocket	Primary Drive Gold X Ring Chain	Primary Drive Sprocket Bolt Kit
Primary Drive Rear Chain Guide	Tusk Air Filter Bolt	Trail Tech Kickstand
Tusk Billet Foot Pegs	Tusk Folding Shift Lever	Devol Extreme Radiator Guards
Trail Tech Vapor Speedometer/Tachometer	Lectron High Velocity Adjustable Power Jet Carburetor Kit with 3 Inch Cable	IMS Fuel Tank
Tusk Gas Cap for IMS tank	Attack Graphics Custom Alloy Kit	Tusk Billet Bling Kit
Rocky Mountain Seat Cover	Devol Lowering Linkage Arm	Tusk Impact Wheel Kit
Michelin StarCross 5 Medium Terrain Tire	Bridgestone Heavy Duty Motorcycle Tube	Tusk Rim Lock

We picked up the 2019 450 XC-F at the beginning of 2019, and instantly knew the bike was something special. After the first ride, we were stunned by how lightweight, sleek, and stable KTM’s newest offering was. It certainly lived up to manufacturer’s reputation of producing podium-level bikes for racers, but we wanted this to be more than just a racing bike. We wanted to take KTM’s dependability with us, whether it was slick rock riding in Moab, local single track mountain trails, endurocross races, or even trail cleaning. So, we took KTM’s beast of a 450 and broadened its uses to make it a jack-of-all-trades for any everyday rider.

Motor

One of the main talking points of the new 450 XC-F was the changes that were made to the motor. While the lower profile cylinder was definitely a plus, many consumers weren’t fans of the new power characteristics. For those that were seeking snappy power, the 450 XC-F didn’t deliver those instantly-high horsepower numbers like models in the past did. We took this into consideration and, after putting some hours on our KTM, we realized we were really having to lean on the throttle. In other words, we were doing everything we could to eek as much power out of the machine as possible. We just weren’t accessing the bike’s power fast enough, so we decided to make some changes.

The most impactful change to the bike’s power came from something fairly small: swapping out the throttle cam. Stock, the 450 XC-F comes with what KTM calls their “gray” throttle cam. It offers a longer pull, one that’s too long for our liking. So, we switched out the gray cam for KTM’s black cam. The black cam has a shorter pull, and helped us jump out of corners and accelerate more quickly without sacrificing our comfort or riding position.

Exhaust

With our motor fine-tuned, we turned our attention to the exhaust. Higher power output usually necessitates a new exhaust, but we found ourselves needing a new system for other reasons, too. After taking a spill in some hard-pack gravel, and another across some ice, we ended up damaging the stock setup. For our replacement, we went with the best and installed the FMF Full System.

Unbelievably lightweight and durable, the new system gave us the peace of mind the stock exhaust did not. It also performed better, giving us reliable power through the rev range.

Playing it Cool

Our new motor and exhaust system were all set up, but we decided that we needed one more thing: a radiator fan kit. These kits are a lifesaver on slow and technical terrain, allowing us to ride for longer without worrying about overheating our engine. We opted to install the Tusk Digital Radiator Fan Kit.

Easy to install and easier to use, the Tusk kit helped us feel more confident and secure about our motor’s performance.

Protection

Next up, we had to decide how we wanted to protect our new engine upgrades. The first addition we made was the AXP Racing Xtrem HDPE Skid Plate. The high density polyethylene (HDPE) plastic construction is 8mm thick, offering unmatched coverage. The biggest plus of this product, however, is its built-in linkage guard that is convenient and boasts a quality that’s second to none.

For more protection components, we looked to Bullet Proof Designs. Their Radiator Guard, Chain Guide Guard, and Disc Guard are all strong, billet aluminum pieces made in a variety of colorways. This helped give our bike a customized look, all while safeguarding the investments we had made.

We rounded out our safety features with the Tusk D-Flex Handguards. This bike is going to take us on a lot of adventures, so we wanted to make sure we could be ready for whatever terrain we might encounter. Plus, the guards protected our levers nicely, making them an inexpensive and effective addition.

Drive

When it came to the drive system, we already knew that Primary Drive products were what we wanted. Their chain and sprocket kits are as strong as they are lightweight, and are able to withstand the rigors of adventure riding. With their Gold X-Ring Chain and Front Steel and Rear Aluminum Sprockets, our bike was looking blinged out.

We also opted to swap out the stock dome spring washer for the Primary Drive model. This is a huge upgrade from stock as the OE washer loses its spring faster than it should. The Primary Drive counterpart is made of higher quality steel, helping it retain its spring longer.

There was only one more upgrade we needed to make to our drive system: tires and wheels. To fit our bike’s color scheme and personality, the Tusk Impact Wheels were a no-brainer. Rather than getting the complete wheel kit, we purchased the rim, hub, and spokes separately to maximize our customization opportunities. Laced with a black rim, orange hub, and black spokes, our wheels were looking fresh and ready to take on some new tires.

Our KTM needed tires as versatile as it was, and the Michelin Star Cross 5 Medium Tires did the trick. Their all-around tread is capable from slick rock to sandy trails, and their Comfort Casing Technology (CCT) provide shock absorption to reduce rider fatigue. Though these tires are already strong and lasting, we also decided to add Bridgestone Ultra Heavy Duty Tubes in the front and rear. These tubes help prevent pinch flats, keeping our tires secure no matter where we’re riding.

Handling

With the motor, exhaust, protection, and drive features figured out, our bike was finally looking the part. Now, we just needed to make sure it was riding as good as it looked. We started with the AER air forks. Don’t get us wrong, these forks are some of the best of their kind that we’ve ever seen, but there are always some downsides to air forks and their characteristics. For one thing, they tend to run high in stroke. It’s harder to get the tires to stay down in a rut or corner, and in the slower stuff like rocks or logs, the riding is just too harsh. To get us more comfortable on the bike, the forks were shipped off to Kreft Moto. Kreft specializes in WP suspension, and boy, have they found their niche. They’ve honed in their suspension skills, and have developed proprietary technology to help. In this case, we were after their Revalve Control. This feature is an external piece at the bottom of the fork that allows the rider to control or change valving without having to break anything down. That means that we can go from moto in the morning, change the suspension, and be cruising trails in the afternoon. It’s awesome technology that only Kreft is using, so we took full advantage of that as well as their attentive micro-finishing to the lower fork tubes and shock shaft. Once we got everything back, our suspension was set up to our weight, riding skill, and style, and we couldn’t be more thrilled.

Our suspension was down pat, but there was still more to do to optimize our 450’s handling. First up was the Ride Engineering Show Steering Damper. This was a great option for us. The damper is not bulky, which means we don’t have to sacrifice our bar height or comfort to accommodate for the product. When riding, the damper offers resistance when the wheel gets pulled in uneven terrain, and keeps the bike straight when it’s hard for the rider to hold on.

Ride Engineering also hooked us up with a One Piece Bar Mount. In the case of a crash, the mount helps to keep the handlebars rigid and unmoving, preventing injuries and tweaking of the bars. This is a good thing, because we want to make sure our sleek Fasst Flexx handlebars stay in prime condition for as long as possible. The Fasst bars are super strong, so they help absorb the impacts and jolts of the ride, letting us ride longer without feeling the effects.

To connect our Tusk D-Flex Handguards to the bike, we used the Tusk Flexx Bar Handguard Mounts. This allowed us to mount the warp around handguard while maintained the flexibility of the bars. We topped the bars off with the ODI Emig Lock-On Grips. The grips are the whole package: they’re comfortable, look great, and are easy to install.

Our focus on handling wrapped up with the Stegz Steg Pegz. A good pair of foot pegs should do a lot of things, and the Stegz offering checks all the boxes. Designed to grab onto the back of riders’ boots, the foot pegs keep riders in a good, forward riding position, keeping them on the bike and reliving arm pressure and fatigue. They were an awesome final addition to round out the capabilities of our KTM.

Body

With the internals of the machine taken care of, it was time to focus on the body. There were a lot of things we changed, but one thing we decided to keep the same was the gas tank. The stock tank is already slim, not to mention it already gives us the range that we need.

For the changes, we decked out our machine with Acerbis products. Their X-Brake Disc Guards, X-Brake Frame Guards, X-Power Crank Case and Clutch Cover and Plastics Kit played to the factory look of our bike. Their colorways were the perfect complement and, with a full matte graphics kit and seat cover from Attack Graphics, our bike was finished off and easily the best looking bike on the trail (it will be, too, until you do this build for yourself).

The Wrap-Up

And just like that, our build was complete. Our KTM’s power was restored with a little spunk and spirit to take us from trail, to track, to rock, to race with enough ease for most everyday users. In the end, our 450 XC-F build is only the beginning of many adventures to come.

Tell Us What You Think

What do you think about our build? Did we leave anything out? Let us know in the comments below!

Parts Available at Rocky Mountain ATV/MC

Fasst Flexx 1 1/8 Handlebar	KTM Lock-On Throttle Tube	Ride Engineering Handlebar Mount
Ride Engineering Bar Mount Bushing Kit	Ride Engineering Showa Steering Damper and Steering Head Stabilizer Bracket Kit	Tusk D-Flex Pro Handguards
Tusk Flexx Bar Handguard Mounts	ODI Emig Lock-On Grips	Tusk Front Brake Reservoir Cap
Tusk Rear Brake Reservoir Cap	AXP Racing Xtrem HDPE Skid Plate	Acerbis Plastic Kit Orange/Black
Acerbis X-Grip Frame Guards	Attack Graphics Graphic Kit	Attack Graphics Factory Seat Cover
Tusk Billet Steering Stem Nut	Tusk Oil Filter Cover	Tusk Front Brake Rotor
Tusk Rear Brake Rotor	Tusk Oil Filler Plug	KTM FMF Factory 4.1 RCT Titanium Silencer with Carbon End Cap
KTM FMF Titanium Megabomb Plus Header	Primary Drive Alloy Sprocket & Chain	Acerbis Chain Guide/Slider Kit Black
Bullet Proof Designs Chain Guide Guard	Primary Drive Dome Spring Washer	Tusk Folding Shift Lever
Tusk Aluminum Brake Pedal	Stegz Steg Pegz	Tusk Kickstand
Tusk Nyloc Axle Nut	Tusk Axle Blocks	Bullet Proof Designs Radiator Guards
Tusk Digital Radiator Fan Kit	Trail Tech Stator Kit (80 Watt)	Tusk Billet Fork Adjuster Knobs
Tusk Impact Wheel Set	Bridgestone Ultra Heavy Duty Motorcycle Tube	Michelin StarCross 5 Medium Terrain Tire
Acerbis X-Brake Vented Front Disc Cover with Mounting Kit	Bullet Proof Designs Rear Disc Guard	Tusk Rubber Valve Support/Seal
Tusk Rim Lock Nut/Spacer

The Honda CRF450R is an iconic bike not only in Honda’s lineup, but also in the history of four-strokes. In 2002, Honda dropped the first ever 450cc race bike – the CRF450R – and the model completely changed the game as far as competitive 4-stroke race bikes go. After a few years’ worth of refinements and upgrades, the model quickly became the cream of the crop, with 2005-2008 standing as the golden years for Honda’s 450 race bike.

So, when we saw a totally roached ’05 CRF450R go up for sale, we got an idea: What if we restored this revolutionary bike to its former, golden-era-racing glory? We knew it would take a lot of blood, sweat, and TLC, but we were determined to have a reliable, competitive race bike by the time we were done. So that’s what we did, and we even filmed it all in an in-depth, totally comprehensive video series called Roached2Racing. Here, we’ll just go over the parts and accessories we added, but you can use this article and that video series as a resource and fun way to look at restoring an old four-stoke. Check out the stand-alone build video below, and keep reading for an explanation of all of the mods we made!

Engine

The first thing we tackled on our roached-out Honda was the engine. We picked up the 14 year old bike knowing it didn’t run, so we were prepared to go through the engine from top to bottom. Starting with the top end, we replaced the worn out piston, bearings, crank, seals, and gaskets with the Wrench Rabbit Engine Rebuild Kit. Next, we made sure our head got some fresh valves, then moved down to the bottom end to replace those bearings, too. With some all-new transmission components added, our Honda was officially running again. There were still a few more engine issues we wanted to address, though – starting with the clutch.

With how worn the other engine components were, we weren’t surprised to find a trashed clutch basket and fried clutch plates in our Honda. We decided to go with all aftermarket replacements, first adding the Hinson Momentum Clutch Basket. A common problem with older 450 four-stokes is stalling and flaming out, but the Hinson clutch is an effective solution. Essentially the same as a flywheel weight, the weighted basket adds rotating mass to the engine, addressing the problem and adding some extra performance in the off-road, technical, gnarly conditions we want to ride our CRF in. With the Tusk Competition Clutch Kit and Billet Proof Hinson Clutch Cover added, our clutch was like new, refreshing the look of our engine while toughening it up a bit.

The final clutch upgrade we made was further up the bike with the Magura Hydraulic Clutch. Older 450s are notorious for having a hard clutch pull, and that can really take a toll on you after you after a few hours of riding or racing. To combat that fatigue, we made the switch to a Magura system. The easy installation (the system is essentially plug-and-play) provided a night-and-day difference in clutch-pull. Magura’s consistent, one finger pull is such an improvement from the stock setup and was easily one of the top upgrades we made to our CRF.

Continuing up the bike, we noticed that our stock radiator hoses were leaking. This was an easy fix to make, and we replaced the old hoses with Mylers Radiator Hose Kit. It was a must-have adjustment to make, while still serving as a nice accent to our engine. We also decided to add an hour meter. With our fresh engine upgrades, we’re not taking any chances with maintenance. An hour meter helps keep us on a regular maintenance schedule so that we can keep our new bike in top condition.

To round out our engine upgrades, we made some final adjustments to the intake and exhaust. The old air filter was replaced with a Tusk First Line Air Filter, and the carburetor was rebuilt with the Tusk Carburetor Repair Kit. With our new and improved intake, it made sense for our exhaust to follow suit. The stock header was munched, anyway, so we installed a full FMF system, including the spark-arrested Q4 silencer. Lightweight, durable, and dang good looking, the full system was the perfect addition to our refreshed engine.

Altogether, the engine upgrades all stayed within stock specs, keeping the bike reliable and still really fun to ride.

Chassis and Drive

As with any bike this age, parts are likely going to be worn out, loose, and ready for replacement. That was true for all of the bearings on our 2005 CRF. We kicked off our chassis and drive upgrades with a whole set of new bearings from Pivot Works. New steering stem, swing arm, shock, linkage, and wheel bearings revolutionized our bike’s feel and helped get everything working and moving properly again.

Once the new bearings were added, the next moving part we had to tackle was the wheels. The front wheel that came on the bike was cracked, giving way to seized spokes and nipples. Repairing them wasn’t worth the manpower, not to mention the safety concerns, so we opted for a full wheel replacement. We knew that we wanted our bike to have a red and black color scheme, so we decided to build a custom Tusk Impact wheel set with black rims, black spokes, and red hubs. The new wheels provided just what our bike needed – long-lasting performance with some extra flash.

When it came to the tires, we didn’t hesitate. A personal favorite of ours is the Dunlop MX52, so that’s what we mounted on the front and rear. They looked great on our new wheels and are an awesome option for desert racing - something we plan on doing with our rebuilt CRF450R. That’s why we also added some Bridgestone Ultra Heavy Duty Tubes. Sure, they add a little extra weight, but it’s well worth the protection from flats during a race or typical off-road riding.

Next up, our bike was in desperate need of a new chain and sprockets. Adding the Primary Drive Chain and Sprocket Kit with an X-ring chain and stock gearing was the best option for us. The kit even came with a counter shaft spacer, giving us just enough to safely run the X-ring chain without rubbing the case.

The brakes on our Honda needed a little TLC, too. All of the brake components were still stock – old fluid, squishy brake lines, worn rotors, and shot brake pads. It all needed to go, and it all got replaced with top-of-the-line Tusk parts. With steel braided brake lines, stainless steel brake rotors, and sintered metal brake pads, our bike had improved stopping power comparable to even that of newer bikes.

Protection

Protecting our engine upgrades was the next obvious step for us. We’ve found that investing a little money in protection items at the start saves headaches and more costly repairs down the road, so we didn’t hold back on our upgrades. First up was a skid plate. Acerbis has a plastic option that offers great coverage for both the undercarriage and the side of the engine, along with quick installation and removal for easy maintenance.

When we bought the bike, the radiators were bent and mangled. We did our best to straighten them without doing more damage, and were ultimately able to salvage them. To prevent them from going back to their old crooked ways though, we added some Works Connection Radiator Braces. The braces are a great preventive measure, one that we think is well worth the investment as they will save us the time and money of trying to straighten bent radiators, or purchase new ones, down the road. An extra preventative measure we took with the radiators was swapping out the original radiator cap for the Tusk unit with a built-in temperature gauge.

To further protect our bike, we also added the Rear Billet Disc Guard from Tusk. It’s a huge upgrade from the stock plastic (if your bike still has it), and it nicely covers all of your bike’s brake components.

Last but not least, we wanted a way to protect our hands and our levers. We opted to install our favorite wrap-around style handguards, the Tusk D-Flex Pro Handguards. Designed to be sturdy and durable with a safe, close fit, the handguards are a must-have for any form of off-road riding and racing.

Rider Triangle

Once the bike was consistently running and well protected, we started fine-tuning the performance. The process began with the rider triangle, or the three parts of the bike the rider touches: the handlebars, the pegs, and the seat. Now, Hondas have always been known for having spot-on ergonomics right off the showroom floor, and this 2005 model is no different. That being said, small, personalized adjustments to the triangle can make noticeable improvements to your bike’s feel and performance.

Starting with the handlebars, we installed a set of ODI CFT Podium Handlebars in the Country Boy Bend. This bend measures up closely to the Renthal 927 bars that came stock on the CRF450R in 2005, and it’s a bend that is the perfect blend of comfort and forgiveness for our riding style. To further trick-out the bars, we added some fresh ODI V2 lock-on grips. Easy to install, easy to remove, and extra comfy, the grips were a flashy accessory for our new bars.

Next, we shifted our focus to the foot pegs. On our bike, everything by the feet was stock, including the foot pegs, shift lever, and brake lever. We decided to replace everything. The stock pegs were ditched for the Tusk Billet Race Foot Pegs, and, trust us, the wider foot bed and extra grip were well worth it. Along with the new shift lever and brake pedal, our bike had noticeably improved feel and control.

To complete the triangle, our bike’s seat got some refinements. Under the old seat cover was the stock foam, still soft and in decent condition. So, with the original foam, we installed a new Factory Seat Cover from Attack Graphics. It grips when you’re on the gas, is consistently comfortable, and had an option that played right into our red and black color scheme – it was the perfect fit for our bike.

Suspension

Though Hondas are also known for having great stock suspension, our stock setup needed some freshening up. We decided that, before just sending the suspension off to be professionally tuned, we wanted to see what we could do on our own with the stock components. So, we went through the forks and shocks, added all new Pivot Works components, and replaced the oil. After spending some time adjusting the sag and clickers, we were pleasantly surprised with how well-sprung the bike felt and how well it rode in our preferred off-road conditions.

Bling Bling

With the bike fully functional and thoroughly fine-tuned, it was time to focus on the aesthetics. You’ve got to look good while you’re going fast, so we went all-out with the blingy accessories. For style and function, we added the Acerbis Oversized 3.2 Gallon Tank in Natural. 3.2 gallons is the standard size for desert racing, and the natural color gave our bike a nice accent.

For plastics and graphics, we put together an Acerbis full plastic kit in red and black with a full-custom set of Attack Graphics in their new matte finish on top. To go along with that, we powder coated the frame, triple clamps, swingarm, and sub frame. The black finish fit in nicely with our plastics and graphics, and really brought the color scheme full circle. Some anodized components were the final accessories to get installed, serving as an easy and cheap way to completely customize our bike and give it a little more personality.

The Wrap-Up

By the end, our bike was everything we hoped it would be – reliable, competitive, and super fresh. We had a blast building on our CRF450R, but it’s been even more fun ripping it through rides and races. If you have an older four-stroke, or are just interested in what it takes to do this type of build, be sure to check out the Roached2Racing series to get an in-depth look at how we did it!

Tell Us What You Think

Do you think our 2005 CRF450R can compete with the new 2020 models? Are you dying to invest in an old four-stroke now? Let us know in the comments below!

Parts Available at Rocky Mountain ATV/MC

Tusk Competition Clutch Kit with Heavy Duty Springs	Wrench Rabbit Engine Rebuild Kit	FMF Q4 S/A Silencer
FMF Power Bomb Header Pipe	Hinson Billetproof Clutch Cover Black	Hinson Momentum Clutch Basket w/ Cushions
Tusk 4-Stroke Oil Change Kit Pro-Honda HP4M Synthetic Blend 10W-40	Tusk First Line Air Filter	Tusk Carburetor Rebuild Kit
Tusk Fuel Mixture Screw	Tusk Radiator Hose Kit Red	Acerbis Skid Plate
Tusk Impact Universal Linkage Guard	Tusk Billet Rear Disc Brake Guard	Tusk High Pressure Radiator Cap with Temperature Gauge 1.8 Bar
Works Connection Aluminum Radiator Braces	Tusk D-Flex Pro Handguards	Tusk Impact Rim - Front
Tusk Impact Rim - Rear	Tusk Motorcycle Spoke Kit - Front	Tusk Motorcycle Spoke Kit - Rear
Tusk Impact Motorcycle Hub - Front	Tusk Impact Motorcycle Hub - Rear	Tusk Aluminum Front Wheel Spacers Kit
Tusk Aluminum Rear Wheel Spacers Kit	Tusk Motorcycle Rim Lock	Pivot Works Swing Arm Bearing Kit
Pivot Works Steering Stem Bearing Kit	Pivot Works Shock Bearing Kit	Pivot Works Linkage Rebuild Kit
Primary Drive Sprocket Bolt and Nut Kit	Primary Drive Alloy Kit & Gold X-Ring Chain Rear Sprocket	Primary Drive Rear Chain Guide
Primary Drive Chain Roller	Acerbis Chain Slider	WPS Rim Strip
Bridgestone Ultra Heavy Duty Motorcycle Tube	Bridgestone Battlecross X30 Intermediate Terrain Tire	Tusk Brake Rotor Bolt Kit
Tusk Aluminum Brake Pedal Red Tip	Tusk Brake Pad - Sintered Metal	Tusk Brake Pad - Sintered Metal
Tusk Oversized Floating Typhoon Brake Rotor Kit, Front	Tusk Stainless Steel Typhoon Brake Rotor, Rear	Tusk Front Motorcycle Steel Braided Brake Line Standard Length
Tusk Rear Motorcycle Steel Braided Brake Line Standard Length	NGK Iridium Sparkplug	Tusk Billet Start/Kill Switch
Tusk Multi-Function Tach/Hour Meter	Tusk Nyloc Axle Nut	Tusk Rear Brake Clevis
Tusk Aluminum Oil Filter Cover	Tusk Billet Bling Kit	Tusk Billet Aluminum Steering Stem Nut
Acerbis Replica Plastic Kit	Acerbis Lower Fork Protectors White	Acerbis Air Box Mud Flap Black/td>
Attack Graphics Factory Seat Cover	Attack Graphics Custom Blitz Complete Bike Graphics Kit	Acerbis Fuel Tank 3.2 Gallon
Acerbis Front Number Plate	Pivot Works Fork Kit	Bel-Ray High Performance Fork Oil
Pivot Works Shock Rebuild Kit	Bel-Ray HVI Racing Shock Fluid	Tusk Brake Lever
Tusk Clutch Lever	Tusk Folding Shift Lever	Tusk Kick Starter
Tusk Billet Race Foot Pegs	Tusk Universal Rubber Mounted Handlebar Clamp Kit	Tusk Throttle Cable
Odi V2 Half Waffle MX Lock-On Grips	ODI CFT Podium Handlebars Country Boy Bend	ODI Grip Donuts
Magura Hydraulic Clutch

When the Yamaha Banshee and Warrior 350 came out in 1987, they changed the face of the four-wheeler market. Production for both machines was discontinued in the early 2000s, but that didn’t stop the models from rising in popularity and becoming iconic machines in the Yamaha lineup. Today, the Warrior 350 is especially popular among ATV junkies, amateur mechanics, and beginner riders alike. The bullet-proof 350 air-cooled engine, electric start, and torquey power make for a fun machine for seasoned riders and forgiving machine for learners.

There are no shortage of Warrior 350s out there for sale, either. That’s how we ended up with ours, and we got right to work restoring it to its former glory. Our Warrior was in rough shape but, regardless of the state yours is in, these mods can revive and refresh any old or new Warrior. Check out the video for a look at its history as well as a breakdown of the mods we added. And keep reading to get an in-depth look at each aspect of the build.

Engine and Performance

It doesn’t matter if you have machine that is running well, running most of the time, or not running at all, these engine mods can resuscitate [JO3] your ride or free up an already working engine to deliver smoother, more accessible power.

The first thing we checked out on our used Warrior was the filters. We started with the oil filter, replacing the stock filter with a new Tusk Oil Filter and some fresh oil. A new air filter was needed too, so we opted for the Tusk Air Filter. We also opened up the air box a little, which helped with jetting and allowed the machine to breathe more.

Next up, we had to figure out why our Warrior was either not running, sputtering, or not idling well. As it turned out, the carburetor was the culprit. An easy solution was the Tusk Carb Rebuild kit. The kit comes with stock jets, new needles, clips, valves, and O-rings. It was everything we needed to fix our carburetor, and our machine was running better and more consistently in almost no time.

With the air box and carburetor working properly again, we needed to give that extra intake a place to go. We knew we wanted something from FMF, so we set up our machine with the Power Core IV Silencer. Boasting good sound, lightweight construction, and a stock spark arrestor, the silencer checked all of the boxes for us.

The last thing we added for improved performance was the Tusk Competition Clutch Kit. Clutch plates are high-wear items on any machine, especially ones that are utilized by entry-level riders, so it’s a good rule of thumb to always replace clutch plates when you purchase a used machine. It’s a great way to refresh your machine and keep everything running properly. For anyone considering switching out their clutch plates, we have a great how-to video specifically for this!

Protection

Once you make investments in your engine and other parts of your machine, it’s important to make sure they’re well protected. For us, we ride mostly through the deserts and rocky landscapes in Utah, so having dependable undercarriage protection is a must. Luckily, Ricochet offers a complete setup that's as dependable as it is durable. Their machine-specific Full-Chassis Skid Plate covered all the fragile components of our machine, keeping them safe from damaging rocks and debris.

We also installed the Ricochet A-Arm Guards and Swing Arm Guard. Made of a durable aluminum, the accessories give us peace of mind in the difficult and rough terrain we ride in. The Swing Arm Guard is arguably the biggest lifesaver as the Warrior’s swing arm sits so low to the ground, and the Ricochet kit actually protects the brake rotors and sprockets as well.

To top it all off, we installed the Tusk Front Bumper. It was a great option to protect the front of the machine, and also added a modern finish.

Drive Components

When restoring an older machine, it’s important to pay close attention to the drive components. These components are high-wear and easy to overlook – a dangerous combination. So, after the engine basics and safety measures were addressed on our Warrior, we headed straight for the drive components to avoid a risky and expensive situation.

The first thing we swapped out were the brake pads. On our Warrior, the brake pads came completely worn down, but it’s usually a good idea to put a fresh set on anyway, every time you buy a used machine. Tusk Sintered Metal Brake Pads were installed all the way around, and they continue to be a lasting and affordable upgrade.

Our chain and sprockets also needed a little TLC. It wasn’t worth keeping the worn out parts that came on the machine, so we made the switch to a Primary Drive Chain and Sprocket Kit. The kit we chose came with steel sprockets and an x-ring chain, options as stylish as they are durable. It also worked well with the new chain rollers we added. The stock ones were all but disintegrated, so we replaced them with All Balls Upper and Lower Chain Rollers. Their addition kept our whole system running smoothly, plus added some longevity to our new chain.

The next thing we went after were the tires and wheels. The tires needed to be replaced no question, and we already knew what brand we wanted to replace them with. ITP’s Mudlite AT tires are a great option for anyone looking for dependable all terrain performance. Though they’re specifically designed for mud riding, the tires are high-performing and lightweight in snow and sand as well. Their center lug design delivers a smooth ride over hard-pack terrain without compromising bite and traction [JO11] in the loose stuff.

Where the tires were replaced without question, there was some pause when it came to the wheels. Warrior 350s come stock with gold wheels and, needless to say, they’re pretty slick. We were tempted to mount our fresh Mudlites on them, but decided the stock rims were too dented and dinged up. So, we switched them out for the ITP A6 Pro Series Wheel. While it was a difficult choice, safety and security won in the end – like it should. The A6 wheels were the best option for replacing the stock rims. They come in a clean finish and are a great combination of durability and strength without being too heavy.

Comfort and Controls

A new set of handlebars was first on the list for our comfort and control adjustments. We installed the Tusk T-10 Aluminum Handlebars, and they were perfect for our Warrior. For starters, the Tusk offering is lightweight, durable, and has a great feel when steering. The bars also come in a Sport ATV bend, which is a great fit for how we ride.

Our new bars were so fresh that we had to add some new levers and cables, too. Tusk set us up with those as well, and they complimented each other and our new bars nicely.

Finally, we added a pair of Tusk ATV Grips to the end of our bars. The new grips elevated the comfort level of the new bars, and capped-off our comfort and control enhancements.

Bling

To complete our build, we added some final finishing touches. We went all out with Tusk, and it paid off. Their Brake Reservoir Cap and Billet Aluminum Gas Cap added a cool chrome finish to our machine, and really personalized our Warrior’s look.

Of course, the stock plastics are one of the most unique features of the Warrior 350, so we opted to keep our sun-faded plastics and refresh them using “new bike in a can,” SC1. This spray works miracles, giving the plastics and graphics a glossy look that restores them back to their factory glory.

In the End

With a few simple upgrades and a little TLC, our Warrior 350 was ready to be rippin’ once again. We’ve had a blast doing just that, and you could too! If you have a Warrior collecting dust in the garage or have your eye on a well-price model, now’s the time to pull the trigger. Trust us – you won’t regret it.

Tell Us What You Think

Have you ridden a Warrior before? Do you have one that you’re currently working on? Tell us all about it in the comments below!

Parts Available at Rocky Mountain ATV/MC

FMF Power Core IV Silencer with S/A	Tusk Carburetor Rebuild Kit	Ricochet A-Arm Guards
Ricochet Swing Arm Guard	Ricochet Full Chassis Skid Plate	Tusk Flat Base Lug Nuts
ITP Mud Lite AT Tires Front/Rear	ITP A-6 Pro Series Wheels Front/Rear	Primary Drive Steel Kit & Gold X-Ring Chain
All Balls Chain Roller (Upper)	All Balls Chain Roller (Lower)	Tusk Sintered Metal Brake Pad
Tusk Billet Aluminum Gas Cap	Tusk Anodized Front Brake Reservoir Cap	Tusk Aluminum Front Bumper
Tusk Clutch Lever	Tusk Clutch Cable	Tusk T-10 Aluminum Handlebars
Tusk ATV Grips

The Wildcat XX from Arctic Cat/Textron is one cool machine. You can definitely see and feel the trophy truck influence. It's powered by a Yamaha 998 fuel-injected, three-cylinder power plant resulting from a collaboration with Yamaha Motors. That power is fed to the ground through a CVT belt system. The XX definitely has innovative suspension, and this machine really handles well. We've been hard at work building parts, and we've put together a list of add-ons we feel improve an already excellent side-by-side.

Protection

We added the durable powder-coated steel Tusk Impact front bumper to protect the nose of the Wildcat. A sturdy tie point provides a perfect recovery in case you get yourself stuck or need to anchor yourself.

Underneath

We installed the Tusk Quiet Glide skid plate to protect the undercarriage; the Textron version includes two extensions to protect the boots on the tie rod ends. Made of 3/8 inch, ultra-high molecular weight (UHMW) polyethylene, this plate provides quiet protection from trail hazards and debris. The smooth, low-friction surface allows the Wildcat to slide over obstacles, letting you to tackle any terrain without having to worry about damaging your machine.

Tusk A-Arm guards, made from the same UHMW material as the skid plates, protect the front suspension. For the Wildcat, these a-arm guards also have extensions that protect the front axle boots.

Finally, we applied a set of Tusk Trailing-Arm guards for the Wild Cat’s unique trailing-arm system. They fit the frame well and mate up perfectly with the skid plate.

Back

As in the front, we added the durable powder-coated Tusk Impact rear bumper. This item also provides a tie point near the bottom for hooking up. One of the many nice features of this bumper is that the stock heatshield can remain—you don’t need to remove it to install the bumper.

With the rear bumper installed, we now have the option of adding the Tusk Cargo rack, which attaches to the rear bumper and up onto roll cage. This cargo rack offers several different mounting options and is laser-cut to provide many places to secure tie-downs.

An extra tire is always a good idea, so we added the Tusk Spare Tire Carrier to the cargo rack. We have two excellent spare tire carrying setups for the Textron. First, you can mount your spare and cargo rack high, having the spare tire easy to access and leaving the Textron bed open. This option requires the rear bumper for installation, and rear bumper/cargo rack combo kits are available.

Second, if you'd rather your spare wasn't on your roll bar, you can mount it in the Textron's bed with the same adjustable system. Since the tire fills the bed, the luggage rack is mounted over the tire.

Safety

We’ve given the Wildcat some items to help in extreme circumstances. The Tusk Fire Extinguisher kit mounts on the cargo rack for quick and easy access in case of emergencies.

For our passengers, we added a four-point harness for that extra peace of mind when out on the trail. These harnesses come with padded straps for a more comfortable ride, and have pockets for added convenience. You don’t have to undo the harness and climb out of the machine to answer your phone.

To improve visibility, we added the QA Parts 15” rear-view mirror to the roll bar, and two Tusk Alloy Mirror Kits with A-Pillar mount side-view mirrors to help keep track of what’s behind us.

Comfort

We enjoy riding out in the elements, but we don’t want to become part of them. To make the ride more comfy, we’ve included some items to control the sun and wind.

We installed the Tusk scratch-resistant half-windshield up front to help block wind and dust. Easy to mount, this windshield is lipped to deflect oncoming air off your face and over your head. Tusk also has a full windshield available. To prevent dirt from circling back in, we added the Tusk scratch-resistant rear window.

For protection from the sun’s direct heat, or from anything else that may be flying overhead, we added the Tusk Aluminum Force roof. Made of solid aluminum, this item includes a rear spoiler to help channel dust off of the rear window, out of the cargo bed, and away from you.

To take the guesswork out of driving after dark, we installed a Tusk 30” Curved Light Bar. The mounting brackets fit perfectly onto the tusk aluminum roof. The bright LED illumination completely transforms night riding, making it much easier to navigate after dark. It keeps you safe and allows you to have more fun.

Traction

The XX needs 15-inch wheels to clear suspension and brakes. We selected Tusk Wasatch Beadlock wheels for extra confidence in the rim holding on to the rubber.

We chose Tusk 32” Terrabite tires to complement this machine’s superior handling. The Terrabites have a truck-inspired tread design and aggressive shoulder/sidewall tread to add extra protection and increased traction in extreme situations. They are even DOT test standard compliant.

To capitalize that feature, we added a Tusk Horn and Signal kit to open up more opportunities in connecting trails here in Utah.

Conclusion

Arctic Cat/Textron built a sturdy, capable machine in the Wildcat XX. Tusk parts are carefully designed and brutally tested to make these machines more comfortable, last longer, and perform better. To take a closer look at the parts and systems used in this build, check out the list below.

Tell Us What You Think

What do you think about our build? Let us know in the comments below!

Parts Available at Rocky Mountain ATV/MC

Tusk UHMW Quiet Glide Skid Plate	Tusk UHMW Quiet Glide A-Arm Guards	Tusk UHMW Quiet Glide Trailing Arm Guards
Tusk Impact Front Bumper	Tusk UTV Rear Bumper, Cargo Rack, and Spare Tire Carrier	Tusk Safety Harnesses
Tusk UTV Scissor Jack Kit	Tusk UTV Fire Extinguisher Kit	Tusk UTV Mirror Kit with A-Pillar Mounts
QA Parts UTV Rear View Mirror	Tusk Polycarb Front Half-Windshield	Tusk Force Aluminum Roof
Tusk Light Light Bar and Bracket Kit	Tusk Horn and Signal Kit	Tusk Terrabite Tires
Tusk Wasatch Beadlock Wheels	Tusk Bed Mounted Spare Tire Carrier and Cargo Rack

Honda took the sport ATV market by storm in 1998 when they released the TRX400EX. Eager to prove just how capable of a machine it could be, Honda sent it to race in the Baja 1000 where it won! Outside of a few styling updates and the occasional feature update, like adding reverse in 2005 (a few years too late), very few changes came to the machine. Over the years it developed an incredible reputation for being very reliable, easy to handle, and a great platform to build from. This is why there are so many of them out there. We breathed new life into ours by giving it everything it needed to hit the trails again.

Performance

Cutting straight to the heart of our build, we first restored the powerplant with a QA Parts Cylinder and Piston Kit. This OEM replacement kit fits like stock and brings back the original muscle Honda intended with fresh gaskets, rings, piston and cylinder, and everything else needed—including a new sparkplug.

Already well known for its great low-end grunt, we wanted to refine the engine’s power output by adding a Hot Cams Stage 1 Camshaft Kit. This kit uses the stock valve, springs, and rockers, and significantly increases the top end power band without compromising low-end grunt.

Our original TRX clutch was worn out, and we chose the Tusk Competition Clutch kit to replace it. The parts meet OEM specifications for a perfect fit; and instead of cork-based friction plates, Tusk uses an Aramid fiber for superior heat and wear resistance. They won’t distort under heavy, heated use.

We improved the machine’s breathing with the Pro X Foam Air Filter and the Lexx MXE slip-on silencer. The air filter is a little thicker than stock but still allows freer air flow while providing a higher level of filtration. The silencer is fully tunable and rebuildable. You can also pick up a spark arrestor and trail tip, which will help control sound output on the trail as well as meet Forest Service regulations. However, to maximize the performance available in adding the silencer, you will want to adjust your carburetor for altitude. The increased performance will be well worth it, and Rocky Mountain offers a full line of premium jet kits for your machine.

Protection

Our TRX needed protection from the trail hazards we encounter, so we started at the front. The Tusk Comp Series Aluminum Front Bumper did the trick, keeping important front end components protected in a stylish, chrome finish. Easy to install, this sturdy addition is also perfect for those times you need to lift or pull the front end.

For some peace of mind in rocky terrain, we installed a set of Ricochet A-Arm Guards. The 1/8 inch, precision-bent aluminum protects the TRX’s suspension components from damage during aggressive rides.

To prevent hanging up on rocks and stumps, we installed the Ricochet Full-Chassis Skid Plate. This durable aluminum skid plate provides front-to-back protection for the bottom of your machine.

Usually the lowest part of the quad, swing arms are especially vulnerable to rocks, stumps, and anything else on the trail that would damage them. We added Ricochet Swing Arm guards, which also help protect our sprocket and rear disk from damage on the trail.

Next, we installed the Tusk Foot Peg Nerf Bars with Heel Guards. The 1 3/8 inch alloy tubes are heli-arc welded at the joints, brushed to a shine; something that plays into the chromed-out finish of our TRX. The heel guards boast the same looks, as well as construction that is much stronger than the plastic guards that came stock with the machine. These are a perfect addition for the trails this machine was built to ride.

Drive

Our next area of focus in this build was the drive components. We chose Maxxis Razr II tires because the dynamic tread is an excellent choice for all-around trail riding as well as for competition. We mounted the tires on Douglas A5 wheels in matte black—a color that complements our quad’s traditional Honda red. These durable rims are constructed of aluminum, providing a perfect combination of strength and weight.

Along with the new wheels, our drive system needed a new axle. The Tusk Adjustable Width Axle fit the bill. We opted to set ours at its widest setting to accommodate our trail riding. Up front, we added some spacers to match the wide, aggressive stance we have in the rear.

For a fresh set of brakes, we counted on the Tusk Typhoon Brake Rotors and sintered brake pads. The rotors are specifically designed to control heat while riding, which improves stopping performance and increases safety.

The chain and sprocket on this machine were really worn out, so we turned to the Primary Drive Steel Kit and X-Ring Chain. This kit includes both sprockets and a low-friction X-ring chain.

We always want to keep our machines safe in case a chain ever catches a rock or snaps, so we added the Tusk Billet Aluminum Case Saver. Machined from 6061 aluminum, the kit provides stainless steel hardware for installation and allows us to ride the most technical trails confidently.

We replaced the old shift lever with a Tusk Folding Shift Lever, giving the machine a fresher look.

Comfort

The Factory Effects All Grip seat cover replaced our worn out seat. Triple-stitched and rubberized for durability, this new cover sports locator pockets at each end to help with installation. This seat gives you a lot more grip than the stock seat cover, which will help significantly improve handling on the trail.

We upgraded the stock handlebars to the Pro-Taper SE STV High-End. Lighter and stronger than the stock steel, these aluminum bars also feature a sportier bend for better control.

To hang on to those bars, we attached ODI Lock-On grips. Not only do the improve handling and grip but thanks to ODI’s patented snap-caps, they are really easy to install.

The TRX doesn’t have a kick-start, so making sure your batter is fully charged and in great condition is really important. We chose to grab a Tusk. We chose the Tusk Tech-Core battery because of its ability to deliver unfailing starts even in tough, off-road conditions. It’s also maintenance-free with a leak-proof cap and seal.

To light up the trail we’ve installed two Tusk Super White Bulbs in the headlight. They use the same 35/35W draw as stock, but deliver a full 60/60W output. With them, we can see and be seen with a brighter, stronger beam whenever we’re taking our TRX out in the dark.

Aesthetics

How do you make an already good-looking quad stunning? For us, it was easy. We got with Attack Graphics, and decked our TRX out with one of their custom graphics kits. The kit dressed up our smart quad with 14 mil scratch-resistant, laminated vinyl that will last.

In addition to our graphics, we wanted to tie the whole look of the machine together with a billet aluminum Gas Cap, Reservoir cap, and some engine plugs all from Tusk to add some nice finishing touches to our machine.

For a final touch, the Tusk Engine Plug Kit, was the perfect fit. The kit includes both timing plugs found on the stator cover (O-rings not included) and uses a hex center for easy application with an Allen wrench. A fresh set of plugs is always practical, and the dash of color rounded out our machine’s aesthetics.

Finish

We love the TRX400 because you can find great deals on barely ridden machines. So whether you are buying one to build or just want to freshen up the one in the garage, we hope this build provides a little bit of inspiration. Almost twenty years old, and ours is still turning heads on the trail.

Tell Us What You Think

What do you think about our build? Let us know in the comments below!

Parts Available at Rocky Mountain ATV/MC

QA Parts Cylinder and Piston Kit	Hot Cams Camshaft Kit (Stage 1)	Tusk Competition Clutch Kit
Pro X Air Filter	Lexx MXe Slip-On Silencer	Tusk Comp Series Aluminum Front Bumper
Ricochet A-Arm Guards	Ricochet Full Chassis Skid Plate	Ricochet Swing Arm Guard
Maxxis Razr II Tire	Maxxis Razr II Tire	Douglas A5 Wheel
Tusk Adjustable Width Racing Axle	Tusk Stainless Steel Typhoon Brake Rotor	Primary Drive Steel Kit and X-Ring Chain
Tusk Billet Aluminum Case Saver	Tusk Folding Shift Lever	Factory Effex All Grip Seat Cover
ProTaper SE High-Bend Handlebar	Odi ATV Lock-On Grips	Tusk Tech-core Battery
Tusk Anodized Front Brake Reservoir Cap	Tusk Billet Aluminum Engine Plug Kit	Tusk Foot Peg Nerf Bars With Heel Guards
Tusk Super White Bulb	Attack Graphics ATV Kit	Tusk Billet Aluminum Gas Cap

The Yamaha Banshee is one of the most iconic machines that’s ever been made. With its twin cylinder engine and dual head pipes, the Banshee has a reputation for being the machine to take to the dunes. In other words, people love it, especially the head of our Purchasing Department, Jeremy. This Banshee is his baby, and is full of the passion he had for dune riding and Banshee buildin’ as a young adult. He purchased this ’98 Banshee as a barn find, so we threw everything we could at it to make it the ultimate dune machine Jeremey knew it could be. Follow along with the video and article to see how our barn Banshee turned out!

Chassis and Suspension

Before we started building on our Banshee, we decided to strip it down. We started by taking it to the garage and taking it down to the frame. With the stock exhaust and heel guards removed, we were able to get a better look at the state of our barn Banshee and see that there were a few extra frame pieces. We wanted to clean up the machine and make room for the aftermarket accessories coming down the pike, so we ground the extra pieces off. Now clean and exposed, the frame was ready to be powder coated. We opted for a black finish to play into our retro vision for the machine.

With the Banshee still torn down, we shifted our focus from its looks to its riding capabilities. We knew we wanted to make updates to the motor, and the current power output made for a jumpy front end anyway, so we made a few specific modifications. Like many other Banshee owners, these mods focused on adding some length and width to the machine’s chassis.

First, we added a 6 inch over swingarm kit to lengthen the rear end. Up front, we installed an a-arm kit from Lone Star: +1”, +2” with Elka shocks. Our chassis upgrades were rounded out with the Tusk Adjustable Width Racing Axle to keep our machine stable with its wider stance. Now that our rear end, front end, and wheel bases were stretched, we were ready to make some more improvements to our Banshee.

Engine

To make our Banshee the ultimate dune machine, the engine needed some serious adjustments. From the air box to the carburetor, we fleshed out our machine.

Air Box

Another area most Banshee owners focus on is the air box. Stock, the air box is often choked up and air flow to the engine is limited. To counter this and really open up the air box, we removed the entire unit and replaced it with Uni Clamp-On Air Filters.

This setup worked great for us and allowed our machine to breathe, but there were other mods to the stock air box that we considered. Some people prefer to drill holes in the stock system and insert vents that regulate the entrance of sand and other particulates, but we found that the machine worked best for us with the completely open system. That being said, keep in mind that with more intake comes more exhaust, so a new exhaust system may be in order. For ours, we went with the FMF Gold Series Pipe and Power Core II Silencer.

Carburetor

To keep the Banshee high functioning, but still stylish, we refreshed our carburetor by replacing it with a model from the Lectron. The 34mm option is larger than the Banshee’s stock 28mm, which feeds the motor more fuel. That’s one benefit, but the real crowning glory of the Lectron carburetor is that it’s self-adjusting. One of the major annoyances with a two stroke is that anytime you make an upgrade, you have to adjust your jets. That annoyance disappears with the Lectron carburetor. The ease of use is a night and day difference when compared to the stock, and that alone makes the carburetor well worth the investment.

Power

The next issue to tackle on our build was power. We wanted more power (who doesn’t?), but we wanted that power to be steady, reliable, and not so much that our Banshee couldn’t run on pump-gas. It’s a fine line to walk, but Hot Rods made it easy by hooking us up with a 4 mm Stroker Kit.

We adapted the kit by adding a Vertex Piston and Gasket Kit, which just helped to broaden the power curve and give the Banshee a little more torque.

With these updates, the build finally started coming together, and our Banshee started looking more like the ultimate dune machine. We wanted to make sure it ran like that as long as possible, too. To protect our significant upgrades to the motor, we opted to run Evans Waterless Coolant through our CV4 Radiator Hose Kit. The coolant eliminates steam and the risk of over boiling, and helps prevent corrosion within the internals of the motor. This gave us the peace of mind that our engine investments would be well protected and last for many rides to come.

Clutch

Now that our Banshee had more power, we had to give some attention to a different accessory: the clutch. Our new Stroker kit would put a lot of pressure on the stock components, so we scrapped that set up and added the Billet Clutch Case with Lockout System from Mod Quad.

The first part of the kit, the clutch case, boasts a full billet aluminum construction, making it significantly stronger than stock and especially capable of handling that extra pressure. Featuring a tricked-out cover with a see-through lens that lets you see the oil flowing, the clutch case offers a sleek finish that plays into the retro feel of our Banshee.

The lockout system is the second facet of the Mod Quad kit, but is just as important as it helps prevent clutch slippage. The system works with centrifugal force to apply pressure to the clutch pack, a great addition for our Banshee and the high-powered riding it’s going to be doing. That last thing we want is for our clutch to burn out prematurely, so this Mod Quad kit was definitely the right precaution to take.

To top the engine upgrades off, we added a Magura clutch. Their kit offered a noticeably easier clutch pull than the stock, and finished off the black and chrome look of our engine components.

Controls

Next up on the list of improvements were some new controls. We turned to ODI, and set our Banshee up with some new handlebars and grips. The ODI bars in the ATV Race Bend was the perfect fit for us. For the grips, we chose the lock-on model because of their slip-free performance and no hassle installation.

Drive

For the drive components on our Banshee, we wanted something durable with a little flash. Primary Drive did the trick. Their Gold X-Ring Chain is all the right parts speed and style, and their front steel and rear aluminum sprocket perfectly compliment the chain and our Banshee’s retro look.

We also added a TM Design Works Chain Slider and Chain Block to correspond with the new drive system (not to mention anything is better than the stock nylon rollers). Some Tusk Brake Rotors, Brake Lines, and Brake Pads were the final touches to pull the new drive system together.

Cosmetic

Like we said before, we knew what we wanted this machine to look like from the beginning. Once we finally had the rest of the machine built, we had a blast putting the cosmetic pieces together. For the front, we added the attention-grabbing Tusk Front Bumper. Not only does it protect our front end from any rocks or debris, it also compliments the Mod Quad Front Grill we installed. For the plastics, we opted to keep it old school and stick with the original OE yellow color, along with a custom set of graphics from Attach Graphics. Some final touches like the Factory Effex Seat Cover and Cascade Stator Cover were just the TLC our Banshee needed to take it to the next level.

Tires

With the chassis, engine, controls, drive system, and cosmetics all figured out, we just needed to make one more decision: what tires would we run? Luckily, our decision was easy, and we got with the company Skat-Trak to pick out the best tires for our Banshee. Skat-Trak tires are unlike any others on the market. Their sand paddles are made from buffed-down carcasses of other tires, where the paddles are then casted on. This makes the tires unbelievably lightweight and incredibly durable, and with the Mohawk and Hauler tires on the front and rear, our Banshee was officially the ultimate dune machine we foresaw from the beginning.

The Wrap-Up

And with that, our machine was built. From the ground up, it’s packed full of thoughtful upgrades, and we’re going to have a blast ripping it in the summer months to come.

Tell Us What You Think

Do you have a barn Banshee you're inspired to build on now? Anything else we should've put on ours? Let us know in the comments below!

Parts Available at Rocky Mountain ATV/MC

Odi 7/8" Handlebars	Modquad Thumb Throttle Lever	Moquad Handlebar Clamp
ODI ATV Lock-On Grips	Tusk Front Steel Braided Brake Line	Tusk Rear Steel Braided Brake Line
Lone Star Billet Brake Line Clamps	Tusk Sintered Metal Brake Pad	Tusk Comp Series Aluminum Front Bumper
Tusk Comp Series Nerf Bar	Vertex Piston Kit	Magura Hydraulic Clutch
Modquad Lockout Clutch Cover Set	Hot Rods Bottom End Kit with Stroker Crankshaft	Lectron Adjustable Power Jet Carburetor Kit
Modquad Stator Cover	Pro Design Cool Head w/ Domes	Pro Design Cool Head Optional Domes
FMF Gold Series Fatty Torque Pipe	FMF Power Core II Silencer	Modquad Exhaust Hangers
Primary Drive Front Sprocket	Primary Drive Rear Sprocket	Primary Drive Gold X-Ring Chain
T.M. Designworks Chain Slider	T.M. Designworks Chain Guide	Uni Air Filter
Modquad Rear Brake Pedal	Modquad Shift Lever	Tusk Adjustable Width Racing Axle
Lone Star Micro-Lite Front Wheel Hubs	Lone Star Micro-Lite Rear Wheel Hubs	Lone Star Sprocket Hub
Evans Powersports Waterless Coolant	Modquad Front Grill w/ Holes	CV4 Radiator Hose Kit
V-Force 4 Reed Cage	Modquad Reed Spacers	Tusk Billet Aluminum Gas Cap
Attack Graphics Decal Kit	Factory Effex All Grip Seat Cover	Outerwears Shockwears Shock Covers
Lone Star Sport A-Arms +2" Wide, +1" Forward Gloss Black	Lone Star Rear Swing Arm	Douglas .125 Wheels
Skat-Trak Mohawk Tires	Skat-Trak Smooth-Buff Tires