Tech Tuesday: Five ways teams will modify bikes to get ready for the World Supercross Championship

The first thing every fan should know is that World Supercross race motorcycles are based on bikes that can be brought from a local dealer. The second thing to consider is the amount of personalisation that will have gone into the basic set-up.

Riders will have their own preferences for the way the engine pumps out power, the angle and feel of the handlebars, the position of the footpegs and levers. The machine is also primed for supercross and the chief alteration will be in the equipment and settings for suspension: the configuration is much stiffer and harder than a standard system on a customer bike and for the top ‘works’ riders there will be some prototype and special internals to help with performance and longevity.

The front forks and rear shock must be resistant to the load of the jump take-offs and the impact of the landings. 

There is a raft of other little changes. If you are visiting one of the five rounds of 2025 World Supercross Championship – or watching from home via our partnership with Recast then have a careful look at the SX1 and SX2 runners in the paddock.

Here are some of the alternations that the teams and riders will be making so the bikes will make it through the evening and ensure full competitiveness.

1. Wheels

Production wheels will be swapped out for more robust versions. The frequency, height and speed of supercross jumps and the relentlessness of whoops sections are more punishing than a casual motocross track. These race wheels are pricier than stock (normally manufacturers select their components as a compromise between quality and value to ensure the bike is not too expensive for customers) and they will also be sturdier for the hubs and spokes and therefore weigh more.

Tightening and checking spokes will be one of the routine tasks for mechanics before each session and race.

2. Engine and exhaust

SX1 bikes (450cc) will be tuned and tamed for usable power, SX2 (250cc) will be pushed a little more in terms of output so the rider has exactly what he needs to clear any jump and also made a decent start. Teams will change exhaust systems and tweak the ECU to maximise grunt at the bottom end of the range and provide riders with the most torque. This ensures a safe and reliable tool for the racers to conquer the largest leaps and rhythm sections and cut through the bumps.

The horsepower quantity will not surge too much with the different hardware, maybe 2-3hp more (and don’t forget they will be running special race fuel) but the capability to harness the ‘meat’ of the engine is the main advantage while also keeping to FIM regulations for noise.

3. Triple clamps

Replacing the triple clamp is another action made to ensure safety as well as performance gains. Spec equipment around the top section of the chassis allows more variation for the offset, more endurance and mean different degrees of stiffness.

This can affect the handling of the bike but also make it more rigorous for the ardours of supercross. Handlebars will also be exchanged for those by aftermarket specialists like Renthal or ProTaper for the same reasons.

4. Seat

The bike’s seat is one of the more visible changes to suit the rider’s wishes. The padding under the material is likely to be harder and tougher than production and some riders like to have a small hump in certain positions to help with their stance and reference for the ergonomics.

The fabric of the saddle covering will also be grippy (some will have ‘strips’) and higher quality, to better cope with the mileage and ‘abuse’ the motorcycle will endure in the hands of a Pro.

5. Protective parts/carbon

Reduce risk, enhance possibilities. Dirtbikes are functional and engineered entirely for purpose. They are not comfortable nor entirely practical. Teams will have mileage counters for parts and will service and change these items after long periods of wear and tear and when they might be closer to a failure point: these lifecycles can be far smaller than a production bike because of the extra high intensity of race scenarios.

There will be electronics to help with start engine maps and launch control but then a sensor is another part that can be faulty – especially in very muddy, dusty or demanding conditions – so there won’t be too many: these are not super-technological beasts, and the emphasis is more on the rider.

Teams will want to add guards and protectors to the most vulnerable parts of the bike; those that can be damaged by contact with the track or with other motorcycles. These additions will be strong and light, therefore made of carbon and maybe titanium in places (footpegs and nuts and bolts may also be of this pricey but tough metal).

Look around the front brake discs and system, the chain and then the skid plate on the bottom of the engine as extra protection.