I had this engine built for moto, and our master plan called for a challenging race test. The only problem was that every track in Southern California was closed due to flooding. The Best in the Desert series was holding the Laughlin (Nevada) Hare Scrambles Team Race, and the rain was ensuring perfect conditions there. So, pardon the pun, the scramble was on. ESP Suspension left the springs alone but changed the valving at both ends to a plush off-road setting. I picked up a mount for my much-traveled Scotts steering damper, begged an extra set of wheels and a Clarke tank and hit the road. All I needed was a team, and my usual riding buddies Don Kelley and Rob Waite gained clearance from significant others. We finished dialing in the bike in the casino parking lot after the evening rider's meeting. We weren't as prepared as I'd have liked, since we were still running 19-inch rear wheels and a non-O-ring chain, but it was raining and promising to clear for the morning race. It doesn't get any better than that in the desert.
The Laughlin Hare Scrambles is tight, rough, technical, rough, fun, rough and loaded with plants expert in self-defense. The actual trail is narrow, and for much of the event it runs between rocks, so it can't get any wider. That means it becomes rough quickly. Each team runs three laps of two loops for roughly 150 miles total. Thanks to two flat tires that cost us at least an hour, the race took us more than seven hours to complete. With the 19-inch tires and only one rim lock, we had to limp the bike in very carefully. It rained off and on for the first half of the race but cleared before the end.
When the roost settled, we were the proud owners of finisher pins and third in class. Kelley was especially proud since it was his first motorcycle race ever. Without flats and with a quick-fill gas can, we would have been a sure second and perhaps competitive with first place in Old Fart Amateur.
When it was over, all three of us were blown away by the bike's instant response and great power. We pounded it through rocks, mud and deep sand, and it never missed a beat. We have at least 15 hours on the engine, and it shows no signs of slowing, and the valves checked out as perfect after the race. Laughlin had lots of sections that called for wheelying right into steep faces, and the RPM's bike was excellent there and in whoops of all sizes.
We told ESP's George Capodieci we wanted a setting as plush as a Honda CRF250X but with the stiffer CRF250R springs. Plus, the R model is 20 pounds lighter. Our bike went straight and safe, not wallowing in the whoops as an X would. The rear didn't kick on rocks, either. We went a bit softer on fork compression after seeing how choppy the course was after the first lap. The front end passed too much of the trail to the rider. We took the bike out after the event to try more adjustments. We sped up the fork rebound two clicks and went in a little on the compression. Then the fork was as plush and controlled as we wanted. The rear shock was excellent right from the box. The race was tight, and it just didn't look as if going 50 miles were a sure thing, so we stopped after every lap for fuel.
Now we know that a fun motor is a fun motor. We aimed at a great moto engine combination, but it also proved awesome off-road. The 302 will remain primarily a moto bike, so ESP will get the suspension back for a moto setting. This bike is an addiction. Once you have ridden it, you want to ride it more: It's that much fun. Sure, it is pricey; but a thrill ride such as this CRF302R is priceless.