Protecting Access in California

Prairie City SVRA At Risk

Prairie City State Vehicular Recreation Area (SVRA) is under direct threat. BlueRibbon Coalition has now joined legal action to stop a solar development proposal that, as approved, puts one of California’s most important OHV parks at serious and lasting risk.

This isn’t just about one project or one park. It’s about whether designated recreation areas are treated as permanent public commitments — or as negotiable land reserves when industrial development shows up.

Solar Development Threating Prairie City’s Future

BRC has joined the California Four Wheel Drive Association (Cal4Wheel) and the American Sand Association (ASA) in filing a lawsuit against Sacramento County over its approval of the Coyote Creek Agrivoltaic Ranch solar project. As approved, the project threatens Prairie City SVRA’s long-term ability to operate safely and effectively as a managed OHV recreation area.

Sacramento County advanced this project using an environmental review that failed to meet basic requirements of California law. Equally concerning: required coordination with State Parks and the OHMVR Commission was not completed, even though the project directly affects State Parks land.

When agencies don’t follow the law, the public loses — and access disappears.

Why Prairie City SVRA Matters

For decades, Prairie City SVRA has been a cornerstone of California’s off-highway vehicle system. Located just outside Sacramento, it was intentionally designated and developed to provide a permanent, managed space for OHV recreation near a major population center.

Prairie City supports:

• Daily riding and family recreation
• Safety education and training
• Competitive events and organized use
• Local economic benefits for the surrounding region

California made a clear decision: OHV recreation deserves dedicated space — not leftover land. That commitment is now being tested.

Why This Matters to Every Off-Roader

We’ve seen this pattern before. It’s why we also opposed broad fast-track proposals like the Western Solar Plan, which aimed to accelerate industrial-scale solar development across vast acreage while sidelining recreation concerns.

If Sacramento County gets away with skirting laws and processes, this precedent won’t stop at Prairie City.

Other SVRAs, dune systems, and public recreation areas across California — and throughout the West — will be next. This is how access is lost: not all at once, but one compromised designation at a time.

Prairie City is the line in the sand. If we don’t defend it now, it becomes easier to undermine every other OHV area later.

We Need You With Us

Legal action is the last line of defense when agencies refuse to follow the law. It is also resource-intensive and only works if our members stand behind it.

We have agreed to help raise funds for this lawsuit and make time available from our staff attorney to reduce costs.

We created a promo code for our Custom GasGas EX 300 sweepstakes to support this lawsuit. Use this link to donate, and you will receive double entries, our biggest and final multiplier, to win a custom dirt bike and an all-expense-paid trip to Moab!

Winter is Time to Save 20%

Winter is the perfect time to dial in your suspension. Cold temps. Fewer rides. More garage time.

Instead of waiting for spring to fix what didn’t feel right last season, now’s the moment to show your ride some love.

The Slacker Digital Suspension Tuner makes it easy to set up your suspension the right way—accurate, repeatable, and trail-ready. Whether you’re fine-tuning sag, checking suspension health, or rebuilding confidence in your setup, Slacker helps you start spring already confident and dialed.

Why winter is the best time to tune: 

• No rush — take your time and get it right.
• Take time to learn more about suspension setup.
• Spot issues before they cost you performance later.
• Roll into spring with confidence and control.

Your rider sag is the foundation of how your bike handles and how your suspension performs. Give it the attention it deserves now, so when spring hits, all you have to do is rip it.

This weekend enjoy 20% off your order using code SAVE20 at checkout, or click your bike type below and the discount code will automatically be applied for you at checkout.

Keep it dialed The Slacker Crew

Ballbreaker Extreme 2026

Possible Changes at KTM

Comment: Are KTM dropping the 250 two-stroke for a big-bore 350 EXC?

Restrictions are ruling out homologation for small capacity two-strokes – are KTM eyeing up a big-bore 350 2T TBI to fill gaps in the showrooms?

We’re not sure whether to run around cheering or put our heads in our hands and cry but with the 2026 enduro ranges from KTM, Husqvarna and GASGAS all limited to just one homologated two-stroke model, the 300, are we on the verge of major 2T enduro line-up game change?

Lower capacity two-strokes are out, no longer homologated models but restricted to closed courses, leaving the 300 EXC the lone models cross KTM, Husqvarna and GASGAS ranges in 2026.

Though lots of people use the XC-W and obviously motocross models for racing, a large number of customers rarely or never enter events. So, with only one option (X3 colours give or take a few spec options), that means a huge drop in sales for the Austrian manufacturer.

Add to that the complications and expenses of continually developing small capacity two-strokes and we can see why the 300 two-stroke has become a lone soldier.

Wouldn’t it make sense to turn the development time, effort and money into bigger bikes, bikes people actually want and arrive with a bored-out the 300 with another 50ccs?

You know it makes sense

This is in no way official, just Enduro21 again having an ear to the ground and listening to the rumbles in the tracks. On the back of mounting evidence the PDS, direct rear suspension system on the KTM EXC range, will be dropped (in the North American market from 2027) and as they streamline production in the light of last year’s financialproblems under new majority owners, Bajaj, this could add to the list of resolved headaches in the R&D department at least.

A bored-out 300 would in theory be an easy development step for KTM and there are other 350 models attracting a lot of attention, specifically the Beta RX350 which is proving popular (although it is carburetted and not homologated).

Long live the 250

We’re fans of a 250 at Enduro21. The power delivery, the lighter clutch and feel for not much trade-off in top end power hits home between the trees.

When Mario Roman raced the 2025 Getzenrodeo Hard Enduro World Championship round on a Sherco SE 250 two-stroke we were dancing. Plus, our TSP-tuned Husky TE250 remains one of the best and most versatile fuel injected enduro bikes we’ve ever ridden. 

But that Austrian fuel injected two-stroke 250 needed the aftermarket work to make it usable for enduro and for many people the standard bikes have become obsolete in the showroom. Why would you buy one?

Add to this the fuel injected 250 and 300 TPI and TBI models have proved a spectacular failure at the races. Professional riders put this down to a power curve which is uninspiring when compared to rival carburetted bikes from Beta, Sherco and TM for example.

The 300 TBI has proved the exact opposite in Hard Enduro where the development to create a go-anywhere bike which happily chugs away in monster rock gardens, like Carl’s Diner at Erzberg, has transferred to successive Hard Enduro World Championships for Mani Lettenbichler and Billy Bolt.

Prices in the showrooms compared to rival manufacturers, plus spare parts availablity over the last year or so have not helped here it must be said.

The sheer volume of 300s sold only amplifies the problem for the smaller capacity bikes in the KTM Group which is why a 350 EXC could be the answer.

Lars Lindstrom on Jett Lawrence and Jo Shimoda

“I'm pretty confident that we'll see both of them back in supercross at some point”

“Yeah, I think I'm pretty confident that we'll see both of them back in supercross at some point. Jett's recovery is going incredible. That bone that he broke in his foot, the talus bone, is a really important bone, basically that's your main platform for the first thing that the tib and fib [tibia and fibula] touch. So, for that to be really healed is important. He's been doing everything possible, you know, as far as hyperbaric chamber and all the tools and tricks that that we have with Doc G and with the doctors that he had. So, it's been speeding up the recovery process quite a bit, just like it did with his knee [last year]. And that's the cool part. He's in there every day trying to get better. And Jo's been doing the same thing. And luckily, Jo's surgery was really well done. Really happy with that. And I think that he feels so good that I think he'll be back...I wouldn't say that he'll be back for the first East Coast [SX race]. We still don't have a clear answer from his doctors when they think it'll be, but he had some scans done this week, and we should know more pretty soon.”

Chase Sexton on Anaheim 2

Stewart Shows His Toughness!

Top10 in San Diego defies the odds for injured Stewart. Gritty 450SX performance upon return from Anaheim 1.

One week after his frightening crash at the Monster Energy Supercross season-opener in Anaheim, 450SX contender Malcolm Stewart defied the odds in earning a top 10 finish in San Diego while racing with a fractured scapula bone in his shoulder blade.

After a diagnosis that included both a dislocated shoulder and scapula injury in the aftermath of Angel Stadium’s multi-bike incident, the Rockstar Energy Husqvarna Factory Racing rider was cleared to compete at the second Supercross round in the days leading up to the event.

Questioning whether he could push through the pain, a gritty performance saw him advance directly to the main event via a P6 ride in his heat race, before achieving a 10th place finish to conclude his night at Snapdragon Stadium.

“Last night wasn’t about how I finished,” recalled Stewart. “The win was committing to the race when I could’ve easily sat it out – a [decision] I questioned more than once. But I stayed in it, pushed through the pain, and finished what I started.

Webb Not Happy!

Webb admits his chances are reducing to retain the title!

A very disappointed Cooper Webb feels his fifth place, after a crash trying to pass Tomac, at A2 is a ‘nail in the coffin’ for his title defence.

Speaking to NBC after the main event, Cooper said: “It’s been hell to be honest to start the year. It is part of the sport, you do everything right and sometimes you get your teeth kicked in. I was happy with tonight, I was riding well. It’s rare when I’m with number 3 and if anything he’s holding me back a little bit. I can’t be too mad at myself, I was trying to get a pass lined up in the sand and made a mistake and went down.

“Just a bummer, I feel tonight may or may not have put a nail in the coffin for my title defence, it’s bittersweet. But in this sport nothing is over until it’s over. I will keep working hard and I feel like I was one of the better guys out there tonight. With Prado on the start and Hunter, that was an unfortunate thing we all have to deal with next to Prado.

“It’s racing, I’m pissed, not good results but not for a lack of effort, the heart is there. Get on the same pony that kicks you off and ride it out. We will be back next week that’s for sure.“

A2 Interviews

Finally Sexton Back on Top!

Jason Anderson grabbed the holeshot, followed by Chase Sexton and Hunter Lawrence. Ken Roczen got bumped on the start and almost went down. He would start the race in last. On the second lap, Hunter Lawrence would make the pass on Chase Sexton. The two of them would continue to battle while Anderson raced ahead. Sexton would make the pass back to Lawrence, but their fight was not done. Behind the two lurked Eli Tomac, who was watching and waiting patiently. Back at the front, Sexton began to catch Anderson and began looking for ways to pass. Sexton would make the move, but two turns later, Anderson took it back. Sexton would then seal the deal and make his way back out front.

Behind the leaders, Hunter Lawrence and Eli Tomac began fighting for position, with Tomac ultimately making the pass. Tomac then set his sights on Jason Anderson, who was not going down easy. Sexton up front was not getting away quickly as they were all running such a high pace. Tomac would make a mistake and allow Hunter Lawrence to get back by him. To make things even more interesting, Cooper Webb joined the mix in fifth. Both Hunter and Eli would make the pass on Jason Anderson, and then Cooper Webb followed them through as well. Cooper Webb would end up going down, allowing Tomac to get away. Sexton remained in control, but Hunter Lawrence didn’t give up without a fight. In the end, Chase Sexton would grab his first win on board his new ride with Kawasaki.