INSIDE JEREMY MARTIN'S CLUB MX YAMAHA YZ250F

Muf-Off and FXR have joined forces as the primary sponsors to the Club Mx team for 2023. Jeremy Martin has an outdoor championship under his belt and years of wisdom in the 250 class from working with several factory teams. Is this bike as competitive as a Star Racing Yamaha? Do the B teams or Privateer teams need all the bells and whistles to win? Club Mx has ditched the fat and only gone with parts that will enhance the performance of their 2023 Yamaha YZ250F. Mechanic Cameron Callaghan didn't hold back during his interview and revealed to Dirt Bike Magazine all the secrets they have used to make this bike as competitive as any factory machine on the track.

Starting at the front of the bike you will see the Mika handlebars mounted to Martin's bike. This is one of the lower bends they offer and the team removes the crossbar. You can also see that the map switch button has been placed at the center of the bar pad. Riders will sometimes hit their chests on the buttons during racing and inadvertently change the maps. Tucking the button away allows it to be protected and the risk of getting bumped alleviated.

A cool part we found on the bike is that the team is using a Kawasaki kill switch. Some teams or riders have a preference on the feel and durability of the buttons on the handlebars. They opted for this Kawasaki kill switch shown above.

Luxon's old clamp had an open window design in it on the bottom set. Jeremy actually preferred a stiffer clamp so Luxon went to work and engineered an entirely new clamp based around his needs. You can see that the windows are much more closed up on this design.

Luxon provides the triple clamps to the entire Club MX race team. The clamps and bar mounts have several options to choose from. Jeremy settled on -4 on the bar mounts themselves compared to stock. He runs a fairly lower set up then stock.The steering is also extremely tight! This was one of the tighter bikes we’ve felt in the paddock. Some riders like Justin Barcia run theirs extremely loose. This is on the far opposite end of that spectrum. New bearings and new grease are added every weekend to make sure they will hold up with how tight they are.

ARC is providing the clutch and brake perch on the motorcycle. You can see that the kill switch on the bike is moved in as far as possible to keep out of harms way.

A G3 ergonomics throttle tube is used to enhance the durability in the event of a crash. You can also see that the start button has a housing around it for protection. This is made by Five Two Additive. They do a lot of cool 3D printing products for bikes. That is one you should check out for your personal bike! The team is making sure it doesn't get bumped during racing. The wiring is also wrapped in sheething for added protection in this department. You can see in the photo that Cameron is also using wire tie instead of grip glue. Martin can feel the glue in comparison to just having the wire in place.

Ross & Yoshi at Enzo Racing handle the suspension for Jeremy Martin's race bike. Jeremy is running a 3mm fork height in the clamps. Jeremy's strong suit is cornering so his whole set up on the bike is around the basis of getting the bike to corner as best as possible.

An oem brake line and caliper are used on Jeremy's bike. Stock components are getting that good. You can even see some OEM parts on Eli Tomac or Haiden Deegan's bike if you look closely. A Galfer solid front brake rotor is added to the motorcycle. It is protected by an Acerbis brake cover.

Dubya is doing the wheels this year for Club MX. An Excel rim with Hahn hubs are used. You can see in the two images above that the spokes are wire tied also. If the spoke breaks loose these ties will keep it in place instead of wrapping around the hub or brake system.

Dunlop tires are used for the entire team. This is a Dunlop spec or factory front tire. To put it into perspective a little bit, Jeremy has been on this front tire as long as hes been on Dunlop for the most part. He doesn't change from this particular pattern much ever.

The front axle is steel. The team has played around with titanium but settled on the oem version after testing.

P3 carbon makes this ultra trick custom carbon air box cover for the team. You can see that if offers a larger volume and more air flow with the holes up front. More air=more power. DT1 is providing the air filters to the team and surely customizing the design for this air box configuration offered in the photo above. The team will close out some of the vents on the custom air box cover during outdoors due to the conditions.

Jamie Ellis is the mastermind behind Twisted Development in Southern California. If you saw the year Davi Millsaps had the red plate on a Suzuki RMZ450 privateer bike then you’ve seen what a Twisted Development engine can do. Jamie helps build a ton of the race engines for teams in the paddock including the Club MX Yamaha team. Jamie does the engine and mapping on the motorcycle. Jeremy settled on a package that offered a smoother power characteristic that was rideable for 15+ minutes. For Jeremy its more about a smooth engine curve then having something super snappy at the crack of the throttle.

An OEM shifter is used on Jeremy Martin's bike and plugged with silicone to keep mud out. Teams will cover as many holes on the motorcycle as possible to keep mud from packing in.

You can see that the swing-arm pivot is also plugged with silicone to keep mud out. The pivot itself is OEM. A Racetech Titanium nut is added to the pivot for durability and decreasing the weight of the overall motorcycle. You can also see the Anchor tape on the frame of the motorcycle. This tape has shown up on a lot of factory bikes the last couple years in the paddock. The material is very durable and very grippy. Jeremy isn't a huge fan of having it on his side plates and only prefers it down the main frame rails.

A Flo titanium footpeg is used on Jeremy's bike. They are paired up with a Racetech Titanium mount. The holes again are plugged with silicone to keep the mud from packing in. The team has made a slight modification to the mount to give Jeremy some more comfort on the motorcycle. The team didn't go into anymore specifics on what those changes were.

A complete FMF exhaust on the bike and tailored to the engine characteristics of the Twisted Development set up. You can see in the photo above that FMF adds this guard to the pro race bikes to add some durability to them. Riders squeeze extremely hard to the motorcycle and can dent the side of the pipe in. Off the start the pipe can get bumped so this guard adds some insurance for the riders and team.

You can see on the swing arm pivot has a 52 additive 3D printed cover on it. This serves two purposes. 1) A cover to keep mud out of the area. 2)As a brake stop so the brake pedal doesn't pull the guts out of the rear master cylinder if its shoved upwards in a crash. Jeremy is running an OEM brake pedal but the team actually extends the length for him. The tip is moved forward 10mm. Attached to that is the brake snake to prevent the pedal from getting pulled away from the bike or getting bent during a crash.

A complete Hinson clutch system is used on the Club Mx Yamaha. He's right in the middle for stiffness and engagement. If the team wanted to they could go the same day on a clutch without changing it. Jeremy isn't too hard on his clutch like some of the other 250 riders might be.

An extremely popular component on the 250 race bikes in the pits is the electric water pump. It is new to the team for 2023. Cameron explained that the team saw significant improvements on the dyno and on the track.

On the radiator hoses themselves you can see that the team is adding some extra protection from rocks & roost. These are hoses cut in half and used as a guard to make sure the coolant lines aren't damaged on track. You can also see the P3 carbon skid plate to protect both sides of the motorcycle and the under carriage.

The team uses a 1.8 radiator cap instead of the oem 1.1 that the bike comes with off the showroom floor. The team also places a pin in the top so the top can't spin off during the race. Riders sometimes rest their legs on top of the shroud and can potentially spin the cap off. We have seen it happen before.

The team is using screens to protect the radiators from sand packing up in them or rocks damaging them. With the addition of full sand sections into the tracks these have become normal to use in Supercross. We typically see this on the outdoors bikes all season long.

TAMER makes this two stage holeshot device for the team. This is a 2 option button but Jeremy typically uses the bottom hole on the starts. Its at 175mm. That isn't the deepest we’ve seen in the paddock but that is pretty darn low regardless.

TAMER provides these black fork guard straps to the lower end of the fork guards. Because the holeshot device sets the forks so low it can explode the fork guards off the bike when it sets back into original position. These straps ensure that the fork guards will remain intact down the straight away.

The sub-frame is oem and identical height as the one that comes with the 2023 Yamaha YZ250F. the tabs on the side of the frame are welded on for added support by the team. When Jeremy first started at Club Mx Yamaha he was on a -10mm cut sub-frame. After testing and some time on the bike they have gone back to the standard height that the bike offers.

GUTS racing provides the seats to the team. They provide the phantom foam and the seat is standard height. Jeremy prefers the 6 ribbed seat cover to keep him locked in on the starts and through the whoops. The seat will start out on the practice bike for a week before it makes its way to the races. Jeremy likes it broken in before it hits a race track.

Enzo rear KYB shock is used on Jeremy Martin's Yamaha YZ250F. The linkage and linkage nuts on the motorcycle are 100% oem ! Pretty cool to see that OEM parts like that can survive the abilities of Jeremy Martin on Supercross.

Mike metals provides the sprockets with a DID chain. You can see the team is using the stock hardware to mount the rear sprocket to the hub. He is on a 13/50 gearing combination.

An interesting part of Jeremy Martin's bike is how long he prefers the wheel base. Usually riders will lengthen or shorten the wheel base depending on how they want the bike to corner. Jeremy has his pushed out quite a bit which leads us to believe he would rather not have sharp cornering and more stability in some of the other sections of the track. The axle is oem with a Racetech titanium nut on the end.

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Again Dubya is handling the wheels for the team. Excel A60 rim with Hahn hubs are used. You can get another look at the longer wheel base set up Jeremy is using.

Dunlop is providing the rear tires for the motorcycle. Jeremy and the rest of the 250 class is mainly on a 110 size. 120 can create a larger footprint but you would be sacrificing some power if you went that route. These teams don't want to loose any power in the smaller displacement class. This is the first year Jeremy is using the specific tire. It is an all new one from Dunlop and eventually will be sold at the consumer level.

The team is running an OEM brake system out back. Some of the bolts are wire tied for safety. You can see the P3 carbon guard that protects the entire brake system.