Honda TRX520R

Great literature usually begin by enticing the reader gradually with just enough information to lead to the final climax of the editorial piece. I’m afraid you’re going to miss out on that aspect of this piece of “great literature” because the climax for this article is the individual details for the products used to make this rocket MX machine. Once you read the list of sponsors and participants involved in this project the ending and final opinion will be blatantly obvious.

Mission: Create the absolute ultimate MX quad sparing no expense or rules.
The desired end result: The fastest lap time possible.

Seeing that we were throwing out all of the rules for this quad, we decided that bigger was better. When you’re talking big horsepower and big displacement, the guys at nMotion instantly come to mind. They’ve had a big bore 520cc kit out for a while for the Honda TRX450R. Seeing the success of the Hondas later in the GNC season and the massive horsepower and torque numbers from nMotion, the obvious choice was to build a Honda for this project.

Tucked discretely beneath all of the bling you can see the Walsh Racecraft Savior Swingarm System. If you want your TRX to handle to the max, this system is a must have.We started by determining what parts on the Honda needed improvement. First and foremost we needed to address the rear suspension. In our effort to build the best of the best we contacted Mike Walsh at Walsh Racecraft to talk to him about their new “Savior Swingarm System”. It features a completely new linkage setup that replaces the stock linkage and allows for a longer rear shock. This was said to take the infamous TRX450R pogo effect away. While talking to Walsh we also ordered their new A34 A-arms. Walsh Racecraft has always had top of the line products and their new line for the TRX450 is no exception.

Next, we wanted to address the shocks. After talking with the guys at Walsh they suggested going with Elka. We gave Elka a call and within a few days we had shocks in hand. I couldn’t believe it. No, it couldn’t be; a shock company with a turn around less than a month? This was the first set of Elka shocks I’d really examined closely and I was very impressed with the craftsmanship of the shocks. We installed Elka’s Elite series for the front and rear of our project quad.

The Pro Armor MX Front Bumper supplies the necessary protection to keep our Walsh long travel front end and our Elka Elite series shocks safe from the other crazies on the track.Now it’s time for a little background about the engine. While flipping through the pages of a couple of magazines and reading a few Internet articles we confirmed our decision and went ahead and gave nMotion a call about their 520cc big bore kit. It wasn’t long after talking to them that I had boxed up the stock TRX engine and had it sitting on the loading dock ready for UPS to pick it up. A few weeks later it rolled back in with a completely new cylinder, piston, cam, and some very aggressive head porting. The engine was assembled and ready to bolt into the frame. We also picked up nMotion’s trick new stainless steel exhaust system. This is hands down the most high-tech looking exhaust system we’ve ever seen. It even has the nMotion logo laser etched in the side of the canister. I was itching to bolt this massive package into the frame.

Oh, speaking of the frame; we are building this quad to withstand all of the abuse we could throw at it. So, while talking to Walsh Racecraft we also ordered one of their gusset kits for the TRX frame. I was very impressed with the completeness of this kit. It seemed to fit in every crack and angle in the frame. The fit of each of the gussets was close to perfection; much better than other kits I’ve installed. After I finished TIG welding the gussets we had it and the stock subframe powder coated matte black, a great contrast to the candy red and chrome of the Walsh suspension components.

Since ATV Scene is pretty tight with QuadTech, I dropped them a line to peak their interest in this project. The next thing I knew, we had one of each of their products on the way. Being familiar with the quality of the QuadTech line it was no surprise that every single piece they sent fit perfectly. We put on their full graphics kit, carbon fiber nose piece with scoop, front shock guards, rear master cylinder guard and seat cover. This really brought the looks of the Honda to an all new level.

nMotion not only supplied the massive torque and horsepower for the 520, but they also sent their very trick stainless steel exhaust system. The sound of this system is phenomenal.When it came down to the rear end of our T-Rex we decided to give the guys at RPM (Redline Performance Machines) a call. They’re infamous for having top of the line axles and bearing carriers. I’ve been running the Dominator II axles and Millenium bearing carriers for a few years now and their durability and design is definitely top of the line. We stuck a new Dominator II axle and Millenium carrier in this project quad, too. We also opted for their new Cyclone front wheel hubs. If you’re looking for the same great technology of the tapered bearings from the Millenium carrier in the front of your quad, you should take a look at these hubs. It makes a lot of sense in the rear to use tapered bearings, but a tapered bearing is the obvious choice for the front hubs due to the horizontal force applied while turning.

Now it was time for the protection components of the quad. I’d seen some really good components come from Pro Armor as of late so we gave them a call. They sent out their new FAT PEG Nerf Bar setup. The way these nerfs bolt up to the frame is very innovative. At first glance I wasn’t’t too sure about them, but after riding on them and feeling the difference in stability and the grip from the replaceable steel foot peg I’m convinced that these are hands down the best nerf bars available for your 450R. They even feature heel guards to keep you from running over your leg (speaking from experience, running over your own leg is a bad thing). They also sent out their MX front bumper and grab bar. All are top quality parts.

With as much power as we we’re planning on putting to the ground, the stock drive components just weren’t going to cut it. Vic Krause at Sidewinder was the next mark on our list. We called to talk with him about their new Ti series chains and sprockets. I was a faithful Sidewinder supporter prior to this project due to the unbelievable durability of their sprockets. I still have a Sidewinder aluminum sprocket from the old 250R days that I occasionally throw on my YFZ. It’s still in great shape with no telling how many races under its belt. Vic sent out a Ti-Moly rear sprocket, a front sprocket, and a Quadra-Max Ti-Series chain. Since the Ti-Series components have proven themselves even stronger than the earlier Sidewinder products, I expect these things to be around long after I’m too old and feeble for MX.

First Ride
The Pro Armor FAT PEG nerf bars are worth mentioning again. The “sturdiness” and grip of these pegs are second to none.After days and days of installation and setup, this monster quad was finally ready to hit the dirt. I was VERY impressed with the quality and craftsmanship from Honda and all of the suppliers that contributed parts to this quad. I have built quite a few quads from the ground up, but this one was absolutely the best fitting quad I’ve built. We couldn’t wait to get it dirty!

The first thing we noticed about the monster 520 was the compression. It was immediately evident the first time I stood on the kick starter. The first sign that this thing was really going to scream. A couple of kicks and she fired right up. It was now time for the first ride. We loaded up the Honda and took it to a local MX track near Birmingham, Alabama for its inaugural voyage. I took it easy for the first couple of laps, just in case anything decided to fall off. It all held together perfectly, so now it was time to open it up.

The amount of power in the 520 was immediately evident, but there was definitely an issue with mid to high throttle. A sputter had developed that was robbing a lot of horsepower. After a few more laps we regretfully loaded her back up and decided to tear into it back in the confines of the air conditioned shop.

RPM’s Dominator II race hub axle dawns the rear end of our project quad. When combined with their anti-fade rear brake hub and Millennium carrier you’re sure to have a long lasting and very durable package. You can also see the Sidewinder Ti-Series chain and sprocket. The durability of these Sidewinder products exceeds all expectations. We are still running them today and they still look absolutely perfect. Even after a long season of hard racing.We gave the guys at nMotion a call to get their advice on the situation. When we first talked to them we decided to run the stock carburetor using a 220 main jet. After feeling the hesitation they decided that swapping out the carb along with dropping a few jet sizes should cure the illness. We then ordered a 39mm FCR carburetor. When it arrived we installed it and went back to the track with a load of carb jets in hand. We decided to start with a 208 and work our way down. Although I could feel the throttle response becoming more and more crisp, it was evident that we weren’t making much progress toward reaping all of the horsepower from this monster. We called it quits with a 185 main jet installed. The mid to top sputter was still there, just as evident as ever. The second call to nMotion yielded the same response; continue dropping jet sizes. They also said that they have some of the same engine setups on the West Coast running a 155 main jet. I was a long way from the West Coast and a long way from a 155. We were very hesitant to continue dropping jet sizes since we had just completed the assembly of this machine, but back to the track we went, with the rest of the jets in hand. Dropping and dropping, one size at a time, we eventually got down to a 160. The sputter was still there and power delivery was still not acceptable. Back to the drawing board again.

The next component on the chopping block would be the stock ignition. In an effort to solve our sputter problem, we bolted on a programmable DynaFS ignition module. To make a long story short, this didn’t solve the issue either. By now I was really getting frustrated with the time and effort we’ve spent on this quad and the results it’s yielding, but being the eager racers that we are, we decided to continue with our dialing-in efforts.

The combination of the Elka Elite shocks and the Walsh suspension components provided more than enough plush feel to soak up even the hardest landings. All of the test riders were impressed with how well these components worked together.Here’s where our luck changed. The next GNC MX race was at Loretta Lynn’s in Hurricane Mills, Tennessee. The ATV Scene crew was there with this quad on hand and just as luck would have it, in rolls the nMotion trailer with their mobile dyno. I couldn’t believe it. This was exactly what we needed and not a moment too soon – I was at my wits end! The whole nMotion crew was there and eager to dial in our monster and prove that their kit was indeed worthy. Early Saturday morning we threw our project machine on the dyno for proper jetting and ignition adjustments. The initial assessment was a rich jet setting and inadequate ignition curve. They dropped the main jet down to a 150 and changed the pilot. They also installed their custom ignition curve in the Dyna box. Back to the dyno with a sinister expression we went. After a couple of kicks the throttle response was immediately different! Better was a major understatement. This thing wanted to rip the dyno in half! Kevin, while sitting on the quad, simply looked over at me and gave me a little grin. In order to fully comprehend the beast that we unleashed you really should check out this dyno chart – it speaks for itself.

Obviously, the first thing you notice about that chart is the massive H.P. and torque numbers, but I would like to point out what makes this engine package special. As you can see, from around 4000 RPMs all the way through 8500 RPMs you are within 3ft. lbs. of maximum torque. This translates to an almost instant power delivery regardless of where you’re at within the RPM range. This makes for a very easy quad to ride. To put it simple; power, anytime you need it – and lots of it!

Suspension
The in-air stability of this machine is the best I’ve ever ridden. Even the test riders that weren’t used to the quad felt comfortable jumping with it.From the moment I stepped on the pegs this quad had a very comfortable feel. This was even more present on the track. The Walsh Racecraft components really make the quad stick in the corners. It brings back memories of old Laeger ProTrax 250R days. After riding a few stock 450R’s I had expected the rear linkage setup to help out a little. I was completely floored after riding this quad. It handled the abrupt impacts perfectly. No “pogo-ing” sensation whatsoever. The claims that Walsh made about their Savior Swingarm were spot on. Although high-end in the price range, it’s worth every penny.

The above components coupled with the Elka Elite Series shocks make a great combination. Just for a baseline, I am comparing this quad against the quad I normally ride, which is a YFZ with Axis shocks. The first ride on the Honda was a big surprise. The Elka’s provided a very plush and forgiving ride from what I expected. The first thing I noticed was their ability to soak up mistakes that would otherwise have sent pain through my feet. The track we first tested the shocks on was a very well groomed wide layout. This suspension setup was near perfect for this track. We decided to visit a different style track to test the shocks even further. The new track was very rough with braking bumps and sharp un groomed obstacles everywhere. Although still sticking in the corners very well and handling the large impacts perfectly, a critique of the Elka’s was becoming immediately evident. The short choppy bumps of the rough track were causing some bounce to take control of the quad. After a few hours of playing with the high and low speed compression adjustments of the Elite Series shocks we were able to help out a little. The ability to fine tune your shock to this extent is an industry exclusive on the Elka Elite Series.

Due to the added width and stiffness of the RPM Dominator II axle combined with the wider front stance of the Walsh components, we were able to attack all of the corners with ease. The ITP Holeshot tires also provided a major factor in this equation.We put it to the test this day. Although much improved over the initial setting, the shocks were still not handling the short, choppy bumps as well as they were handling the rest of the track. All in all, the Elka’s are performing awesome, but I am looking to take advantage of their quick-turnaround service in the near future to dial them in perfectly.

I can’t help but comment on the components that RPM sent us. While trying to max out the shocks and chassis setup I really put the Dominator II axle and the Millenium bearing carrier to the test. Both of these amazing components have held up perfectly under the intentional stress I have put on them. This setup, like the other RPM components I’ve used, is perfect once again.

Conclusion
After all is said and done, I couldn’t be more excited about all aspects of this quad. I’ve never felt more comfortable on a MX quad than I do on this thing. It was very easy to ride for all of our test riders and all had great things to say about the massive power. If you’re looking to totally dominate the competition in an open class, this package is definitely worth considering. Just be prepared to hold on tight! It WILL pull you around the track.

Brit Mansell’s Honda TRX 520R
Engine/Electrical		Cost		Supplier
	nMotion 520cc Kit	$995.00		nMotion
	Oversized Valves	$250.00		nMotion
	Cam	$200.00		nMotion
	Adjustable Cam Gear	$40.00		nMotion
	Head Porting	$500.00		nMotion
	Machine Shop Work onHead	$110.00		nMotion
	Heavy Duty Valve Springs	$220.00		nMotion
	41mm FCR Carb	$500.00		nMotion
	DynaFS Ignition	$360.00		nMotion
	nMotion Stainless Exhaust System	$489.99		nMotion
	Pro Design Kill Switch	$39.95		QuadFast.com
	Fluidyne Oversized Radiator	$449.95		QuadFast.com
Chassis/Controls
	Walsh LT A-Arms	$1,067.95		Walsh Racecraft
	Walsh Savior Swingarm	$1,399.90		Walsh Racecraft
	Walsh Stem	$289.95		Walsh Racecraft
	Tag T2 Handlebars	$89.95		QuadFast.com
	Walsh Gusset Kit	$224.99		Walsh Racecraft
	Gusset Kit Installation	$200.00		QuadFast.com
	Matte Black Powder Coat	$275.00		QuadFast.com
	Elka Elite Front Shocks	$1,595.00		Elka Shocks
	Elka Elite Rear Shock	$995.00		Elka Shocks
	Works Connection Clutch Leve w/ Hot Start	$165.00		QuadFast.com
	JB Racing Gas Tank Bracket	$99.00		QuadFast.com
	Stainless Steel Front Brake Lines	$95.00		QuadFast.com
	Stainless Steel Rear Brake Line	$40.00		QuadFast.com
Running Gear
	RPM DII Axle	$669.95		RPM
	RPM Millenium Carrier	$249.95		RPM
	RPM Anti-Fade Axle Nut	$199.95		RPM
	RPM Front Hubs	$299.95		RPM
Wheels/Tires
	Front Holeshots	$141.90		ITP Tires
	Rear Holeshots	$159.90		ITP Tires
	ITP T9 Pro Series GP Front Wheels	$182.00		ITP Tires
	ITP Rear Beadlocks	$541.90		ITP Tires
Drivetrain
	Sidewinder Ti-Series Sprockets	$179.98		Krause Racing
	Sidewinder Ti-Series Chain	$129.99		Krause Racing
Body
	Quad-Tech Graphics Kit	$110.00		Quad-Tech
	Quad-Tech HiPro Hood	$190.00		Quad-Tech
	Quad-Tech Master Cylinder Guard	$55.00		Quad-Tech
	Quad-Tech Front Shock Guards	$125.00		Quad-Tech
	Quad-Tech Seat Cover	$125.00		Quad-Tech
	Acerbis Handguards	$120.00		QuadFast.com
	Pro Armor FAT PEG Nerf Bars	$274.95		Pro Armor
	Pro Armor Skid Plate	$112.95		Pro Armor
	Pro Armor MX Front Bumper	$94.95		Pro Armor
	Pro Armor Rear Grab Bar	$69.95		Pro Armor
	Total:	$14,724.90

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