Suspension/Handling/Control

Rate: 8 out of 10

When I threw my leg over the bike I felt at ease. The bike was a little hard to start in the cold, but once I got it running it ran great. After my first couple of laps I noticed the front end was diving a little so I took the bike up to Donnie. We changed the fork compression from the stock setting of 13 clicks to 11 clicks. After that I could drive the bike as hard as I wanted into the corners. As the track got rougher the back end started to hop so I took it back up to Donnie and we changed the shock rebound from the stock setting of 8 clicks to 10 clicks. From there no further adjustments were needed except for minor control movements. At that point the bike handled amazing, and had plenty of power. It pulled up the hills with ease. The stock gearing was right on with exceptional from bottom to top end.

Motor/Engine/Power

Rate: 10 out of 10

I’ve ridden two strokes my entire career, so moving on to the four stroke I didn’t really know what to expect. I had to get use to the deceleration of the four stroke, but after I did it helped me set up for my corners. It let me leave the throttle on just a little bit longer helping my entry speed.

Pros:

∙ Good power on bottom, middle, and top

∙ Bike turned Amazing

∙ Deceleration

∙ Aggressive look

Cons:

∙ Difficult to start cold

Overall Rating:

10 out of 10

Overall I was very satisfied with the bike. I felt like I could go buy this bike and little changes would need to be made to be race ready. I think it will give the 250 2-stroke a run for its money. All the changes and testing Kawasaki has done to this bike have been worth it. I give it two thumbs up!

The post Try Out – kawasaki KX250F – review appeared first on Insidermx.com.

Motor/Engine/Power:

Rate: 10 out of 10

Coming off years of riding a carbureted bike and wondering if EFI was really worth it, I can tell you that it is. The throttle response is quicker and snappier and that is definitely the biggest thing I noticed as soon as soon as I started turning laps. The power was strong all the way from top to bottom.  I tend to ride high in the RPM range but this bike can also get you around quickly lugging it around in a higher gear too.

Kris getting used to the 2013 KX450F.

As we got deeper into the day the track started to dry out and get baked where the back end would  break loose under acceleration and start to swap. I had been riding with the green (standard) Digital Fuel Injection (DFI) module.  A quick change to black (hard) and it was a different bike.  The bottom end was mellower and it “quieted” the back end when getting on the gas coming out of corners which made the bike track straight. However, power was not sacrificed, just applied differently.  What you had to do in the past with an expensive pipe and gearing can be done with a quick switch of the DFI module.

If swapping a little DFI module improved the bike for the riding conditions that much, what will the Launch Control do?  After practicing a couple starts without Launch Control, the bike felt like it was all over the place as I tried to get as much power to the ground as possible.  Turning on Launch Control took a wayward rocket and turned into a guided missile: straight and true to the first corner.

Suspension/Handling/Control

Rate: 8 out of 10

The first impression on the bike was that it was definitely narrow.  It felt comfortable for my average sized frame (5’9”) and I did not feel that the bike sat too tall.  With a check of the air forks I learned that a special adapter is needed should you want to change the “spring” rate.  Unfortunately, the forks are not set up to accept a standard Schrader valve pump. That little adapter can easily get lost amongst your tools when you likely would need it most.

Kris giving the 450 it’s full power in a rut.

After a quick sighting lap I was able to settle into a pace to get a feel for the bike. The front end sometimes felt like it would get away from me through the corners if I was not paying attention. On jumps the KX is very friendly and felt neutral in the air. No excessive panic revs for endos or stabbing the rear brake for loop outs. The bike was very good at speed going through the chop, but rough under braking.   ACP is unique to most Arizona tracks in that it has some elevation changes and I felt the front bottom out on some of the leaps downhill and a couple OJs.  So, I headed into the pits for some adjustments.

A bit of water was thrown on the track while I went two clicks in on the forks.  That small change did the trick for the front end.  That eliminated the bottoming and helped stabilize the bike coming into and out of corners.  However, the water on the track made the back end start to jump around like House of Pain.  Another trip to the pits for some adjustments to the shock (2 clicks out on both compression and rebound) as well as adding a bit of play to the throttle cable smoothed out the ride.

Kris taking the bike really low in a tight corner out at Arizona Cycle Park.

I felt I had the suspension dialed in and now wanted to focus on the ergonomics. Although it felt comfortable, I think there was still some room for improvement. When you go to adjust the bar position you notice four big holes in the triple clamp; a forward and back position.  The mounts are also offset.  You have a total of four positions you can locate the bars on a stock bike.  I moved the bars to the most forward position and rolled them back slightly and that really opened up the cockpit. If you are a taller rider or really like a lot of room to hold your leg up in the corners, there is plenty of space.  However, the bars felt a bit out of reach for me and the front end a bit twitchy.  Keeping them in the forward position in the triple clamp, I used the rear facing offset on the mounts and that felt just right. The front didn’t feel as twitchy anymore and it felt more planted going in and coming out of the corners.

The fact that I felt comfortable on the bike so quickly is a testament to the engineering that went into the 2013 KX 450F. To manufacture a production bike for the masses but give the rider options to customize it to his or her riding style really allows the bike to adapt to the rider rather than the other way around.

Pros: 

• Narrow
• Adjustable ergonomics
• Power delivery and DFI options
• Launch Control

Cons:

• Adaptor for forks

Conclusion

Rate: 9 out of 10

Bottom line, the 2013 Kawasaki KX 450F is very easy and fun to ride.  However, the more complex they make these bikes, the more opportunity for things to go wrong. I had one afternoon with the KX 450F and it was a blast to ride. The real test will be the week in and week out of riding and racing. Reliability will be key for riders such as me who do not get a new bike every year.

The post Try Out – Kawasaki KX450F – Review appeared first on Insidermx.com.

The Vapor gear looks good. I am from the school of thought that gear does not need to have a bazillion different designs and colors incorporated into it. I like the clean look with solid colors.  The way the solid color of the jersey fades away from top to bottom and how it is married with the pants give the Vapor line a classic look with modern materials.

So, how does it fit?  This stuff is comfortable.  The waist is customizable which will come in handy for a guy like me that likes to eat come the holidays.  The pants are like Goldie Locks: not too tight, not too loose, they are just right.  I wear knee braces and there were no problem in getting the pants over them and there was not any excess material bunching up in the knees or down in my Alpinestars.

I really like the gloves.  They are not bulky and thick but are padded in all the right spots. As I mentioned above, there is some leather on the thumb to protect from the rubbing on the grip that causes yama-thumb. When grabbing onto the bars there is not any bulging of material in the palm like with other gloves. The feel is good without sacrificing protection for my hands.

The jersey is like wearing a t-shirt on a warm summer day. The jersey is so light and breathable it almost like wearing nothing at all (until you get hit with roost!). What I like are that the cuffs and collar are not tight and restricting. I know of riders that immediately cut off the cuffs on new jerseys. No need for that with the Vapor jersey.

The Gamma helmet fits well.  I am a bit particular about the face guards and how close they are to my mouth.  You know, the kind that are so close you can feel your own breath?  I did not feel crowded and there was not a big chasm for roost to find its way in. My CTO goggles fit well and vision was not hampered by the visor or peripherally either.  If I had one con it would be to add some thickness to the cheek pads. I like to have the feel that I am putting a “hug” on my head.  But I have confidence that in a get off the Gamma will do its job.

Pros

- Light
- Comfortable
- Looks Good

Cons

- Durability? So far so good, but will it hold up to a long year of riding? Only time will tell.
- To much White. It looks sick, but after the first ride it never looks the same.

Overall

The best things about this line is that it is light, comfortable, and it looks good.  However, the best thing going for it may also be the biggest con against it. The fact that it is so light begs the question will this gear a hold up over time?  With the attention given to the wear areas it might, but that is yet to be seen.  To put a score on it, I give the One Industries Vapor “Noise” gear and Gamma helmet a solid eight out of ten.

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The post Try Out – 2013 Honda CRF250R appeared first on Insidermx.com.

Motor/Engine/Power:

Rate: 9 out of 10

The 2013 CRF 250R is known to be almost industructable. As I have heard from many riders, you can really trust the bike no matter what your style of riding is. The 250 motor is very strong right out of the box. It was very fast on bottom, mid, and top end. This was a big help to clear any jump with ease. The Honda 250 has a very distinct power band. It feels as if it has a very steady power band and almost won’t stop pulling. WIth a lot of bikes it seems like it will fall on it’s face more towards the top end. This is one thing the Honda does not do, that makes a huge difference on the track.

Even though the spring rate was way off, Buddy had no problem’s making the bike work well.

Suspension/Handling/Control:

Rate: 9 out of 10

Racetown is an awesome track but the day we went out to test the Honda CRfF 250R, it didn’t get very rough. I beleive it was partly because of the lack of riders. The bike did hadle very well though and I felt i could put the bike where ever I wanted it. I was able to throw the bike around a lot better and very comfortable. With my weight I was kinda glad we didn’t have a super rough track because of the stiff springs that come stock (as all bikes do). The overall handling of the bike was very smooth and I was always in control.

Buddy felt most at home on the 2013 Honda.

Overall

Honda truly has a great dirtbike that can get the job done for sure. Overall the bike was great! I was very impressed with it! The 2013 Honda CRF 250R may not have many changes from last years bike, but why change something that isn’t broke!

Overall Rate: 9 out of 10

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The post Try Out – 2013 Suzuki’s – Video appeared first on Insidermx.com.

Buddy Wentworth was the 250 test rider. With multiple Amateur titles, Buddy has put in his fair share of time in on a motocross track.

Motor/Engine/Power:

Rate: 8 out of 10.

The 2013 RMZ 250f has a few small changes that make the bike pull really good on bottom. Coming out of corners it pulls really hard and at the bottom of uphills. The Suzuki has great mid-power as well. On bottom and mid the bike is great! But more towards the top it lacks just a little bit. I think if we were able to change the gearing it would’ve helped a ton! Seeing how we were testing just only stock stuff, we couldn’t change the gearing. One thing we were able to change was the FI Couplers that come with the bike. These made the bike either leaner, richer, or (as it comes stock) neutral. I liked the leaner coupler better because it added to the bottom end even more!! That feeling of the bike wanting to rip out of your arms is great! I was very comfortable with the power even with the small lacking of top end. Suzuki has also made a huge change to the transmission! This is a HUGE help with shifting. It really helps the bike pull threw each and every gear.

Buddy really liked the power the Suzuki had on bottom, compared to his Kawasaki’s.

Suspension/Handling/Control

Rate: 6 out of 10

Suzuki has just changed the rear spring from a 5.0 to a 5.2. I weigh only about 130 pounds so this was sort of a problem for me. We first adjusted the sag to as close as possible to my weight. This also caused the bike to not have very much pre-load, but the power of the motor made it easier to make all the jumps clean and with ease. The heavier spring also made the bike handle the rough track completely different. I had to be really precise with my lines to ensure I didn’t get kicked up and down to far. I’m sure if I was a little bit bigger the jump form 5.0 to 5.2 spring would of helped, but for little guys and riders just stepping up to the bike bikes made it hard.

With the size of Buddy, it makes it hard to set up the stock suspension to work well.

Pros: 

Transmission:

-Shifting

-Bottom end

-Real sharp throttle response

Cons:

- Stiffer Springs

- Harder to set sag because of my weight

- Kicks up and down because of harder springs

Overall: 7 Out of 10.

Huge thanks to Suzuki for letting us try out the 2013 bikes and working with us all day.

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Shooting is pretty much like riding, you have to make sure you have the right gear and know how to use it, so we’ll start there. The options for gear can become overwhelming at times so hopefully we can shorten your learning curve? One of the most important aspects to shooting, as well as most things in life, is to be organized. If you can’t find your gear, or access it easily, you will be less productive and quickly become frustrated.  In a sport like motocross where you will be in harsh conditions in distant locations probably the best way to carry gear is in a backpack. It allows you to carry all of the gear you will need while staying pretty much out of the way when it’s not needed. Just as many things in life, deciding on gear is a matter of personal preference and there are tradeoffs.  The biggest mistake most people make is to start small with the idea of testing the water then upgrading later. Obviously, there may be a specific purpose to getting a smaller pack but in general get a pack one size larger than you think you currently need. This will allow you room to expand later and usually the cost is very minimal. It also keeps you from being stuck with equipment later on that you won’t use and will actually save you money in the long run.

A perfect example of the type of pack you should consider is the StreetWalker® HardDrive from Think Tank Photo http://www.thinktankphoto.com. It allows you to carry a full size pro body with a 70-200 f 2.8 installed and ready to shoot plus a variety of other gear. Having used just about every brand of pack in the market, and after spending some time looking this pack over, I can highly recommend it.

The pros:

• Its very light for the amount of gear it carries, which helps reduce the total strain on your back.
• It has a very clean uncluttered design without a bunch of places to get snagged up on.
• Infinitely adjustable interior plus a step down for a pro size body with battery pack.
• Very stealthy looking. Keeps shady characters from identifying it as something worth stealing.
• It has a very well thought out tripod holder that tucks neatly away when not in use.
• Included rain cover and straps to secure tripods.
• Belt is modular and interchangeable for various different scenarios.
• Belt tucks away under pad when not needed.
• Lockable main compartment with large heavy duty zippers.
• Thickly padded shoulder straps and back pad with ventilation channels.
• Big and well placed identification holder for business cards ect…
• Adaptable to various other Think Tank products, easily tailored to your specific needs.
• Carries up to a 15.4” laptop in a dedicated compartment.

Wish list:

• Weather sealed zippers.
• Adjustable top shoulder straps.
• Interior key ring clip
• Second handle on the side
• Mesh stretch pockets instead of material on side pockets and shoulder straps.
• Dividers in see through lid storage for filter ect…

Like I said, most everything is a trade off and this bag has many more excellent attributes than not. In a perfect world we could design our own bag from scratch but this pack comes pretty close to being ideal.

On a scale from 1 to 10, I’d give it a strong 9. It retails for $189.75 from http://www.thinktankphoto.com. The site is also a great resource for information important to photographers and the issues we encounter.

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After the hype settled down from the first special edition release of the boots, we thought we would stop in at Fox and pick up of a pair of the next release about to come down the pipe line. Needless to say they didn’t disappoint. I personally loved my Fox F3R Boots; I wore some of the first ones they ever came out with and tested a bunch of different things for Fox on them back in the day. It helped that I wore Fox boots for most of my amateur career. Needless to say the F3R Boots came a long way in the past years, so these new Instinct’s had a lot to live up to.

Right off the bat I felt like I was slipping my foot into something that felt really secure. Once buckled up, my foot felt very safe, which had something to do with the new hinged ankle support I suppose. I was expecting to walk over to my bike like a robot from the 80′s, but that wasn’t the case. The boot’s flex in all the right spots and moved as if these boots were already been broken in. Felt amazing, a boot with support and no break in time? A few laps in and I knew it was true. As the night went on they didn’t just fell great, they worked great. Protecting my ankles from deep ruts and big rocks flying up.

The biggest disappointment I had with the latest F3R Boots was they would feel flimsy after awhile of hard use. The boot’s on the outside never looked wore out, but the whole structure felt a little flimsy. It was a love hate relationship. I love the feeling of movement, but sometimes to much is to bad. I really felt like that is where the new Instinct hit the mark. It felt like it had all the right amount of movement, without losing the structure. The final, tip top of the sword that made this boot the best I have ever worn was that fact that Fox ditched the stupid velcro feature. I used to hate all the shit that got caught up on it and then how it would just become crap and not work a year later.

In the end if you looking for a boot that works amazing, breaks in quick and latest a long time, look no further. The price tag seems step, but in the end your paying for more than just your average boot. This is a boot that makes all other boots obsolete.

With insight from the GOAT Ricky Carmichael, Fox made one of the most comfortable and maneuverable boots on the market, not to mention the highest level of protection.

• Five layer sole provides running shoe comfort ability with a steel shank for support and impact protection
• Hinged ankle providing optimum lateral support
• Booty-less design for less bulk and more comfort and feel
• Four buckle closure system with ball and socket design for easy in and out
• Rubber (replaceable) sole that keeps you stuck to the pegs at all times

More Info at : Foxracing.com/instinct

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If you choose to accept this invitation, we ask that you bring the following items to Honda’s Headquarters in Torrance, CA on May 24:

·    Boardshorts, or other swimwear you don’t mind getting wet/dirty!
·    Heavy-duty work gloves
·    One full set of motocross gear: Not a full gearbag, only a bare
minimum packed in the smallest bag possible—for this event, space is
at a premium.

While all of this may seem a bit mysterious, you’ll surely want to accept this offer to experience what is genuinely a riding breakthrough at this historic event.  You DON’T want to miss this!

My first reaction was to call in and see what I could find out on this secret release. Once the phone call was over I was still left without answers. I went on the rest of my day scratching my head, hitting up all my sources. Everyone was in the same boat as me, lost and confused. Rumors of a 350 starting hitting my mind hard, then a source was telling electric dirt bike. After days and days of wondering, I finally gave up and waited for the date to come.

Since I could sit here and make you read tons of words forming sentences, but this time I’m not going to. I’m going to just give you a play by play with as many photos as I can.

6:00AM – Scott Champion (VitalMX Rider) shows up at my house and we begin the journey of a lifetime.
6:15AM – Pull into the those Golden arches to pick up some food, only to find someone stuck in the drive through. This was a big kink in the timeline as we sat around and laughed at the guy and order our grease delights.
7:45AM – Scott and I arrive at Honda, lost and confused as the place is the size of some towns in Texas. After driving around for about 10 mins we finally find the Motocross division and head inside.
8:10AM – Everyone has arrived at this time and we get a little tour of one of the most amazing manufactures shop.

Ricky Carmichael’s champion ship winning 450 is on display along with a ton of other cool items from Honda.

8:30AM – We shuttle over to the airport in a Honda Mini Van (hehe). Once there we grab our stuff and walk out to the tarmac to see the sweet bird we are going to be flying it. At this point we are still have no idea of what we will be seeing/riding or where we will be going.

Scott Champion, Dalton Bailey, another editor and I load up in the Heli along with Bill Savino and head out for the ride of a life time.

9:00AM – We are up in the air and floating away. This was my first time in an helicopter and if you are ever given a chance to do it, jump on it as it is a ride of a life time.

L.A. from the sky.

9:30AM – It starts to become evident that we are heading towards Zaca station. iPhone’s are being passed around with maps and locations, but logically Zaca is what is being said.
9:45AM – We take a little detour and fly over Michael Jacksons never never land. So cool!

All the animals are gone and so are the kids. (hehe jk) Michael’s location still unknown.

10:00AM – We land at Zaca Station and the cat is out the bag. No hiding it now, we get our first glimpses of the all new Honda 450.
11:00AM – After an hour of drooling over the bikes we are getting a full presentation of the bike and are all handed booklets.
11:30AM – It’s time to ride. I haven’t rode the 2012 Honda 450 since we did our test ride on it back in August 2011. So I started out first on it.
12:ooAM – I start to realize why I sold my 09.
12:30AM – I grab lunch and begin to stare at the 13 Honda and wondering if it really is going to work better than the 12′s.

Relaxing after lunch at the Honda Bus.

1:00PM – After spinning about 30 laps on the track and stuffing my belly with Tacos it was time for get my hands on the 13.
1:15PM – We set the sag and I bust out on the track. It was short lived as we had to herd the cows off the track even feel safe.

Getting my sag set by a KYB specialist.

1:30PM – Cows gone and I start to twist the throttle. Instantly I feel like a super hero. I’m flicking the bike left then right and can’t help, but fall in love.

The confidence the bike gave me was amazing.

1:32PM – This bike just became my favorite new 4 stroke and I don’t have any plans of pulling in and getting off of it.
2:00PM – I start shooting some things with Cudby for the video and the only thing going through my mind was wow Honda didn’t lie the bike is actually doing what they said it would.
3:00PM -  Finally finished up some sections with Cudby for the video and it’s time to bust out some laps.

The rear tire didn’t slide out like previous years and stayed firmly connected to the ground. Which in lame terms means better handling and faster lap times.

3:15PM – That was short lived, man I’m out of shape.
3:20PM – We are adjusting the new air forks and trying a stiffer setting. Had a little bottoming out issue that concerned me.
3:30PM – I feel even better than the first time (how is this happening). It’s almost like I just had my suspension done for my weight by sending it in. It feels amazing and all we did was pump up the air pressure in the forks.
4:00PM – I’m back at the truck, bloody blister and all. It’s coming apparent to me that everyone is already out of their gear and waiting for me. I decided to call it a day (even though I was toast)I just wanted to keep riding.

Talking with the techs about how the bike handled at the end of the day.

4:15PM – We are all loaded up and the Heli is going up in the air. Dammmmmmm, it’s setting in, I won’t get to ride this bike for another 2 months or so.
5:20PM – I’m awaken from by everyone laughing as I dazzed off in the heli ride home.
5:50PM – Back at Honda’s headquarters waving good bye and off into traffic.

7:00PM – still in traffic (fml)

Gallery link

PR Release link

Honda Video link

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The Pro Taper Profile Clutch Perch integrates a low profile design and a factory race team inspired quick adjust star to provide one of the most technologically advanced universal assemblies on the market. With sealed bearings at the lever pivot, the Profile assembly virtually eliminates friction and provides a smooth, consistent lever feel. But that is just the beginning. Once installed, you will recognize the countless hours of R&D that have been instilled in the Pro Taper Profile Clutch Perch design.

FEATURES:

• ‐  Exclusive light weight, low profile design
• ‐  Factory inspired quick adjust star
• ‐  Unique “full‐coverage” pivot mount rubber boot keeps assembly debris free
• ‐  Sealed bearings at lever pivot virtually eliminate friction and provide a smooth, consistent feel
• ‐  6061 precision forged aluminum with ultra durable anodize finish
• ‐  Available with or without 4‐stroke hotstart assembly
• ‐  Universal application fits most make and model off‐road bikesRETAIL PRICING:

• ‐  $69.99
• ‐  $89.99 with hotstartREPLACEMENT PARTS:

• ‐  Hotstart Assembly ‐ $19.99
• ‐  Parts Kit ‐ $14.99
• ‐  Replacement Levers ‐ $13.99

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This is the first installment of Upgrades! With a brand new Honda CRF150 in hand we decided to get a few minor upgrades. These are upgrades that not only need to be done to any bike for racing, but are inexpensive. So let Buddy Wentworth go through everything about the bike.

We had Buddy Wentworth on hand to do all the testing on the bike.

Photo: Austin White

1. Dunlop MX 51′s

The first upgrade we did to the bike was change the stock tires to Dunlop MX 51′s. The new MX 51′s helped a lot right off the bat. I was having an issue with the stock tires sliding out on the face of lips and coming into corners. The MX 51′s helped solve that. In the berms I was able to keep control of the bike. When it came to the ruts I felt very comfortable with leaning into the turns and staying on the gas.

2. Leo Vince X3

The next upgrade was Leo Vince X3 Titanium exhaust system. Surprisingly this made quite a big difference on the Honda CRF150. Not only did the bike sound faster, but it ran way better. It felt like it smoothed the whole power band out, which in return made it easier to ride.

3. Pro Tapers Bars / Grips

After that we put on a set of Pro Taper bars and grips. At first I felt a little weird on them. This was because they aren’t the exact bars I run on my other bikes. After awhile I got used to it, but they just didn’t turn out to to be the bend I was looking for. The grips also tore my hands up. I picked the setup myself and should of gone with a tradition setup like I have on all my 85′s, but I wanted to try something different. This time it didn’t work out in my favor.

4. Tokyo Mods Carb / Ignition

The carb is the biggest secret for the Honda CRF150 and pretty much and 4 stroke that has a carb. Tokyo Mod’s was our first choice from the start. It was a great choice and they instantly got rid of the bog at the bottom of the throttle. Without the bog I was able to get out of the corners faster which only led to more confidence in everything else, jumping, hitting whoops, wheeling, etc… Tokyo didn’t stop there, they told us we needed Ignition to help really bring out the bike. It did just that, the vortex ignition with 10 different settings I found that their was one for every type of track. It came down to 5 and 7 in the end, I ended up choosing number 5 for my all around favorite.

5. MB1 Suspension

Once we did that we went to Perris Raceway to do some suspension testing with Mike Battista from MB1 Suspension. Using MB1 was one of the best choices we made. The bike cornered well and stayed settled through the whoops. Another reason MB1 was a good choice was whenever I cased a jump the suspension absorb the hit and didn’t punish me as much. The bike wasn’t as jumpy as it was when it was stock.

6. Impulse GraphX

Can’t forget graphics, it’s the final ingredient when going racing. Insidermx.com worked closely with Impulse Graphx to come up with this design and it came complete with my number on it.

Buddy negotiating a large single in the middle of the track.

Photo: Austin White

Mike Battista over seen the suspension, but also helped along the whole day with tips for the CRF150.

Photo: Austin White

The post Upgrades – 150 – Necessities appeared first on Insidermx.com.

Edit: Austin White
Cameras: Austin White / Josh Metzger

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