Jesse Ziegler | July 21, 2016
Rally is complicated and hyper-specialized. That’s a fact. There is no other form of racing that puts you out there more. It’s so specialized that few Americans attempt it, and very few master it. Quinn Cody is one American that has rally figured out.
On the heels of a successful west coast desert and Baja racing career, he took to rally naturally—combining speed and a knack for navigation to go fast, smartly. Most recently, Cody won the Sonora Rally in Mexico for the second year straight on the bike featured here.
His knowledge of the sport is deep, and his role as North American Rider Ambassador for the Amaury Sport Organization (ASO), organizers of the Dakar Rally, ensures his finger is on the pulse of the sport.
To read this in Cycle News Digital Edition Magazine, click HERE.
Photography by Adam Booth
The funny thing about Cody is this; he has a motorcycle-attention deficit that makes him need to do a bit of everything on two wheels. So, with one dirt bike at his disposal, building a competitive rally bike that can transform into a competent technical off-road or closed-course race machine is a must.
So, what does he do? He picks a versatile stock platform to do it all—a 2016 KTM 450 XC-F. Then he plans his build to go back to basics after a rally fix. The result is a bike with few major modifications perfectly suited to his raging appetite for dirt.
This bike begs questions. How easy is it to build a rally bike? What is it like to ride a pro-level rally bike like this? How did this guy build a pro-level rally bike that switches back to moto so quickly? How fast does it go?
After a day in the desert, where Cody tricked us into spinning wrenches on his bike to convert it back to an XC, we think we can give some answers.
Quinn Cody’s rally-winning KTM started out life as a standard 2016 450 XC-F.
Rally Bike Conversion 101
Today, anyone can build a competent, effective rally bike with a modest investment. Companies like Rally Management Services (www.rallymanagementservices.com) offer every bolt-on part you need to navigate, and they have the knowledge to set you up if you simply ask. Apart from increased fuel capacity, gearing and tire choices, that’s sort of all you need to rally.
Being a competent mechanic helps in any build. But even without Cody’s skillset or access to the FMF KTM Factory Off-Road Race Team’s shop, parts and mechanics, a normal guy (like me) can get a rally bike functioning. If you installed a car stereo in your high school truck with electrical tape (like me) without starting a fire (unlike me—please don’t use electrical tape! Use real electrical connectors and protect all wiring. My truck did start on fire once), you can figure out how to power a roadbook reader, odometer and compass reliably (I did!). The rest is experimenting with ergonomics and positioning and bike setup.
As a base, picking a bike with the right combination of power, handling and comfort for how you plan to rally is key. Most modern off-road bikes can pull the duty. But ensuring aftermarket fuel capacity is available without sacrificing rideability (body position on the bike and chassis balance), and enough electrical output is on tap is wise.
Now, all you have to do is learn how to ride a course that isn’t marked by following scribbles on paper and a compass—super easy!
Quinn Cody’s Rally Bike Dissected
While he has a few special parts and exclusive mods on his personal bike build, Cody’s bike follows the basic premise of simplicity. Wise riders know not to modify far outside original design parameters.
Right after we test rode his bike in full rally form (read on for our impression of that awesomeness), Cody busted out his toolbox and put me to work stripping bolts and dropping washers in the dirt. While I wasn’t planning on doing manual labor, and it’s arguably not my strongest talent, it did provide a great look into the parts that make his bike rally ready. Plus, we got to see what his bike was like as an XC-F again. Which was great—like an XC-F with really nice suspension. It took about an hour for the transformation.
(Left) A major part of rally racing is right here. You can’t win if you don’t know where you’re going. (Right) The 450 XC-F five-speed engine is a great platform for rally racing. One more gear, however, would be nice but modifying final-drive gearing can make up for it.
The biggest modifications outside the bolt-on parts for navigation focus on electrical output/supply and suspension; the latter for the size, speed and preference of the pilot (plus excess weight of fuel and navigational equipment), the former as a necessity for powering equipment as well as a way to accomplish ultra-fast conversion.
The most elaborate modification is a custom wiring harness and electrical power plant. From battery up, Cody uses a custom rally loom from Motowire to reliably power the equipment he’s dependent on. It operates independent of the stock wiring harness, isolating the extra circuits and eliminating the chance of gremlins crossing over to the circuits that make the engine run. Further, it isolates every component of the navigation system (odometer, roadbook reader, compass, computer, backup odometer, etc.) so electrical or component troubleshooting is easier to trace.
To produce juice, the race team steals the electrical plant out of an EXC. Now, you’re thinking: “That’s a different engine than a 2016 EXC, so how does that work?”
Well, they went to the future and stole the goods from a 2017 EXC. A mortal could upgrade the XC-F power output in a less expensive/exclusive/show-off–ee sort of way by calling Baja Designs (www.bajadesigns.com), or build their rally bike out of an EXC like I did—although that’s a different bike/experience altogether.
Ziegler gets his rally fix on Cody’s KTM.
On the power front, the only upgrade to the engine system is the full FMF exhaust system. There’s no doubt the KTM 450 XC-F has plenty of power, and when racing for days, it’s good to go with proven, stock internals. FMF simply provides more bite.
If there was a flaw in the XC-F for rally, it’s in the transmission. As a five-speed, the XC-F can hit the wall of top speed too soon. This is overcome by shoehorning a 15-tooth front sprocket in. Combined with a 47 tooth out back the result is 100+ mph. That’s plenty.
Suspension duties are provided by WP’s Cone Valve fork system up front and a revalved stock WP shock in the rear. The fork is a major upgrade and offers massively tunable performance and adjustable fork spring pre-load. Cody will crank up the preload for riding with the extra pounds of navigation equipment on the handlebar. Then, after converting the bike, he backs it off.
At his hands, he runs Fasst Co. Flexx Bars with a custom welded navigation equipment-mounting bar installed. Simple Acrebis shields block debris. At his feet, massive IMS extra-long footpegs stand out. The extra-large platforms allow him to comfortably control the bike with the larger fuel tank. They also reduce fatigue at the end of long days on the pegs.
Fueling the beast is an extremely clean IMS 4.0 fuel tank, integrating the stock radiator shrouds in a stealthy doubling of range. The tank lives with its own fuel pump installed at all times, so swapping is done in minutes.
Motominded (www.motominded.com) provides the sleek headlight housing and a Baja Designs S2 LED. The goal here is to have ample lighting on-board while freeing up room behind the headlight assembly for the wiring and connections necessary to navigation equipment.
Cody’s rally-winning bike can be replicated in your own garage.
Rally Bike Testing
Cody pre-ran a section of California desert for the camera and me before he handed over his baby. He came by flying at what seemed a comfortable, but fast pace. I tried it shortly after, but it was far from comfortable and incredibly fast.
I have a 500 EXC set up for rally with a five-gallon tank and adequate navigation set up. Saying it is more recreational than this bike is a massive understatement. My bike=Couch. This bike=Trophy truck.
“Just keep it buried and it will keep pulling,” he said.
Apparently, that’s all there is to it.
At around 80 mph, the KTM floats across the desert floor, not really sticking anywhere but massively moving forward. It wants to go faster, for sure. The Dunlop 606 is trenching the soil looking for traction—evident by the rut forming in our high-speed run route. The side-to-side movement is freaking me out. I can’t mentally process the terrain fast enough and I have to back off the throttle more than once to let my eyeballs catch up.
I imagine this is where I would lose a rally race.
I pass the vans (trying to look cool) and head up a gradually inclined desert road. Here, I’m able to keep it held wide open longer. The increase in road pitch is just enough to slow the motor down and give the rear tire some welcome traction. The entire machine settles and accelerates more controllably and calmly. I finally feel what he was talking about with his “it will keep pulling” remark. I can’t read the instrumentation at all—it’s a blur at over 90.
I imagine this is where I would lose a rally race, too.
I do some high-speed loops to get the feeling of the top-speed and enjoy the rush. Then, I dive into the desert looking for intersections and some sense of riding ability. Since rally is about going fast in the right direction, I figure this is where the bike should shine. And I am correct. Heck, I can even read the roadbook, odometer and compass headings!
The bike is ultimately predictable in the middle of the power and speed spectrum. The suspension soaks up the sharpest, most abrupt bumps and stones and has plenty of hold-up for surprise washouts and bigger impacts at speed. All the time, the ride stays high and on alert. This is a great suspension/chassis package for nearly every riding style I can imagine. I want to take it home.
The bike doesn’t feel big and bulky at all. A lot of this has to do with the really great fitting IMS tank. The 450’s power helps it feel light, as well. It comes on in the lower-mid range (after getting past the gearing teeth) and purrs with just the right blend of power and traction. Crack it open with a twist and it’s drift-city. Let it chug and you’re enjoying predictable traction around every bend. If you want to get aggressive, it could bite heads off.
The 15-47 gearing taxes the stock 450 XC-F on the bottom end while navigating through the desert shrubbery. It pulls fine, but you could see a clutch getting hot if you were stuck in a ravine and had to work your way out in first gear. The bike likes to get past the lower rpm and move into the mid. Once there, the gearing pulls so smoothly it’s almost an automatic.
Cody is a perfect fit for the 450 XC-F.
Cody is a big guy—over six feet tall and has the off-road chops to pilot a seriously manly machine. But his bike feels comfortable everywhere to me at 5’10”. The Fasst Co. bars are a welcome addition; adding comfort and providing a great platform (via his custom-welded bar) for the navigation gadgets. At the feet, the IMS pegs are all-day comfortable with incredible grip.
In all, this bike should win races with the right racer aboard. I definitely couldn’t hold a candle to the speed and awareness it takes to win, but I could start entertaining the thought of racing a rally after riding this thing. It’s incredibly capable and inspiring. The same goes back in XC-F “stock” trim.
His bike is one of the most potent, capable off-road race machines with stellar handling and simple, intelligent modifications. Anyone can, and should, try to build a bike just like this if they love speed. CN
A table full of goodies to go fast in Rally.
What’s On It?
Quinn Cody Rally Bike Parts List:
GPR: V4 sub-mount stabilizer kit
KTM Powerparts: FMF 4.1 stainless steel exhaust
Renthal: 15/47 gearing
Renthal: Full waffle soft grips
Acerbis: X-force handguards
Acerbis: Off-road skid plate
Acerbis: Front disc guard
WP: Cone valve forks with stock shock, revalve by WP Factory Services
Super B: 5200 battery
Trail Tech: Fan
IMS: Core1 footpegs
IMS: 4 gallon fuel tank
T.M. Designs: Chain slider
Twin Air: Air filter w/dust cover
RK: EXW chain
Dunlop: AT 81 90/90-21 front tire
Dunlop: D606 130/90-18 rear tire
KTM Powerparts: KC66 Foundation graphics
Zip-Ty Racing: Shark fin.
MD: Road book reader
ICO: Rallye Max-G computer
Rally Management Services: Combo Switch (all-in-one) for roadbook and ICO
Rally Comp: device (timing, scoring, pass alert, navigation functions
Fasst Company: Flexx Handlebar
Baja Designs: Motominded S2 Headlight Kit
Motowire: Custom Wire harness
Custom carbon-fiber road-book mount
Custom Navigation Mount for Flexx Bars
To read this in Cycle News Digital Edition Magazine, click HERE.
For more KTM motorcycle reviews, click HERE.
For more Cycle News Off-Road motorcycle reviews, click HERE.
