Joining the mini revolution has never been easier thanks to a bevy of hopped-up minis that are flooding the market. Several manufacturers are building ready-to-ride minis that are already fitted with many of the aftermarket components that mini enthusiasts bolt on. In fact, the new trend of buying assembled, modified minis may even save potential customers some serious cash in the long run.

One company starting to emerge as a real player in the mini market is Icon Racing USA. The Santee, CA-based company offers three different models in the XR format; from the diminutive 50X to the Icon tour de force, the Icon 90X.

For just $500 more than a stock XR, the 90X is a veritable goliath compared to Honda's pee-wee motocrosser. There's absolutely no question the Icon's performance belies its diminutive price tag, so we thought we'd throw it to the lions and test it against stiffer competition. We pulled out a pair of built-to-the-nads minis that cost in the neighborhood of $5K to complete, just to see exactly where the Icon ranks in terms of engine performance, handling, and durability.

A closer look at the 90X reveals that nestled in a tubular steel frame is an impressive 90cc 4-stroke single-cylinder engine. Icon claims 8.5 horsepower from the mill thanks in large part to an E-22 performance head and 2-stage performance air filter. We would be hard pressed to argue with Icon's horsepower claims as the 90X definitely holds its own against the BBR and Sano machines with 88cc Takegawa big-bore kits.

"The power was right there with the other two," said mini test-specialist Brian Chamberlain. "I thought that it held its own in just about every gear and area of the track. It certainly didn't give up any power to the Takegawa-built motors."

The Icon motor is also aided by an open end CDI rev box, which allows the 90cc to rev as far as the rider is willing to hold the throttle open. A two-stage air filter kit allows the 90cc engine to inhale, while a performance exhaust exhales on the competition.

One feature the 90X has that the other machines don't offer is a 4-speed transmission with manual clutch (4-up). Riding with the clutch took some getting used to but offered a phenomenal solution to the clunky stock transmissions that often bog down when entering and exiting corners on tight tracks.

"I found absolutely no problems with the clutch," said Dustin Kuykendall. "The motor is definitely a performance-based motor and it's best to keep the R's up, and the clutch really helps you accomplish that. Just being able to feather it in corners was awesome." 

Bringing the 90X to a stop is a massive 8-inch hydraulic vented disc brake, while a drum takes care of braking duties out back. The disc was a nice addition to Icon's premier machine and provides impressive feel and stopping power on a bike in this price range. It didn't quite measure up to the Sano disc, but considering the potential dollars saved, it is more than adequate.

The rear brake started out as a well-functioning component, but within a couple of jumps the right footpeg mount buckled under the weight of our testers and subsequently put unrelenting pressure on the brake pedal. Even after adjustments, the peg continued to push the brake pedal down and we were forced to loosen the tension nut and went the rest of the test without a rear binder.

The suspenders on the Icon were one glaring weakness on the bike. The front fork was too soft for some of the bigger jumps on the track, which contrasted sharply with the stiffness of the rear shock. Icon's 90X is fitted with a long-travel rear shock and long-travel fork with adjustable ride height, but the difference between the BBR/Sano machines and the Icon were evident once it came to competitive laps.

In dryer situations the Icon handled reasonably well, but once the surface started getting a little muddy, the extended swingarm and 10-inch wheels failed to put the power of the 90X to the ground. Up front the forks offered ample feedback when railing berms and stuffing the bike into corners. Moreover, the high-rise handlebar kit gave our knees ample clearance and allowed us to throw a leg out when negotiating high-speed corners.

While not everything on the 90X is perfect, Icon has thrown a grip of goodies on the 90X that would cost close to a grand to bolt onto a stock XR. Our 90X was fitted with a tall gripper seat, wide footpegs, silver plastic, and a folding shift lever.

We flogged the Icon for a full day at our test track, and while we did encounter the aforementioned problems, we have to admit that it is a pretty darn good value at $1,749. That's just $500 more than a stock Honda XR50, and there's absolutely no way to purchase all the aftermarket components offered on the Icon for $500.

Luckily, for those looking for better components than those offered on the 90X, Icon Racing USA allows for aftermarket accessories from parts manufacturers like BBR and Sano to be bolted on. The Icon 90X is a swingarm and fork kit away from being a very competitive mini regardless of price. In our estimation, the motor and transmission with clutch is worth $1,749.

For those who lack the wallet and technical ability to do a full XR50 build from the ground up, the Icon is a phenomenal alternative for mini enthusiasts to be competitive without breaking the bank.


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