Testing National Champ Jeremy Schell's 400 XX thumper...


The power and handling of Jeremy’s TC-motored, Laeger-framed Honda 400XX is awesome. It hooks up and pulls hard from the very bottom. This potent combination should give the two-strokes fits on slick or muddy tracks.


The multi-time GNC Four-Stroke National Champ, Jeremy Schell, had just put together back-to-back champion­ships aboard his Laeger-chassied, TC Racing-modified four-stroke Honda.

Unlike the football players who said they are going to Disneyland right after they won the Super Bowl, this 23-year-old Missouri youth de­clared he was heading out to California to ex­perience the sights and sounds of ATVing’s own Disneyland: the Glamis sand dunes.

Could this four-stroke flyer become a contender in the 250 Pro Class? We think so. Jeremy Schell has all the right stuff to make it all the way to the top ranks of ATV stardom.



Jeremy has set the GNC four-stroke quad scene on fire with his daredevil riding style and mega air leaps. Com­parisons to the motocross motorcycle great Jeremy McGrath come to mind, as this extremely talented ATV racer has the stuff to make it all the way to the top of the sport.

He has even said he will race his four-stroke Honda against the two-strokes this year! This confident attitude and gut­sy bravado made us want to take a closer look at this young­ster from the Midwest.

How competitive would his thumper be against the full-race two-strokes of the premier Pro class? Would it handle? Is it fast? Could we ride it? We wanted all these questions an­swered so we got ahold of Jeremy and he said sure, we could ride his quad and see for ourselves if it was com­petitive.


We had Jeremy meet us at our se­cret ATV torture test track. It features loads of single, double, and even triple jumps. There are plenty of whoop-infested straightaways (large rolling bumps) and lots of high-speed and slow-speed turns.

This track is a true test of a rider’s skill and the ma­chine’s speed, handling ability, and sus­pension. If it passes muster here, rid­ing on anything else is a piece of cake.

Jeremy Schell has the wild abandon jumping style of motocross hero Jere­my McGrath.


First a quick look at Jeremy’s race quad. We won’t bore you with all the mi­nute details of all the individual items and parts on Schell’s race quad (see the specs for that).

We will note the engine, chassis, and suspension setups so you will get a better idea of what the basic machine is like.


Jeremy uses a ’92 Honda 300EX en­gine with a 350X head. Tom Carlson at TC Racing prefers the 350X head be­cause it has a top motor mount (un­like the 300EX or 250X), which helps prevent the engine cases from cracking.

TC Racing ports the head and cyl­inder and installs a set of heavy-du­ty valve springs. A TC Racing high-rev cam is installed to get more engine rpm.

Hopefully, the rules for the GNC 250 Pro class will have changed by the time you read this to allow Schell to run his 398cc stroker-equipped thumper en­gine. The powers that be at the AMA are now reconsidering upping the existing limit from 350cc four-strokes to 400cc. With a new Honda Sport quad set to be released this summer, we sure hope so!


Increasing the displacement is ac­complished via the installation of an 8mm stroker crank and increasing the bore size by 9mm to up the displacement to 398cc. A TC heavy-du­ty rod is used to handle the increased load. The ignition timing and flywheel re­main stock.

A 38mm Lectron carb is in­stalled along with a TC high-rev black box. A TC Racing ex­haust pipe combined with a Su­per­Trapp si­lenc­er handles the gas-passing duties.


The next item to get our scrutiny was the chassis. Jeremy uses a Lae­ger Pro-Trax EX chassis. It is a virtual copy of the Honda 250R chassis that Laeger sells and uses the same basic geometry.

Since 250R parts are hard to come by, though, it allows the own­er to use parts of the stock EX Hon­da—such as the plastic, gas tank, airbox, brakes, spindles, wheels, axles, swing­arms, etc.—to help keep the parts costs lower.

Tom Carlson at TC Racing did all the mo­tor work on Jeremy’s quad. He uses his own design pipe with a SuperTrapp aluminum muffler.


All the EX components bolt-on ea­si­ly and the fit and quality of construction are first-rate on the Laeger chassis. The weight of the Laeger Pro-Trax Chromoly chassis is 39 pounds compared to the stock mild steel EX frame which weighs 43 pounds.

The total weight of Jeremy’s race quad is 372 pounds (a standard 300EX weighs in at 377 pounds dry). You would be looking at paying right around $2250 for the Lae­ger Pro-Trax frame and subframe.


On the front of Jeremy’s quad, he runs a Laeger Pro-Trax T-pin front end ($1925) and Laeger A-arms, which are four inches wider than a stock EX and moved one inch farther forward.

The PEP Zero Preload Sys­tem (ZPS) shocks allow the front end 12 inches of suspension travel without having to sacrifice a high ride height. The PEP ZPS shocks have sep­arate rebound, and compression adjustments and can be quick­ly dialed into varying track conditions.

PEP equipped Schell’s Honda 400 with a set of its Zero Preload System or ZPS shocks on the front and back of his quad. They offer up a supple 12” of suspension travel at both ends. The ZPS shocks connect to Laeger Pro-Trax front A-arms and one of Laeger’s CR500 shock linkages on the rear.

The rear suspension uses Laeger’s ’91 Honda CR500 shock linkage and a single swingarm-mounted PEP ZPS shock to get another 12 inches of suspension travel on the back end. It has adjustments for preload, re­bound, and compression damping.


After watching Jeremy blaze his way around our test track, our intrep­id test riders took his machine out for some serious track time. We were amazed at how well it hooked up and handled everywhere on the track. Schell had even left the stock EX electric starter on the machine, so to get it fired up all you had to do was push a button.

It emits a sturdy brap-pap-pap type of power that pulls from the very bottom to a very healthy top end. We liked how predictable and stable the machine felt over jumps and in the air.

The suspension really soaks up the very worst track obstacles with ease. It was particularly impressive the way it handled big-air jumps and hard landings repeatedly. You could slam into jumps and bumps with aban­don and feel totally confident that nothing bad was going to happen—“confidence-inspiring” says it best.

The machine slides and corners ex­tremely well. You could power-slide out of corners or brake-slide com­ing into them. Take your pick. The engine seems to work best when short-shifted and allowed to torque its way out of a turn.

The power felt very competitive with a 330cc kitted 250R that we had along for the test. We also ran it against our Project TRX600 quad and Jeremy’s machine gave it a run for the money!

In this Trick Trax Test, we think that Jeremy Schell and his Honda 400XX will be a ma­chine and a rider to be reckoned with on the national circuit this year. This is one four-stroke that is going to turn a lot of heads at the nationals. One thing’s for sure: you will know where he’s at on the track at any giv­en moment; the sound of the engine will ensure that.

This could very well be a precursor to the sport quad that Honda will be coming out with later this year. If its ma­chine is even half as good as Jere­my’s, we have a lot to look forward to this year!

Rider Jeremy Schell
Mechanic Tom Carlson/TC Racing
Main sponsors Schell Farms, TC
Racing, Hoglands, Laeger’s,
Rocky Ridge Racing
Co-sponsors Baldwin Motorsports,
Burgard’s Cycle, Tom Miller
Motorsports, AC, Hinson,
Denton Racing, Pro-Design,
Hargett Designs, CEET,
PEP, Mothers,Wickers
Barbeque Sauce
Chassis Laeger Pro-Trax 300EX

Weight 372 lb.
Width 48”
Wheelbase 50”
Motor ’92 Honda 300EX w/350X head
Bore & stroke 83mm x 73.5mm
Displacement 398cc
Porting TC National
Head TC National
Valves/valve springs Heavy-duty
valve springs
Cam TC National high rev
Piston Wiseco custom cut
by TC Racing
Rod TC Racing heavy duty crank
Crank TC 8mm stroker
Ignition/timing Stock/stock
Spark plug ND X31ESU
Intake manifold Stock
Carburetor/mods 38mm Lectron
CDI Box TC National High rev
Airbox/filter/oil None/K&N/PJ-1
Exhaust pipe/
muffler TC Racing/SuperTrapp
Fuel Klotz 118 octane
Oil cooler/radiator N/A
Clutch/plates/springs Stock
Clutch basket Stock

Transmission/oil TC 6-speed/
Pro Honda GN4
Chain/lube D.I.D./Honda
Sprockets f/r Sprocket Specialist
Gearing f/r 13/36
A-arm Laeger +4”
Front spindles Laeger Pro-Trax T-pin
Front shocks/wheel travel PEP/12”
Steering stem Laeger Pro-Trax
Tie-rods Laeger
Steering stabilizer Denton Racing
Sway bar N/A
Swingarm/length Laeger/
std. 250R length
Rear axle/width Lonestar/
std. 250R width
Bearing carrier/
axle nut Lonestar/Lonestar
Rear shock/wheel
travel PEP CR500/12”
Rear linkage ’91 CR500 link
Tires Riken (front)/ TurfTamer (rear)
Tire sizes f/r 145-80-10/18 x 9.5-8
Wheels Douglas Red Label
Beadlocks f/r Champion
Hubs f/r Stock 250R

Calipers Stock 250R
Master cylinder f/r Stock 250R
Pads Braking
Rotors f/r Stock 250R
Brake lines PEP braided steel
Brake fluid Honda Dot-4
Parking brake block off NAC’S
Handlebars Renthal
Throttle Stock 250X thumb
Clutch lever PEP E-Z pull
Cables Terrycable
Grips Scott
Tether kill switch Pro Design
Nerf bars AC Racing
Front bumper/grab bar AC Racing
Skid plates AC Racing glide plate
Fuel tank Stock 250R
Seat Ceet Racing
Body plastic Stock 250R (trimmed)
Footpegs AC Racing Pro Peg
Powdercoat paint Frame/swingarm

For a look at the 25 best tips for your 4-stroke click on the link below:

To subscribe to Dirt Wheels Magazine in print or digital form click here


Comments are closed, but trackbacks and pingbacks are open.