SMX Insider

Roczen and Davies Go 1-1-1

AMA 450 supercross champion, Ken Roczen totally dominated the SX1 class, going 1-1-1 at the AusX Open in Australia. The talented veteran having little trouble from the opposition. The German, who has an MX2 world championship, two AMA 450 motocross championship and of course, he is the current AMA SX champion is looking so confident at the moment, as he heads to A1 in two months’ time.

Ken Roczen: I really had a good time, I don’t know what it was, but I feel connected to the bike and track. Sometimes you have these moments and I felt that tonight.

Talented New Zealander, Coles Davies has gone 1-1-1 tonight in Australia in the SX2 class. The AMA supercross and motocross champion is looking very confident as he heads into A1 in two months’ time. He will be making a lot of hard work and be well prepared for the West Coast championship in USA.

Cole Davies: It was unreal, felt good all day and it was good. You had to be precise and this is my last race until A1 and I am ready for it. It is cool to be here in Australia, it isn’t home/home, but its kind of home. Back into bootcamp and I am locked in for 2027.

Is Supercross Costly To Ride?

Supercross costs millions – even for private teams.

 Ralph Marzahn

Supercross appears to be a perfectly staged show. Sold-out stadiums, spectacular jump combinations, impeccably prepared tracks, and riders seemingly effortlessly maneuvering their motorcycles over whoops and rhythm sections. But behind this impressive facade lies a far less glamorous reality. To be competitive in modern supercross, you no longer need just talent, disciplined training, and a good motorcycle – but above all, one thing: a massive budget.

How high the financial hurdles have become is shown by a look behind the scenes of a team that has long been considered one of the most successful private programs in the American paddock: ClubMX.

Two million dollars – just to be in the game.

ClubMX's Supercross team now operates with a budget of approximately two million US dollars per seasonFor an independent team, that's already an enormous sum – and yet in today's Supercross, it's barely enough to keep up at a professional level.

This budget covers all racing operations. This includes not only the drivers and mechanics, but also the extensive infrastructure required by a modern racing team. Transportation, travel across the USA, spare parts, training programs, and the organizational structure of a team quickly add up to millions of dollars over a full season.

The logistics alone for this series represent an enormous cost factor. AMA Supercross Championship The 2026 season includes 17 races in stadiums across the United States. For each event, motorcycles, spare parts, tools, personnel, and equipment must be transported. This also includes hotels, flights, rental vehicles, and catering for the entire team.

Even seemingly minor expenses can add up to significant costs over the course of a season. Tires, engine overhauls, suspension components, or damaged parts after crashes are all factors that quickly impact the budget.

Supercross has become more professional – and more expensive.

It's no coincidence that even private teams now have to work with multi-million dollar budgets. Supercross racing has become massively professionalized in recent years.

Motorcycle technology is constantly evolving. Engines, electronics, suspension systems, and chassis are continuously being improved. Teams are investing more and more time and money in testing programs, data analysis, and individual setup.

The way riders prepare has also changed. Professional training programs, fitness coaches, physiotherapists, and specialized trainers are now part of everyday life for many teams. In addition, there are training facilities where riders can train year-round under realistic Supercross conditions.

All these factors increase the effort – and therefore automatically the costs.

Factory teams operate in a different financial league.

While private teams have to budget for a few million, the major manufacturer programs operate on a completely different financial scale.

For years, it has been assumed in the paddock that the big ones Manufacturers' factory teams have budgets of around eight million dollars per year. They invest – sometimes significantly more. These funds usually come from the marketing budgets of the motorcycle manufacturers.

For manufacturers, Supercross is not just a sport, but an important marketing tool. The races are held in large stadiums, reach millions of viewers via TV and streaming, and thus offer an enormous platform for brand presence.

The budgets of the factory teams therefore finance not only the racing operations themselves, but also extensive development programs, test drives, marketing activities and the entire infrastructure around the team.

Driver salaries also play a major role. Top drivers in the series are among the highest-paid athletes in off-road motorsport. In addition, there are bonus programs, prize money for wins and championship finishes, and long-term contracts with manufacturers and sponsors.

Private teams have to earn their budget first.

However, perhaps the biggest difference between factory teams and private teams lies not in the size of their budgets, but in their origin.

While manufacturer teams receive their money directly from the company, independent teams must first secure their funding. Before a single motorcycle even takes to the track, the real challenge for many programs begins: finding enough sponsors and partners to finance an entire season.

Therefore, a large part of a team manager's job does not involve tuning motorcycles or developing racing strategies, but rather building partnerships, convincing sponsors, and winning investors.

This means meetings, marketing concepts, media relations, and long-term relationships with companies. Only if these partnerships work can a team create the financial prerequisites to even have a presence in the paddock.

Every dollar could be crucial.

Efficiency is therefore becoming a crucial factor, especially for private teams. While factory teams have extensive resources, independent programs must calculate every dollar precisely.

Mistakes can quickly become expensive. A damaged engine, a training accident, or unexpected logistical problems can significantly strain the budget.

At the same time, sporting success often determines a team's future. Good results generate attention, media coverage, and thus attract new sponsors. If results are lacking, it becomes significantly more difficult to retain partners or gain new supporters.

Economic pressure is therefore constantly present – ​​even if it usually remains invisible to viewers.

The second competition begins off the track.

Supercross has long since become more than just a competition between riders. Behind the starting gate, a second competition exists – one that is not decided on the track, but behind the scenes.

It's about sponsors, marketing value, budgets, and financial stability. For many teams, this competition is at least as crucial as the race itself.

Because as spectacular as the races may seem: without a multi-million dollar budget, it is becoming increasingly difficult to compete at the very front in modern Supercross.

That's precisely why teams like ClubMX enjoy great respect in the paddock. They demonstrate that passion, organization, and clever management can at least partially compensate for the financial gap compared to the major factory teams.

But one thing also becomes clear: In modern Supercross, it is no longer just the talent on the track that decides – but also the financial strength in the background.

KTM + Husqvana + Gas Gas

The news didn’t look good as it kept coming. Major financial issues for the Pierer Mobility Group, former parent company of a portfolio of brands including KTM, Husqvarna, and GasGas. The major factor? During the pandemic, KTM twisted the throttle and ramped up production and R&D, anticipating its competitors would pull back. The goal was a massive gain in market share. This had actually worked before, when KTM got aggressive in the wake of the 2007-2010 era financial crisis. At that time, Japanese brands got conservative and KTM pounced. By the time the giants woke back up, KTM was a much bigger player than it had ever been before. Thus, KTM wanted to play COVID-19 play in a similar: get aggressive, take advantage, make huge gains.

For a spell, it worked, because COVID also sparked a rush on outdoor recreation, and bike sales started soaring. So did bicycle sales, and Pierer Mobility was jumping into that market, too. It had also established itself as a street-bike company as well. Production ramped up, and for a year or so, KTM and its sister brands reaped the benefits.

Well, this time the aggression was too much. The company ended up running the production lines too hot and built far more motorcycles than it could sell. Worse, after the COVID boom the bicycle business started collapsing almost entirely, just as the company was making massive investments. It was all too much, debt piled up, and for a moment it looked like the company might not survive at all.

It did, but only with help from India manufacturer Bajaj, which had become a major partner decades ago, and completely came to the rescue this time. The Pierer Mobility name is now gone, and the parent company is now dubbed Bajaj Mobility. India came to the rescue of Austria. Now the company appears solid again as it rebuilds from its debt crisis. But changes will have to come, and in the area, we follow most closely—motocross racing—we’ve seen them.

When Pierer Mobility purchased GasGas, it hit the ground running, moving into the motocross space with immediate success. Justin Barcia won the very first round of Monster Energy AMA 450 Supercross the brand ever entered. Jorge Prado, a Spanish rider, moved from KTM over to GasGas to celebrate the Spanish brands’ heritage. He won races and titles, and all was well. Then the financial crisis hit, and something had to go… GasGas’ motocross racing efforts hit the chopping block. The brand still exists on the showroom floor, but not with factory racing at the big dirt bike races.

 

Now the spotlight was on KTM and Husqvarna. Would both survive? For a few years they did, but in the middle of 2026 KTM announced it was shutting down the Rockstar Energy Husqvarna factory effort. It was scary news at first, but the 250 program pretty much emerged intact, getting swallowed into an expanded Red Bull KTM 250 effort. The 450 tandem of Malcolm Stewart and RJ Hampshire, though, got sent packing. Luckily, they both ended up with new factory rides on other brands (Kawasaki for Stewart, Ducati for Hampshire).

The former Husqvarna 250 racers will be fine. Ryder DiFrancesco and Daxton Bennick move to KTM and have said repeatedly they will get an upgrade in performance. (The company always claimed KTM and Husqvarna were equals, but word has trickled out that the KTM riders usually got the latest, greatest parts first, and the Husky riders came second). KTM’s 250 SX-F Factory Edition will be all new for 2027 and promises big power gains. Bennick and DiFrancesco will be joined by the returning Julien Beaumer and MXGP MX2 sensation Sacha Coenen to form a powerhouse 250 team, led by former Rockstar Energy Husqvarna Team Manager (and former 250 Supercross Champion) Nate Ramsey. Note: the Rockstar Energy Husqvarna team's third 250, Casey Cochran, landed on his feet as well with a new deal with Monster Energy Yamaha Star Racing for 2027. He is no longer under the KTM umbrella of brands like he was the last handful of years but he still landed a great ride!

In the announcement of Rockstar Energy Husqvarna’s shutdown, the brand announced it would begin to support private teams to retain a presence at the highest level of racing. We now know what that looks like, and it looks very promising: Cooper Webb will race a factory-backed Husqvarna for Rocky Mountain ATV/MC Monster Energy Team Tedder. Coop gets access to the latest KTM parts and will be racing on the new-generation Husqvarna FC 450 Factory Edition. He can also, if he chooses, use other non-factory parts or components if he wants to, which means his team has both factory-level resources but rider-specific freedom. This is a model that is becoming more and more common to successful racing operations. Webb’s teammate Justin Hill should also benefit from this Husqvarna pairing.

Then comes the Husqvarna 250 operation, now spearheaded by AEO Powersports (formerly a KTM support team) and Toyota of Redlands BarX (formerly a Yamaha support team). Both squads have been thrilled over the promised level of financial and technical support promised by Husqvarna and say it’s a major step up from their previous deals. Full rider rosters have yet to be announced, but Carson Mumford is the leader of the AEO effort after a fantastic, resurgent season, and his contract has been extended several years already. Lux Turner is the headline star at Bar X for the moment. These are two talented, capable riders who likely have not hit their ceiling yet, and the additional resources from Husky can help.

"Partnering with the AEO Powersports and BarX Racing teams gives Husqvarna a strong platform in the 250 division as we enter a new chapter in SMX," explained John Hinz, CEO, Husqvarna Mobility North America, Inc. "Both organizations bring valuable experience and ambition, and we’re excited to support their efforts with our racing technology and technical expertise. Together with our new partnership with Team Tedder in the 450 category, this structure reinforces our commitment to professional racing while allowing us to strengthen our connection with the wider Husqvarna riding community. Racing has always been a foundation for the Husqvarna brand, and these partnerships create new opportunities to support talented riders and connect with fans. We look forward to seeing all three teams represent Husqvarna in 2027 and supporting their progress throughout the season."

"We are really looking forward to the change in brands, and now being one of the top Husqvarna-supported teams will help with our marketing efforts and add value to our partners in racing," said Jeremy Scism, AEO Powersports Owner and Team Manager. "A facelift is needed sometimes and we're excited to reintroduce the team for 2027 with an all-new look across all platforms. With the return of Carson Mumford, we are looking to make an even bigger impact on battling with the factory programs and hopefully continue our success from last season."

"We are extremely excited about this new direction for BarX Racing," said Myron Short, Co-Owner of BarX Racing. "Our time with previous OEMs has been an important part of our team's development and we sincerely appreciate the relationships and support we have received over the years. Moving to Husqvarna gives us an opportunity to build something special. We believe in the motorcycles, the people behind the brand, and the direction we're taking as a team. Our goal has always been to provide our riders with the equipment, resources, and professional environment they need to compete at the highest level. This transition is another step toward achieving that goal."

Trends follow success in this sport. Pipes Motorsports’ Suzuki squad just won a Monster Energy AMA Supercross Championship with Ken Roczen, backed by Progressive and Cycle Gear. Suzuki helps, but that is a private team showing what can be done. This is not a new model, as Chad Reed’s TwoTwo Motorsports team took the private plus factory model to the podium, as did San Manuel Yamaha, Chapparal Yamaha, and more. This new Husqvarna support could end up delivering more than just one factory Rockstar Energy Husqvarna in house team could do on its own.

"From the beginning, my vision for BarX Racing has been about much more than just putting motorcycles on the starting line,” said Paul Smith, Co-Owner of BarX Racing and President of Toyota of Redlands. “It's about building a first-class racing organization that gives talented athletes the opportunity to succeed. Toyota of Redlands has been proud to support this program, and I believe our transition to Husqvarna represents an exciting opportunity to take BarX Racing to the next level. We have made a significant investment in this team, our people, our riders, and our future. We're committed to giving them the right equipment, strong partnerships, and the resources needed to compete for podiums and championships. We value the experiences we had with other OEMs and look forward to building a strong, successful future with Husqvarna. This is more than a change in motorcycle manufacturers. It's a renewed commitment to winning, developing riders, and building a team that our sponsors, partners, and fans can be proud of."

MXGP 2026 Review

Tusk Motorcycle Rear Brake Caliper Support w/Brake Disc Guard

The Tusk Rear Brake Caliper Support w/ Brake Disc Guard is a great addition to anyone looking for extreme brake rotor protection. This rear caliper support will replace your stock rear brake caliper mount and provide a rear brake disc guard. Made from 6061 T-6 Billet Aluminum, this piece will withstand tons of abuse from all of your off-road adventures. Anodized aluminum to give you that factory look. When in need of parts for your ATV, UTV or Dirt Bike, think Tusk!

• Anodized aluminum rear brake caliper support with brake disk guard.
• Made from 6061 T-6 billet aluminum for great strength and protection.
• Anodized to give you that factory look.

New CRF 450 Enters Works Connection R&D

Keep an eye out for new Works Connections deve;lopments for the 2027 Honda CRF 450

Sacha Coenen – First SMX Next?

Will Sacha Coenen be at the starting gate for the opening round of the 250SX pros? On Donn "Swap" Maeda's Kickstart Podcast, a different entry point was discussed. The Belgian could initially ride in SMX Next and only then move up to the 250SX East. KTM confirmed Sacha for their 250cc factory team a few weeks ago. At the time, the Austrian manufacturer left open which division he would ride in and whether he would compete in the junior class beforehand.

Southwick showed Sacha's pace and risk

During his guest appearances in the US this year, Sacha demonstrated his speed on a new motocross track. He won the second moto in Thunder Valley and both motos in Southwick. There, he gained more than 33 seconds on the second-place finisher in the first moto. In the second moto, he crashed shortly before the finish, breaking his right collarbone, yet still managed to win. Six days after surgery, he finished eighth in the MX2 Grand Prix at Foxhill.

But Supercross is a different ballgame. Even a top MX2 World Championship rider has to get used to the tight approaches and jump sequences in the stadium. Given the crashes Sacha has already experienced, the concern about an injury upon his return is justified. His outdoor results show how much speed he possesses. How reliably he can maintain that speed in the stadium will only become clear under different conditions.

What changes in the crowd

In training, Sacha can approach a rhythm section on a clear track and choose the point at which to accelerate. In the race, it's enough if the rider in front of him changes line or hesitates briefly before the jump. Then Sacha has to decide during the approach whether to still jump the planned combination. If he takes the first jump individually, he'll arrive at the next obstacle at a different speed and has to replan the rest of the section.

For KTM, a lap in the middle of the pack can therefore be more revealing than the fastest lap of the evening. How does Sacha react when he misses his preferred line after the start? How quickly does he find his rhythm again after missing a combination? A race in SMX Next can be invaluable for precisely this purpose. But before Sacha can handle such situations in the pack, he needs to have mastered the jump sequences in practice. Brian Moreau's crash demonstrated just how much can be at stake even before the first race start.

Brian Moreau crashed during free practice.

The Frenchman was the EMX125 European Champion and had already competed in the MX2 World Championship when he was scheduled to make his US Supercross debut in Tampa in 2020. He crashed in a rhythm section during free practice and suffered a severe spinal cord injury, resulting in paraplegia.

For Sacha, the question of the right timing arises even before a potential start at SMX Next. The crucial factor is whether he can find a clean alternative in training even if the run-up for his planned combination is suddenly unavailable. A stint in the junior class could then demonstrate how well he can replicate this under race conditions.

Is an MX2 factory rider allowed to start in the SMX Next series?

SMX Next aims to guide amateur riders towards the US professional championships. For 2027, 25 starting slots are planned per race. Up to 20 of these will be awarded based on results in US amateur races, with at least five by invitation. Starting in 2027, the supplemental regulations stipulate a minimum age of 16 and AMA Category A status on the day of the event. Licensed Supercross riders who have qualified for the evening program at an AMA Supercross race in the past three seasons are ineligible.

Sacha's MX2 starts alone don't prevent him from participating in SMX Next in Supercross. The rule that excludes riders with younger starts in the 40-rider field of an MXGP or MX2 Grand Prix applies to the Moto Combine in motocross. For Sacha, an invitation in Supercross would be the obvious path. Whether he receives the necessary AMA classification and a starting place remains to be seen.

From a sporting perspective, his participation would be exceptional. Sacha is just starting out in US Supercross, but he comes as a third-place finisher in the MX2 World Championship, a KTM factory rider, and a winner of a US National. For him, SMX Next would be an opportunity to gain racing experience in the stadium. For the other riders, it's about scoring points in a series designed to pave the way to the professional ranks. With Sacha at the starting gate, there would be a rider who has already made that step in motocross.

Before the East Coast kickoff, only Anaheim remains.

SMX Next kicks off on January 22nd and 23rd in Anaheim. The second event follows on February 5th and 6th in Tampa, where the 250SX East race will already be held on Saturday. According to the supplemental regulations, Sacha can only compete in one of the two classes at the same event. If KTM wants to use him at the East opener, he has exactly one SMX Next weekend beforehand. If he also races in the junior class in Tampa, his East debut will be postponed to a later round. For that, he needs the appropriate AMA Supercross license.

There are two weeks between Anaheim and Tampa. If Sacha secures a starting position in Anaheim, KTM could use this time to specifically address the issues that caused him difficulties in his first outing. A second race in SMX Next would reveal what improvements he's made since Anaheim. If he moves directly to the East series, he'll need to demonstrate these improvements in the professional field. How much adjustment he actually needs will be easier to assess after Anaheim than it is now based on the calendar.

Can Vince Friese Find His Form?

It's been a relatively quiet start – in more ways than one – for Vince Friese in Boost Mobile AUSX Supercross, tasked with developing Stark Future's factory VARG as part of the electric motocross manufacturer's pointed global expansion while still motivated to return to true form on the international stage. MotoOnline's Alex Gobert had the chance to speak with the polarizing American following Auckland last weekend, in this First Person interview.

Why Quad Lock Honda could land Sexton

The case for a Honda reunion with independent machinery.

A blockbuster signing of Chase Sexton would instantly transform Quad Lock Honda into a championship contender for 2027, and the shock move remains an intriguing possibility at this late stage of the off-season. Here’s why it’s suddenly gaining momentum.

With Pipes Motorsports Group (PMG) now apparently out of the picture, attention has increasingly centered on a potential reunion with Red Bull KTM Factory Racing. However, the Australian-owned Quad Lock Honda operation could still emerge as his surprise destination following a single season at Monster Energy Kawasaki.

Adding to the intrigue, Sexton returned to riding today still wearing a Monster Energy helmet, without revealing his newfound ride or location. The helmet alone doesn’t establish his future, but it adds another question to the rumored return to Red Bull KTM. That said, Monster Energy Yamaha Star Racing has also remained an outside possibility.

Sexton’s recent appearance on the ‘Candid Coverage’ YouTube channel offered another important detail this week, suggesting his next motorcycle will likely come from a manufacturer he has previously represented. That would seemingly point toward either KTM or Honda, but we know it’s not Honda HRC Progressive.

The Austrian manufacturer appears the more obvious option and even logical on paper since Sexton knows the team, enjoyed considerable success during his two years there, and would return to a full factory environment. Equally though, the pairing did experience their share of difficulties in 2024 and 2025, further making a different direction conceivable.

Instead, a potential move to Yarrive Konsky’s Quad Lock-backed independent Honda team is an alternative that shouldn’t be overlooked. And Sexton’s previous success aboard Honda’s CRF450R is particularly significant, especially if this new 2027 platform is shaping up to be the best version yet.

During his longstanding stint in red, Sexton captured the 2023 Monster Energy Supercross 450SX championship with Team Honda HRC before departing for Red Bull KTM, where he subsequently secured the 2024 Pro Motocross 450MX crown. And in 2025 he won no less than seven 450SX main events equipped with the 450 SX-F FACTORY EDITION.

Those achievements underline his ability to win races and championships on different makes of bikes, but still, a return to familiar Honda machinery could prove appealing as he looks to rebuild momentum following his Kawasaki departure. At this point, Chase Sexton needs to find stability in his career. And confidence in those surrounding him.

The timing could work in Quad Lock Honda’s favor, too. The organization has continued expanding its American presence, with Michael Mosiman joining Cameron McAdoo and Brodie Connolly in its strengthened 250 program for 2027 – and with factory HRC backing looming – while Christian Craig continues in the 450 ranks. As well, Joey Savatgy’s exit creates opportunity.

There would be no greater statement of intent than securing Sexton, and there is also another relevant precedent at play. Konsky previously worked with Ken Roczen following his departure from HRC in 2022, when the German raced with the team in World Supercross and Paris, before ultimately signing with the PMG-operated Suzuki organization.

Four years later, Quad Lock Honda is a more established operation, entering its eighth season in the US, where it has greater experience, a more developed structure and the freshly-announced involvement of Kevin Windham. Those factors could help make its case to another established champion considering his next move.

The challenge now would have to be assembling the commercial backing, technical resources, and required factory support necessary to properly accommodate Sexton across the complete Monster Energy SMX World Championship season because, naturally, signing a rider of his caliber would bring title expectations.

And Quad Lock Honda does have results to support its ambitions. From Justin Brayton’s 450SX podium at Houston in 2021 under the Muc-Off Honda banner to Savatgy’s competitive form this past season, Konsky’s team has demonstrated its ability to challenge its established factory opposition. Achievements in WSX and Australia reinforce that.

There is no confirmation that any Sexton agreement is in place, which is why it is important to note that this purely remains a case for why negotiations could be very real behind closed doors. For Konsky, attracting Sexton would represent the biggest signing in his team’s history — and potentially change its trajectory for good, just as Roczen did with PMG a few short years ago.