Carmichael vs Reed & Stewart

Ricky Carmichael explains his tactics racing Stewart and Reed!

Ricky Carmichael gave an interesting breakdown on how he approached racing Chad Reed and James Stewart in what was two very different ways of trying to beat two of his biggest rivals, underlining that RC was very tactical, probably more than he gets credit for!

Ricky said in a BYND podcast: “I raced scared and I never took anything for granted. i always knew I had a great chance of winning because of my preparation. But I never took anyone for granted except one time and it was one of the biggest regrets that I had. It was 2003 and I underrated Chad Reed, I got caught right there, he came out of nowhere and my mechanic had went to the WSX races and came back and said, ‘you need to keep an eye on Chad Reed, he looked really good over there. I kind of brushed him off, was more focused on Vuillemin at the time. And, yeah, he made my life miserable from that point on, he became household name. I learned another lesson to never underrate anyone.”

On how to beat Reed, Ricky said: “I knew where they were going to be, I knew what their qualities where and I knew what I could do. And, most importantly, I knew what I couldn’t do. I would position myself, whether it was bike set-up, starting position. I would make sure I would set myself up just right to take advantage of where they weren’t good. Knowing where you can’t win is part of being a great champion.

“When Stew was behind me, I knew that if I went faster he was going to go faster. So why should I ride over my head or faster than I know that I can go and then get arm pump? Then, instead of turning 20 laps of 53 second laps, why should I go 52.5 then only make it 16 laps because my arms are blown up?

“I knew when he was behind me, I am just going to cruise here, because if I go faster my arms are going to get tight and then I am going to go backwards. I need to be strong by the end of the race because most likely he is going to burn out, especially in outdoors, not as much in supercross. So that was how I approached racing James.

“When I was behind him, I never wanted to pass him! What would passing do? He is just going to follow my lines and make my life more miserable, I always wanted to be the hunter I never wanted to be the hunted. So if I was behind him I would try to run his pace and pressure him so he would fall down. I knew I couldn’t beat him on speed, majority of time, especially in Supercross. Lap for lap you would be fool to think i would be able to beat him on a fast lap, there is no shot. That was how I approached every single race, that was my game plan, pretty simply and you stick to it.

“Then Chad, his scenario and it’s why he was harder to beat, because if Chad was behind me, he was so good at picking stuff up mid-adjustment. He could be having the worst day, if he was behind me in the main event, he would instantly go from running 53s, if I was running 52.5 ,he would instantly be able to match it – he was an expert at that. Mid-race adjustments the guy was incredible.

“So, if he was behind me, I would always try to sprint over my level a little bit because I knew he wasn’t going to go into the redzone, he wasn’t going to let it swap out like I would and basically ride out of control. So I would try to get gap then settle in. I couldn’t do that with James because he could go the speed, whereas I could ride out of my comfort zone for a few laps and make a gap on Reedy.

“As far as being behind Chad, I knew he wasn’t going to get tired as easy as James was, so it was just following him and maybe make a late race pass. That was the biggest thing, not letting that guy learn from you, because if you did it was game over, he was so good at that! The thing about Chad that was very, very impressive, he didn’t do a lot of things wrong; he was great starter, great bike set-up, he was very good talking himself into being the guys and his speed was good.

“That mental capacity of being down in the dumps and the day not going right, he could reverse that. If you give that guy a crumb he is going to take the whole loaf. He didn’t really do anything bad and he was so consistent, very, very similar to McGrath. There were times I was in battles with Chad and it felt like the modern day MC…I was having flash backs of 2001 when i could finally battle with MC for 20 laps. It was like a clone, a cool experience but frightening!

McAdoo Out

Cameron McAdoo Out For East/West Showdown in Birmingham

Monster Energy/Pro Circuit Kawasaki’s Cameron McAdoo announced on social media Wednesday that he will miss the upcoming East/West Showdown this Saturday in Birmingham, Alabama. 

In his heat race at the last 250SX West Division race in Seattle on February 14, McAdoo had a big crash and while he was able to compete that night and finish fifth overall in the main event, once he returned home and got scans on his shoulder it was determined he sustained a fracture to the top of his humerus bone. 

In his post, McAdoo said the injury is not super intensive and will not force him to miss the rest of the season but that he determined with team owner Mitch Payton on Tuesday night to let the injury heal further. 

McAdoo is currently sixth in 250SX West points through six rounds. After this weekend in Birmingham, this West Division is off until St. Louis on April 4, site of the second East/West Showdown in 20206.

Ferrandis Still Out...Will Miss Birmingham

Dylan Ferrandis He will also miss the tenth round of the AMA Supercross Championship in Birmingham. The Frenchman is still not fit enough to return to 450SX racing.

The problems date back to Daytona. Ferrandis injured his thumb there during the heat race. Despite the injury, he still started the main event, but crashed again and had to retire from the race.

He then skipped the race in Indianapolis and used the break and the off-weekend for recovery.

Training is not enough yet.

Ferrandis was back on his motorcycle this week, but the feedback was clear: he still doesn't have the necessary strength in his thumb to ride at a Supercross level. This is a crucial factor, especially in the 450SX class, where every lap demands maximum control.

Together with the Troy Lee Designs Red Bull Ducati Factory Racing Team The decision was therefore made to also skip Birmingham. It's less about individual points and more about avoiding the risk of the situation worsening.

Return still uncertain

There is currently no concrete timetable for the comeback. The team wants to continue monitoring the healing process and only then decide when a return to play would be appropriate.

As things stand, Ferrandis will remain sidelined – until his physical condition is right again

Herlings Start Surprises MXGP

There is no doubt, many were shocked by the 1-1 performance by Jeffrey Herlings in Argentina 10 days ago. Having performanced with average results in his opening race for the team in Mantova in February, there was some concern for his ability to get used to the HRC machine quickly enough to be a contender in Argentina. Herlings himself was somewhat surprised by that result.

“I couldn't have wished for a better start to the World Championship with two race wins and the lead in the standings,” Jeffrey Herlings said. “And that while everything was new to me, from the bike to the gear. It will be quite a challenge to hold onto this, because the competition is cutthroat. But of course, I’m going to do my best.”

Leon Voskamp of omroepbrabant.nl spoke to Peter Herlings, a former Grand Prix rider of note, and the father of “The Bullet” and he is more than happy with the performances of the 31-year-old son.

“Jeffrey is already involved in the sport 24 hours a day; when I see him, I leave him alone on a sporting level. If he had finished in the top five, we as a family would have been super happy. He is riding in a new team with a new bike and that takes time. I have enormous respect for the fact that he won straight away.”

“I had to start from scratch myself. Thanks to my experience, I was able to help Jeffrey get started a bit. The whole family fought hard for it. But even so, Jeffrey had to do it himself. His drive is incredible. He always wants to ride, even as a child. The sport is central to him, and he always goes all out for it. He got that aggression and will to win from his parents.”

“We deliberately talk very little about that; he is always busy with it. He doesn't need advice; Jeffrey is mentally that strong. So, what do we talk about? Odd jobs around his house, for example, I am a sort of handyman.”

“Look at the NOS, for example, they broadcast various GPs, and that is largely thanks to Jeffrey. Before that, motocross received little publicity and was somewhat dying out. Jeffrey has really put it on the map in the Netherlands, but he is also loved abroad. He receives messages from all corners of the world.”

“This is a very positive start, something we haven't managed in recent years. Jeffrey is in excellent condition and is with a good team. But we do have to keep both feet on the ground—or on the bike. There are still eighteen GPs to ride in this World Championship, and anything can happen.”

Now we move onto Spain, and a sand circuit of note in the south of the country in a small village called Almonte. A circuit that mimics circuits like Kegums in Latvia and Valkenswaard in The Netherlands. Not deep sand, but with a hard base under ground. Perfect for Herlings to continue this sensational start to the 2026 season.

MOTOCROSS MYTH BUSTING

Press Reader - Scott Bishop

THERE IS NO MONEY TO BE MADE RACING IN AUSTRALIA!

False. I hear this one a lot lately, and I can tell you the money is as good, if not better than, it’s ever been. I think we need to define what no money means. If you are comparing the income of a top-flight US rider or anyone with the surname Lawrence, then yes, there is no money in Australia.

And while money does come and go a little bit depending on market forces — bike sales, rider market, external sponsorship — money in Australian racing has increased in recent years. Especially motocross. Why motocross? It has the most manufacturer involvement, and bike sales in that segment are consistently strong.

A top-line, potential race or round winner in the premier MX1 class now gets a base salary of over $100,000 a season. Additionally, regular podium finishes can be anywhere from $5000 to $15,000 per round, championships are over $50,000, and a rider in a successful year can earn over $300,000 per season.

An MX2 rider can earn around $200,000 a season, and now MX3 riders who have a big year can earn over $100,000 a year. So does making $100,000 as a 16-yearold kid sound like no money in racing? Comparing it to the US is pointless, but racing in Australia and consistently finishing on the podium can provide a good income for riders.

Spare a thought for a rider who fell this year and missed out on the final rounds of a championship and the bonuses coming to him if successful. That crash not only cost him time off the bike, but also about $100,000 in missed bonuses. But the reality is, more riders are currently making a living racing than ever before, and hopefully that continues to grow.

False. Of course you can. The beauty of a team bike isn’t the performance, as the availability of aftermarket parts combined with the quality of the standard bike means any well-maintained, current-model bike is good enough to be at the front of racing in motocross and supercross.

The main benefit of a team bike is that its quality remains the same all year. The bike is as fresh in round eight as it was in round one. But in terms of outright performance, a privateer with some switched-on people around them can often build a bike that is just as fast and effective as a team bike.

This also dispels the myth that your bike must arrive by truck to win. There have been several examples in recent years of production-based bikes achieving strong on-track results, including the 2025 Supercross Championship, where Hayden Mellross finished third in the SX1 class on a bike anyone could build.

True. There are times when this just has to happen. Like when you need that last-minute pre-race nervous pee and it’s either whip it out on the start line or head into the start-line thunder box.

But this needs to be avoided at all costs. If you don’t have the flexibility of an Indian rubber man and you can’t pull more facial contortions than Jim Carrey, taking a dump in a trackside long-drop should never be tackled.

The first issue is, if you are over 175cm and still in your gear, taking a seat is next to impossible — and if you can manage to get your cheeks to the toilet seat, meaning you can bend your knees at 90 degrees with braces on, you are then stuck in the sweat box because your knees are jammed against the door and you are wedged in like a human door chock, rendered helpless and with no way of escaping.

It’s then you realise that the tin box with a big hole at the bottom that smells like hell is also the hottest place on earth when the sun is beating down on it. If you could, in fact, move in that stinky sardine box, it would be like doing Bikram Yoga in full gear just metres away from the sun.

Now, I was silly enough to attempt this once and I have learned my lesson. Not only did I nearly miss my race as a I tried to fight my way out, but the energy needed meant I had become dehydrated, was simply exhausted and submerged in a wave of stench. My riding in the moto was the only thing that reeked more than I did.

Kids, be warned: no porta-loos while wearing race gear under any circumstances.

False. That dude simply doesn’t want to jump the big double. It’s easier to have a justified excuse that has no evidence to call on than to huck two piles of dirt and launch the damn thing like a rental moped at the BMX track.

If it was faster to roll doubles, triples or even tabletops, the sport of supercross wouldn’t exist. Well, it does — it’s called dirt track. So next time you think of rolling out “it’s faster to roll” to your riding buddies, take a good hard look at yourself. Stop before you say anything and just be honest with the world. Come up with a proper excuse that has some credibility.

“The bike has an intermittent bog.”“I thought the front tyre was flat.” “I left my nuts in the toolbox.” Anything is better than saying it’s faster to roll.

— Scott Bishop

Tusk Billet Fuel Pump Tap - KTM, GASGAS, Husqvarna

Details

Take away the worry of being stranded on the trail with the Tusk Billet Fuel Pump Tap. The OEM fuel pump tap is now made from plastic and poses a risk of failure in the event of a small accident. Replace the weak and brittle plastic fuel pump tap and upgrade to the billet aluminum fuel pump tap from Tusk. Look no further for quality OEM part replacements than Tusk!

• 90-degree hose fitting for easy and clean fuel-line routing.
• Made from billet aluminum.
• Available in three different anodized colors with laser etched logo.
• Includes one hose clamp.
• Reuses factory O-rings. Does NOT include necessary O-rings.

www.tuskoffroad.com

Cooper Webb...Home Body

Eli Tomac revisits the Lapper debate

The discussion about Lapped riders in Supercross It receives new nourishment – ​​and once again it comes from So TomacAfter the KTM rider already at the press conference after this Indianapolis Supercross Having previously criticized the way slower drivers were treated on the track, he has now also spoken out on social media.

On the platform X Tomac took up the topic again, contradicting a widespread opinion within the scene: that the problem of being lapped was primarily related to the technical development of motorcycles.

"It wouldn't be any better with production bikes."

In his statement, Tomac made it clear that he considers this argument to be flawed. Some observers believe that the large performance gaps between top teams and smaller programs arise from increasingly sophisticated motorcycles – and that the problem of being lapped would be alleviated if all riders were using near-production machines.

Tomac sees things differently.

In his estimation, the opposite would be true. Especially in the 250 class He believes it is extremely difficult for smaller teams to remain competitive throughout an entire season. In his view, the reason lies in the enormous development work of the factory teams, who try to extract maximum performance from their small engines.

Significant differences in development

It is precisely in this class that the differences between factory teams and private programs become particularly apparent. Teams with extensive resources invest a lot of time and money in research and development to extract every possible performance advantage from the engines.

For private teams, this means an enormous amount of work. Besides pure performance, durability also plays a major role, as engines and complete racing machines must be used regularly in a rotation system to control the stress throughout the season.

Without sufficiently large financial resources, it is therefore difficult to compete on a level playing field with the big teams in the long term.

Tomac's proposal: More freedom in the 450 class

Tomac's view of the 450 classHe sees the situation quite differently there. In his opinion, it is currently even easier to be competitive in this category than in the 250cc class.

The KTM rider goes a step further and introduces a fundamental idea: In his opinion, the 450 class could move further away from production-based motorcycles and give manufacturers more freedom for real development. Factory bikes “If we already have performance differences, then let’s just build real factory bikes,” said the 33-year-old.

The idea behind it: machines without the strict production requirements of series models – with maximum technical development and performance.

Ultimately, the driver still decides.

Despite these considerations, Tomac remains committed to one fundamental idea: In the end, one thing still decides most in motocross and supercross – the rider.

Even with more advanced factory machines, talent, training, and hard work would still make the difference. It is precisely this combination that ultimately makes the sport so appealing. And perhaps, as Tomac himself suggested, the system works quite well as it currently is.

“Perhaps we should just leave everything as it is,” he wrote, in essence, “because our sport is pretty great.”

Ken Roczen: "Suddenly you see everything going downhill"

The evening at Indianapolis Supercross started for Ken Roczen Almost perfect – and yet it ended with a bitter aftertaste. Suzuki rider He won the first final of the Triple Crown race convincingly and felt comfortable on his motorcycle all day. However, a mistake in the second race led to a spectacular crash with Aaron Plessinger and destroyed his chances of overall victory.

“The first race was almost like a dream race,” Roczen explained later. “I felt really good on the bike all day. I was able to make some good overtaking maneuvers and win the race – sometimes you just need races like that.”

A mistake at the wrong time

However, the picture changed dramatically in the second final. Shortly after the start, Roczen lost control in a rut in the rhythm section just before the finish line.

“Right after the start, I got stuck in a rut and had a highside over the tabletop,” Roczen described the situation. “I couldn’t ride the next jump cleanly and practically had to abort two and a half jumps.”

While he was trying to regain control of the motorcycle, Aaron Plessinger was already directly behind him – with dramatic consequences. "Just as I was getting back up, Aaron was right behind me and practically drove under my motorcycle. That caused me to flip over completely."

Heavy impact – both drivers on the ground

The collision between Roczen and Plessinger resulted in a spectacular crash, with both riders going down hard. For a moment, the crowd paused. Lucas Oil Stadium He caught his breath. "We both hit pretty hard," Roczen said. "It was definitely not an ideal situation."

While Plessinger subsequently had to end his race prematurely, Roczen was at least able to finish the second final. Rank ten break up.

Damage limitation in the third race

Despite the crash, Roczen started again in the third final. There, the German once again demonstrated his strong pace and drove on Third place"In the last race I didn't have a particularly good start, but I was still able to work my way up to third place."

In the end, Roczen was left with nothing. fifth place in the overall standings – a result that, after the strong start to the evening, still seems disappointing.

"A missed opportunity"

Roczen himself knows that much more would have been possible that evening. "After the crash, you suddenly see everything going downhill," he explained. "But after I checked that everything was okay, I just tried to make the best of it."

Despite missing out on the opportunity, the German rider also took some positives from the weekend. "My speed was really good and I felt strong on the bike. We can build on that."

Looking ahead to the rest of the season, Roczen welcomes the short break in the calendar. After the intense race night in Indianapolis, the AMA Supercross Championship now into a Off-weekend, before the series enters its next round.

American Flat Track Season Opener

Turn Left and hammer the throttle!