RIP Ralph Huffman

Thanks for the many years of making Washougal a great race track and all of the good times you gave to the motocross world.

Check Out the Latest Dirt Buzz

The Dirt Buzz Podcast

Episode 014 – Dave Sulecki : Co-host of the Pit Pass Moto Show and Professional Vet Practice Rider

 

 www.dirtbuzz.com

Video Games Do They Influence Supercross Track Design?

Real-world Supercross tracks have been influenced by the sport’s video game

Ars talks to the sport's senior director of operations to learn about the whoops.

Jonathan M. Gitlin

When it comes to racing games, do you prefer digital replicas of real-world racetracks? Obviously, it depends on the game. Few will complain that Mario Kart's Rainbow Road is unrealistic as they shoot red shells at a gorilla on wheels, but a boring street circuit with too many 90-degree turns that only exists to show off a NYC skyline is another matter.

Done well, a made-up sequence of twists and turns can make a game; there's a reason we cheered so hard when we found out Trial Mountain will return with Gran Turismo 7. On the other hand, developers are constantly asked about adding real-world racetracks to their games. And the presence of a decently digitized Spa or Nürburgring Nordschleife may well tempt a wavering gamer into a purchase.

It's the kind of thing I think about, which might just mean I'm a bit weird. But it also explains why I said "yes" when someone asked if I'd like to talk to Mike Muye, senior director of operations for Monster Energy Supercross, about this very topic. I agreed even though I don't really know much about Supercross, an evolution of motocross in which off-road motorcycles race each other on dirt tracks constructed specially for the occasion. (Monster Energy Supercross 4 went on sale earlier this month for PC, Playstation, and Xbox platforms, hence the offer of a chat.)

Muye's job means that he's intimately involved in the design and construction of the real tracks for actual Supercross races, and he works with the various sanctioning bodies to make sure everything is safe and up to spec. And as someone who games in his spare time, he's well-equipped to speak to the similarities or differences.

That’s a lot of dirt

Again, I know very little about Supercross, so I asked Muye to tell me more about how the sport builds the tracks for each event. After all, it must require some care to make sure the earthworks stand up to a day's racing.

"A neat tidbit about Monster Energy Supercross and Feld Entertainment is that we own all the dirt used at our Supercross events," he told me. "The dirt is both sourced and stored locally so we can reuse it for both Supercross and Monster Jam." For one thing, the cost of shipping tons and tons of dirt from city to city would be prohibitive. "Another reason is that the dirt itself provides a unique obstacle as riders need to adjust their riding style and bike setups to the different types of soil used in each city," he said.

The particulars of each stadium on the calendar also affect track design. "Some stadiums have natural grass fields, and it's easy to build the track right on top of it, while others have artificial turf and/or the technology to remove the field completely, which allows us to build the track on the foundational layer of concrete," Muye told me.

"Each requires a slightly different technique to build, but the overarching process is to place a layer of sheet plastic across the entire field, then place one to two layers of heavy-duty plywood across the entire floor to protect the surface underneath," he said. "After the plywood has been placed, we put a base layer of dirt across the field and pack it in as tightly as possible. This tightly packed base layer becomes the foundation on which the track is built. Oftentimes, the base layer is made of crushed asphalt grindings, which gives us a solid base to work from, which is especially important if we run into any weather challenges. On top of the foundational base, we then construct the actual track surface and jumps beginning with the outside lanes first and working towards the center of the stadium floor."

The whoops are crucial

But there are common elements to a good track, according to Muye. These include the start, bowl turns, long lanes, and something called the "whoops."

Given the short nature of a Supercross race—20 minutes plus a lap for the more powerful 450cc bikes—making the most of the race start is essential. A 90-foot-wide starting gate for 22 racers funnels down to about 20 feet wide. "That is why the first turn is so chaotic and should always be a sweeper type turn so the athletes don't bunch up on one another but instead have the opportunity to flow through the first turn and start racing each other. You would not want to have a tight 180-degree turn following the start as it would slow the racers down and create unnecessary havoc," Muye explained.

Bowl turns are also 180-degree bends, but unlike a hairpin, they have a large embankment which often means more than one racing line will work. And where there's more than one line, there's overtaking. "Multiple bowl turns in a track layout have historically created great racing as they provide the athletes with an opportunity to block pass their competitors. Block passing is a maneuver where a rider comes up to another racer and takes a sharper angle into the turn, which allows him/her to subsequently block the other rider by taking away their line and momentum," he told Ars.

"Whoops are often a separator between riders," Muye said, referring to the series of moguls or small hills that are also known as whoop-de-dos and often found immediately after a bowl turn. "When done this way, it gives the rider the ability to leverage the bowl turn by banking off of it, which creates drive (speed) and allows the racer to get on top of the whoops and ideally skip across the top of them. If a block pass is performed by another racer right before this, it can be detrimental to the rider being passed, as they may not have the drive to get through the whoops section," he said.

Finally, there are the long lanes, which have the potential to ruin good racing if not laid out properly. "Lanes with only two to three obstacles do not work well in Supercross, as they tend to become one-lined. One-lined tracks end up creating very boring racing, as the riders cannot pass one another. Our team always strives to create a minimum of five obstacles in a lane as it has proven to be the right formula over the years," Muye told me.

In a game, no one gets hurt

Maybe the biggest difference between designing a real Supercross track and one for a video game is that real people can get really hurt.

"In the game, you can try anything, but in real life, you always must factor in safety for the athletes," Muye said. But the track editor in the Monster Energy Supercross games can give Muye and his colleagues some ideas. "Users can create their own tracks, and it is fun to race those and imagine what they would be like in real life. Oftentimes, these 'game tracks' can be very inspiring for real life obstacles that keeps us on our creative toes to try and integrate into real Supercross track design," he explained.

As for our opening debate, Muye comes down in favor of games using real-world layouts. "I prefer a replica track, as I like it to be authentic to the real-life experience," he said. "It is fun for me to see how the professional riders raced the track and then attempt to duplicate it and try to gain speed in certain areas. I also prefer the controls of the game to be as realistic as possible. In Supercross racing, utilizing the clutch is a very key component to racing. A rider will fan the clutch on the motorcycle to keep the engine RPMs high when in a turn, then fully release the clutch to give a burst of power to the rear wheels to clear large obstacles. Monster Energy Supercross 4 has done a great job of replicating this."

Dean Ferris Retires

Following a long and successful career, which has included racing across the globe, Dean Ferris has announced his retirement from professional racing. Ferris shared that news on social media, via the following heartfelt statement. It is hinted that he will remain in the sport in a coaching role or something similar. Ferris has not raced for some time; he fractured his T4, T5, T6 and T7 as well suffering 10 broken ribs.

“Well guys I didn’t ever think this day would come but here it is. My professional racing career has come to an end! I’m choking up while writing this as motocross has been my life. All I ever wanted to do as a young boy was ride bikes and I’m proud as hell about how far I made it. The road was long and extremely difficult but so worth it. Not to mention the great people, life skills, lessons and exploration I gained along the way. I’ve known for a while that my racing days are done but I’ve needed time to see what’s next and how involved in motocross I want to be. No matter what I try, I keep ending up back at the track and it’s bloody satisfying to pass on my knowledge that seemed so hard to obtain. So you’ll be seeing me around the track, just with a different role. Thank you, thank you, thank you to everyone that played a part.”

Ferris is arguably best known for his stint with Steve Dixon, in which he won one Grand Prix (the Grand Prix of Belgium at Bastogne in 2013) and shocked the world with 4-5 moto scores on a YZ250F at the 2013 Motocross of Nations. Ferris also raced for Wilvo Nestaan Husqvarna Factory Racing and Red Bull IceOne Husqvarna Factory Racing in Grands Prix, as well as Red Bull KTM Factory Racing and Monster Energy Yamaha Factory Racing in the USA.

Words: Lewis Phillips | Lead Image: Bavo Swijgers

Gary Jones Was Really Good!

He Was Really Good

By Scott Rousseau

Just how good was former AMA 250cc National Motocross Champion Gary Jones? So good that the three-time champ actually won the title four times—depending on whom you ask. So good that he won the three titles not in doubt aboard three different motorcycle brands. So good that he actually rode for Maico while riding for Honda. That’s how good.

  Gary Jones won the 250cc Inter-AMA MX Championship in 1971, which was at the time the closest thing to an AMA National MX Championship, which came to fruition a year later. Jones went on to win three more AMA National Championships.

Jones’ saga is that of a brief racing career that was lived to the fullest and a life centered around a love for motorcycles. Although his road has skewed in many directions, the start of the path is typical enough. At the start of the motocross movement, the Jones boys, Gary and Dewayne, under the tutelage of their father, “Pappy” Don Jones, were simply riding motorcycles elsewhere.

“I was about 17, and I was racing short track and speedway in ’68,” Jones says. “My dad was a Yamaha dealer, and I remember they came out with this new DT-1. It was really fast. It was a two-stroke, and it was light. So, my dad decided to make it so that I could race motocross just so that I could ride two classes. I would ride my 441 BSA in one class and the Yamaha in the other.”

As he instantly adapted to the rough world of motocross racing, Jones began to spend more time racing the DT-1 while “Pappy” continued to develop the machine.

“Yamaha had some deal where they put up a bunch of money—I think it was $15,000—here in the States for anyone who could beat the Europeans, so my dad just told us, ‘We’re going to go do that!’” Jones says. “But the Yamahas needed a lot of help. They’d just throw you right off. We needed to find out why, and we didn’t figure it out until we started looking at things. We cut ’em and changed head angles and tried different swingarms, all kinds of things.”

Pretty soon there was more than just shade-tree mechanical know-how going into the Jones bikes. Even the United States government was helping the cause—though Uncle Sam didn’t know it at the time.

“We had friends at the Jet Propulsion Laboratory and Missile Welding who were helping us with trick titanium parts that we’d have them make special for us,” Jones says.

The family’s R&D project even got the attention of the Yamaha factory, who sent any parts the Jones clan needed, signed Gary to a factory deal by 1971 and, after carting a Jones-modified DT back to Japan, returned with the first true factory YZ for him to ride in the new AMA Motocross series that year.

“We had factory bikes, but they had nothing to sell yet,” Jones says. “The first production YZ that was a replica of what we were riding wasn’t until 1974. Certain dealers could get a YZ before that time, but I don’t know how that worked.”

Armed with the YZ, Jones pretty much owned the 1971 season and repeated for Yamaha in 1972, except the AMA only credits him with the 1972 title. Jones argues that 1971 should count as National title as well. So, who’s right? Jones may have the better memory. After all, the AMA doesn’t even credit his 1974 title to the right brand. Jones won that title aboard a Can-Am in a year that the former Bombardier-owned motorcycle marque swept the top-three positions in the 250cc class.

“I actually won it twice for Yamaha, but that first year [1971] they didn’t call it a National series. Then they did, and then they didn’t, so I don’t know what to say on that one. I say four, and everybody else says four, but the AMA says three, so I don’t know what to tell you. That’s the AMA.”

But that’s getting ahead in the story, because after two great years for Yamaha in 1971 and 1972, Jones switched to Honda.

“Honda offered us more money,” he says. “They gave me about $50,000—more money than I even dreamed about—plus expenses, when the average wage was about $15,000 per year. They flew me to the races and had mechanics taking care of my bikes. We didn’t have to do any of that anymore. It gave me so much confidence that I just felt like nobody could beat me.”

Nobody did. Jones repeated as AMA 250cc Champion for 1973. Even so, things quickly went sour at Honda after the manufacturer balked on getting Jones Open-class bikes for the Trans-Am Series at the end of the year.

“They screwed up on the contract,” Jones says. “They gave me one Open bike to run the U.S. GP on, but they took that back. I wanted to race the Open class in the Trans-Am, but they said, ‘No, no. Just ride the Support class.’ I was National Champion. I wasn’t going to ‘just ride the Support class.’ My contract read like Nicky Hayden’s, where if Honda didn’t make and sell a bike for me to race, I could ride something else. So, I went and bought my own Maico and rode it for one race with Honda clothes to keep up my end of the deal. Honda was so hot about it that they bought out the rest of my contract so that they could get rid of me. I put together a deal with Maico for the rest of the year, which was okay with me.”

Then Can-Am doubled up the Honda money for 1974, and the Canadian firm bought itself a champion. Jones, once again, held up his end of the deal, winning the title as mentioned above.

“It was a two-year deal,” Jones says. “At first, I had so many problems with stuff breaking, and we had problems with some of Can-Am’s upper management. I won’t mention any names—Jeff Smith—but they wouldn’t let us do the things that we needed to do. They would say, ‘Oh no, the bicycle works fine.’ Finally, we just changed the stuff on our own and didn’t tell them. That got me through to the end. We had hired Marty Tripes, who was starving on a Husky, and Jimmy Ellis for that year, too. We went one-two-three. I don’t know of any manufacturer who has done that since.”

As Daytona ’75 came into view, it would seem that there was just no stopping Jones. Armed with a much-improved factory Can-Am, he was optimistic that he could retain his 250cc title once more. But in a split second, it all came to a crashing end.

“I ran into Peter Lamppu—God rest his soul,” Jones remembers. “He was riding a CZ, and he crashed in front of me in practice, and his bike flipped up and hit me, and my foot went right in his wheel. It broke my leg so badly that I was out for a year and a half after that. That was it. I was done. Modern medicine wasn’t what it is today. I was only 22.”

There’s so much more to tell about Gary Jones, from the devastating loss of a personal fortune after his own motorcycle company imploded due to forces beyond his control, to his rebounding as a key player in the organizations of Noleen Racing and White Brothers. Those are stories for another day.

Suffice it to say that from 1971-1975, Gary Jones was as good as they come. CN

 Jones was inducted into the AMA Motorcycle Hall of Fame in 2000. In 2010, the Gary Jones Cup was created to honor the top 250cc team in the AMA Pro Motocross Championship. Jones is still an active motorcycle racer, as well as a side-by-side racer. When he’s not competing, he helps organize side-by-side racing at Glen Helen Raceway. -Editor.

Webb Waltzes To Victory!

Webb scores victory and takes points lead in Arlington

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Section: Competition Post: Anthony Sansotta

Commanding win from the Red Bull KTM rider ends with the red plate.

Image: Octopi Media.

Red Bull KTM’s Cooper Webb led every lap of the 450SX main event en route to victory and grabbed the points lead in the first of three Supercross races in Arlington.

After coming into the first turn in second place, Webb wasted no time getting to the front, jumping out over a one-second lead in the first lap of the race and never looking back. He went on to take his fourth victory of the season by over four seconds, marking his third win in the last four races.

Justin Barcia put on a few charges to reel Webb in, closing the gap to under two seconds at one point. The TLD Red Bull GasGas rider spent most of the race in second place and would go on to finish there and take his fourth podium of the year.

Continuing to build on positive results in the back half of the season, Jason Anderson (Rockstar Energy Husqvarna) took his first podium of the season. The 2018 450SX champion worked his way through the pack, making aggressive passes that were at one point called into question by the AMA. As of now, no penalties have been handed down.

Aaron Plessinger (Monster Energy Star Racing Yamaha) continued his surge of success following his Daytona podium, dominating his heat race and eventually finishing fifth in the main event. He heads into round 11 sitting fifth in the championship standings.

Ken Roczen (Team Honda HRC) finished the night in sixth, his troubles starting early in the heat race resulting in a bad gate pick for the main event. A mid-pack start in the main event created an uphill battle for the red-plate holder and while he charged to finish sixth, he now trails Webb by seven points in the standings.

Joey Savatgy (Rocky Mountain ATV/MC KTM) took his best result of the season in seventh, holding off last week’s winner Eli Tomac (Monster Energy Kawasaki) who would finish eighth after starting well outside of the top 10.

Rockstar Energy Husqvarna’s Dean Wilson had a solid start to the Arlington residency, qualifying inside the top 10 and eventually finishing ninth on the night. He was followed to the finish by Martin Davalos (Team Tedder KTM) who took his first top 10 of the season.

The series will take to the track on Tuesday, for the second of three rounds inside AT&T Stadium in Arlington for the third ‘Super Tuesday’ of the season.

David Luongo...MXGP

David Luongo Editorial – March 2021

Dear MXGP Friends,

March is usually the opening month of the MXGP season. Unfortunately, we still have some weeks to wait until the gates drop for the first time in 2021. Most of the teams are testing in the south of Italy or in Spain to be ready for the first Grand Prix and the first pre-season races are taking place. It is also the time of the official presentation of most of the teams and the riders with the usual photo shooting.

As you probably read, we updated the 2021 season calendar because of the evolution of the Covid-19 pandemic. The opening Grand Prix will take place in the Netherlands at Oss for the first time.

We will continue to monitor the situation every week, doing our best to deliver the most complete and exciting season possible.

Our goal is still to host public to most of our events. We are constantly in contact with the governments, the federations and the organizers to improve our different protocols and to adapt them based on the local rules regarding the virus. We are sure that the situation will improve a lot in the upcoming months with the massive campaign of vaccination that is taking place worldwide. It will give the possibility to the MXGP paddock personnel to be protected and will permit to host public during international events.

We announced during the week some new partnerships with TV broadcasters like Sport TV in Portugal and Kreator TV in Croatia, opening again the MXGP to new markets.

We are also glad to announce that the Junior World Championship will take place in Ukraine in 2023, confirming the strong interest of this country for motocross.

Finally, I would like to thank all the partners of MXGP to continue to support our sport, from the FIM to the teams and riders.

David Luongo

CEO of Infront Moto Racing

The Emergency Department - An in-depth look at who is injured in AMA SX

Author: David Hogan

Despite smashing a few teeth Chase Sexton should be in action at Arlington.

For those who haven't followed “The Emergency Department” from its origins elsewhere (Thanks for the run guys) to Fullnoise.com.au. This is your round by round Injury update from the AMA Supercross and Motocross.

This list was compiled by David Hogan. (@always.moto on instagram)

As a Aussie physiotherapist and Moto racer/rider/lover I try to fill in the blanks on those rider updates that give you nothing to help you understand the extent of their injury. I also just BS a bit about how good or bad the race was because who doesn't love to BS whilst bench racing if you have a platform to do it on. On to the injury updates.

Daytona never disappoints in my eyes. As a fan of AMA Supercross. This once a year Daytona event creates a buzz, that causes the hive to go nuts. The teams and riders have so much activity in the week leading up to the event. From special test track extensions, different bike settings, special one off riding gear sets, and wall jumps. Something about Daytona and Wall jumps. I mean just ask JS7 and now his protege Chase Sexton. The event just brings another level of effort that as a fan I love. It also, as now a budding media guy. It also gives spark to new content and in my niche. There were definitely more injuries than I want to report on for one event. But content is content I guess. But guys really pushed the send button at Daytona this year.

The injury list just grows and grows. We do have some riders returning to action this week that will hopefully boost the ranks again but it has been one hard season for rider injuries to date.

Daytona saw some different injury types added to the list for the year so far. Grant Harlan had a brain bleed. Not to be confused with a concussion. Although an injury to the brain also. This is more like a bruise where blood is released from a vessel into a space it should not be. The concussion is more like a computer that has frozen and once turned off and on is good to go. This injury will be closely monitored and may delay his return.

A Broken Sternum was also added and is another difficult injury to recover from. Most fractures get put in a cast and are immobilised whilst they heal. But you can't (despite what you see in the movies) cast a chest and immobilise it. The lungs will always expand the chest and move the fractured sternum enough to affect the healing time and potentially the smoothness of the fracture’s realignment.

Top of the new list is Chase Sexton’s two broken teeth from impacting his handlebars with his face whilst attempting to double off the aforementioned wall jump. When you hit send it usually only goes one of two ways. Perfect, or into “The Emergency Department”.

So what’s next? We have another Saturday, Tuesday, Saturday stay, this time in Arlington Texas. This will be another difficult run of events that may cause issues for riders. We are now deep into the season. At this later point in the season many riders are dealing with niggling injuries that may not have been reported, and may not be that big of an issue previously. But with more races completed. More races in a short space of time. Does the reduced recovery time between events affect the ability of any riders to line up at all three races?

Another factor may be fatigue. We may have a few more fatigued riders coming off the Daytona event. This event which is usually more physically taxing than other Supercrosses may start to have an accumulating effect on riders' recovery ability. Will this cause another busy night of injuries? Or busy nights of injuries? Time will tell. All I know is we have 3 supercross in 7days to look forward to and as a fan there should be nothing better than that.

Until next week moto fans!

Insight: Anderson vs. Ferrandis

Monster Energy Supercross

Lewis Phillips

Although the track at the tenth round of 2021 Monster Energy Supercross, Arlington 1, was fairly creative, it did not exactly lend itself to passing and that prompted riders to get aggressive in an attempt to move forward. Jason Anderson was the most successful at executing moves like that – it was reported by the television crew that the AMA were looking at his pass on Dylan Ferrandis and whether or not a penalty was warranted.

No penalties were handed out in the end, which meant that he held onto his first trophy of the term. Anderson actually thought that the pass on Ferrandis was not that big of a deal – the fact that it came as such a surprise to Ferrandis was why he thought he hit the dirt. “I landed on the inside and came in pretty tight on the corner, on the inside of him, and he ended up on the ground,” Anderson said in the press conference. “I honestly think that I more spooked him than anything, you know? It is what it is. I don’t want someone to end up on the ground, but at the same time I want to pass the guy. I don’t want to be chilling behind people like I have been all year.”

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Ferrandis got tangled up in his YZ450F as he hit the ground, which meant that it was a fairly vicious hit and one that forced him to withdraw from the 450SX main event prematurely. It was a painful leg that caused him to exit the racetrack, but it sounds at though that is not anything that will hinder him on Tuesday. “The day started off well; I had a good start in both my heat and main event,” Ferrandis said in a Yamaha statement. “Unfortunately, I got kicked out by another rider and that made me crash. I hit my leg pretty hard and it was too painful to finish the race.”

It’s no secret that Ferrandis is struggling to establish some momentum currently, but Anderson is actually the opposite. The Rockstar Energy Husqvarna Factory Racing has gathered pace over the last couple of rounds and it sounds as though that is no coincidence. “Ever since the first Orlando I started riding a lot better,” he said following the race. “I had a few little issues with my body, more so at the beginning of the season, that kind of got the best of me. When I raced I couldn’t push too much. That was like a little issue that I had, but to be honest even my riding and everything… My riding has gotten better. Everything has gotten better since Orlando.”

Jason Anderson has actually jumped to seventh in the premier-class standings now and is only 15 points down on a position inside of the top five. That is quite the turnaround, considering that he has already missed one of the rounds that has been run thus far.

Words: Lewis Phillips | Lead Image: Align With Us

Moose Jaw Motocross Association looking ahead to new season

Partnership with Assiniboia, track renovations among highlights as membership meeting on horizon

a day ago By: Randy Palmer

 

The Moose Jaw Motocross Association is hoping to see another busy season at the local track this summer.

Or, as it happens, ‘tracks’.

The local organization has teamed up with the Assiniboia Ruff Riders Motorcycle Club to offer dual membership to both courses this summer, offering local riders a chance to bring a bit of variety into their track experience.

“It’s two tracks for the price of one, so it works out really well,” said MJMA president Doyle McMorris. “Assiniboia is only 50 kilometres away, so we were there tons last year and they want to come and ride our track, too. It just works out for both clubs and draws more people.”

After a successful season last summer in spite of the ongoing pandemic, Moose Jaw Motocross is looking to keep things going in the right direction, with the Assiniboia partnership just one step.
Another major plan is the ongoing refurbishment of the local track, which has seen some wear and tear over the years and is due for repairs. A portion of the initial clean-up work -- removing trees from the track dugout and general sprucing up -- has already been completed, with more intensive plans for the coming months.

“We’re all gung ho and looking forward to getting it fixed up,” McMorris said. “We’re re-doing all the jumps and basically redoing the whole track. It needs a lot of work, so we’re going out there with dozers and fixing the whole thing. People will still be able to buy memberships and ride, there will just be a weekend or two where we have to shut down for track maintenance off the start.”

While the schedule for races has yet to be released by the Sask Motocross Association, McMorris is expecting a full slate of action again this summer, offering the club’s crew of up-and-coming riders plenty of competitive time on the track.

Work will continue at the Moose Jaw motocross track this spring. | Facebook photo

The local club is currently taking memberships, which can be purchased for $200 for a single rider and $250 for families. Members receive a key to both the Moose Jaw and Assiniboia tracks, and can sign up by e-mail at moosejawmxa@gmail.com, call or text at (306) 681-8586, messaging on Facebook at www.facebook.com/mjmxa, visiting JFSI Mechanix (550 North ServiceRoad Bay 16) or by visiting Mercury Service at 1490 Caribou St. West.

The MJMA is also holding a special Zoom meeting for members and potential newcomers on Wednesday, Mar. 24 at 6:30 p.m. Anyone with questions or topics for the agenda can submit their request to moosejawmxa@gmail.com, with the deadline for submissions Friday, Mar. 19 at 12 p.m.

Be sure to visit the Moose Jaw Motocross Association Facebook page for the latest news and announcements.