YZ 295 Project

8 REASONS WHY U.S. MOTOCROSS THRIVES

This is a little dated but everything seems to be the same today.

Published in 2010 in MOTO

1.

Supercross. Say no more

It’s the world’s biggest dirt bike sport with thousands of fans crammed into stadiums the length and breadth of the country to see their heroes in action. Big money salaries, big money sponsors, big money TV deals. Replica rider action figures in every toy shop across the land. It’s big time. And is there any correlation between America becoming a powerhouse in motocross from the start of the 1980s, precisely when supercross was taking off? Well, it’s hardly a coincidence.

2.

The top riders are not all automatons

OK, we admit plenty of riders are. Especially when podium speeches turn into a list of sponsors and deities they seem contractually obliged to pay homage to.

Some of the most confident riders are still capable of being cocky, controversial and funny. Like Chad Reed, responding to Mike Alessi who said at the Hangtown national: “In the second moto I looked back and there was nobody even close.”

Winner Reed countered: “I won, right? I was almost as confused by that as Mike is…

“I almost didn’t break a sweat in the first moto. I have spent just one day on a motorcycle in the past two weeks. I came under the weather and won so easily. I absolutely expected to win.”

3.

The amateur classes produce winners

Unlike in the UK or Europe where you don’t see any AMCA-bred GP winners, the massively professional “amateur” scene has fully backed riders being put through their paces before they turn pro. Famous amateurs of the past include Ricky Carmichael, Travis Pastrana, James Stewart, Mike Alessi, Ryan Villopoto and Justin Barcia.

And this year they’ve been joined by Eli Tomac, the first rookie to win his pro debut in 38 years. “It definitely helped that I went testing with

Barcia and Trey Canard before the Nationals and I knew I was close to them. I had a top five goal in my mind and didn’t expect to win,” he said.

“As an amateur, I worked hard but not too much to get burned out as a pro. I have tried to keep it fun all through my career. But I still make rookie mistakes!”

4.

There’s lots and lots of room

Which means there are lots of tracks, especially
in the hotbed of motocross which is Southern California. There are 31 tracks in SoCal alone – Perris, Pala, Glen Helen, Competitive Edge, Gorman, Lake Elsinore, Piru, Starwest, Barona Oaks, Adelanto and more.

In a bid to get you to ride there, most are well groomed and watered, and several have supercross tracks, too. And many run night sessions under floodlights so you can ride after work. More people ride, so there are more tracks.

And more people own more land, which always seem to have room for a track. Or two.

5.

Ex-pats are welcomed

From Roger DeCoster to Jean-Michel Bayle to Seb Tortelli and loads in between, America has always been a welcome home for international riders looking to make a name and perhaps a new life and home for themselves.

And the current crop included Christophe Pourcel, Dean Wilson, Tommy Searle and MOTO cover star Max Anstie.

Brit Anstie loves his new home in the SoCal desert, including life with his Dad, ex-GP start Mervyn Anstie – and Merv’s new other half, American Devin.

Max, who challenged for supercross wins in his first season this year until he got injured, says: “It’s every young racer’s dream to come and race in the USA and I’m enjoying every minute of it.

“Every time I race in America, it’s great and I’m enjoying it more and more. The tracks are cool and the riders take different lines to European riders. The sun’s always shining, the bikes are fast and I’ve been made very welcome here.

“I’ve even got my Green Card to work here now, so I’m practically American!”

Soon he’ll be joined by Marvin Musquin, and eventually by Ken Roczen and Jeffrey Herlings.

6.

The No.1 domestic series

American Nationals are often mentioned as a great rival to GPs. But face it, the U.S. series is a domestic championship and the GPs are a world championship. They shouldn’t be on the same playing field, but they are. With the vast majority of American riders earning more and often being more revered than their GP counterparts. The Nationals pay great prize money but are one-day events organised by local organisers and aren’t a patch on the infrastructure of GPs. National tracks are often better than GP tracks, and the kudos is still greater.

7.

Heroes are honoured

From the soldiers who fight for them in wars around the globe to the riders who have given all for American glory, the USA way is to still show support and respect for the greats of yesteryear. Former champs are revered and never forgotten.

They are inducted into the AMA’s “Hall of Fame” and still get regular coverage in magazines and draw crowds at events, years after they retire. Take the curious case of people called Smith. Americans Malcolm Smith and Marty Smith get far more respect than our early heroes like Jeff Smith.

8.

It’s the centre of world motocross

From motocross riding holidays to the world’s biggest MX shop at Chapparal to the tuning houses and aftermarket suppliers like Pro Circuit and Troy Lee, California has it all. Plus the five major manufacturers not only have bases there, but supercross and motocross test tracks. But it’s not just about the West Coast, as motocross is big in the Mid West and Florida, with facilities like the Millsaps Training Facility in Georgia producing a crop of talent annually. America buys more motocross bikes than the rest of the world combined. Sell big in America, and you’ll sell big! That’s why KTMs now have a linkage – to crack the fickle U.S. market.

TAKEN FROM ISSUE 80, JULY 2010

WORDS BY ADAM DUCKWORTH

2014 Sierra Classic MX

June 14 - 15 Prairie City OHV Park

This year the Sierra Old Timer club decided it was time to take advantage of the Hangtown National track and use it for their 38th annual Sierra Classic IOTMX. This was a wise choice. Senior riders from all over the western US showed up to test their skills on the same track the national pros used just two weeks prior. The jumps were tamed down but the track was essentially the same. Riders from 40 to 88 years young had fun chasing each other around in perfect northern california weather. The track was prepared by REP racing and I believe it was the best prepped and maintained race course the IOTMX has used in many years. The turn out was good, the racing hot and the stories tall. My class alone had riders from five states and two countries. They served an award winning BBQ dinner and had nice awards. The whole program ran smoothly and I believe everyone had a good time. Lots of photos are posted in the Gallery section. If you are a vet rider put this one on your schedule for next year.

Greg Albertyn...Moto History

ICONS OF MOTOCROSS: ALBEE'S MADE TO MEASURE WINNER

Greg Albertyn signed off in world championship motocross with his third title in a row in 1994. This is the bike he did it on

 

 

TAKEN FROM MOTO ISSUE 82, AUGUST 2012

Words Gez Kane, photos by Adam Duckworth

Greg Albertyn is a motocross legend. He’s one of very few riders to have won on the world stage – a 125 world title in 1992, followed up with back to back 250 championships in 1993 and 1994 – and gone on to beat the best American riders in their own back yard.

With those three world crowns in his pocket, South African Albertyn headed for the States in 1995. He raced Supercross and outdoors, finally claiming the AMA National title in 1999 – beating a host of established stars including Jeff Emig, Doug Henry, Mike LaRocco and Sebastien Tortelli along the way. It gave Suzuki its first US title in almost 20 years which was a fantastic achievement and lifted Al- bertyn into the superstar category at a stroke.

But to get a ride with Roger DeCoster’s US Suzuki team in the first place, Albertyn had to impress on the GP circuit – and to do that, he needed world class bikes. This is one of them.

Albertyn had been riding for Honda in his 250 GP debut year. He’d beaten the best in Europe in what had become the premier class in GPs in his first year. So you’d have expected him to stay with Honda to defend his title. But in fact, Alber- tyn already had an eye on moving to the States with Honda in 1994 and had agreed terms in principle to do just that. But at the last minute, Honda decided not to fund the move and Albertyn was left without a ride in the Jan DeGroot GP squad. Believing Albertyn was heading to America,DeGroot already had Ste- fan Everts to replace him. Sylvain Geboers came up with a Suzuki deal and Albertyn signed to campaign what was, in essence, the bike that Everts had ridden in 1993.

Albertyn immediately set about developing the bike to suit himself and this is the result of his hard work. It might look like a production RM250 at first glance, but it’s a real one-off factory effort and virtually nothing remains of Everts’ old bike. It’s an RH250, Suzuki’s designation for works 250s. RN was the 500 designation and RA for 125s.

The whole package is tailored to suit Albertyn. Having signed the reigning world champion, Suzuki obviously decided to throw the kitchen sink at the bike he was to defend his title on and the first thing to go was the old frame. This one is hand-fabricated to Albertyn’s specification and is lighter than the ’93 design, it has a steeper steering geometry to make it turn quicker too. Similarly, the works swingarm is an im- mensely strong fabrication – again all hand welded – and every component in the rear suspension linkage is hand machined, too. During his winning season in 1994, Albertyn used four or five different sets of linkages to suit different tracks and conditions – and all were just as meticulously hand crafted as this set.

Suzuki’s works 250s were probably the horsepower kings of the heap in 1994 and with good reason. There are no production parts in Albertyn’s

RH250 engine – it’s a full factory build, with works crank, gearbox and barrel. The crankcases and outer engine covers are all magnesium, while all fasteners are titanium to save a few more vital grammes. In fact, the 1994 RH250 engine was so good Suzuki modified some of its 1995 and 1996 works frames to take the old 1994 engine while it was trying to squeeze a bit more power out of the disap- pointing replacement for it.

The obvious centrepiece of the bike is the titanium exhaust. It’s fab- ricated from individually rolled strips of titanium sheet and hand welded. To get the inside diameter of each seg- ment exactly right at each end, sheet titanium had to be cut into radiused strips with a complex calculation used to determine the exact radius of the arc. Bearing that in mind, it’s no surprise that each pipe used on Alber- tyn’s RH250 is reported to have cost around £7500 – and that’s without the hand built carbon fibre silencer.

Factory Showa upside down forks are housed in hand-machined factory yokes and the steerer tube is titanium. Naturally, there’s a full works Showa shock absorber at the rear too.

But just take a closer look at those yokes. They are a marvel of minimal- ist engineering. There’s precious little alloy wrapped round the top of the fork slider – just enough to do the job without carrying any excess weight. But looking at the yokes, it’s also easy to understand why just about every component on the bike had a strictly defined lifespan in terms of motos raced or hours run.

Details everywhere reveal Suzuki’s no expense spared attitude to prepar- ing a bike fit for a world champion. The fuel tank is a one-off alloy fabrication, the brakes are full factory Nissin units developed specifically for this bike and there are countless details you don’t fully appreciate until you spend a bit of time just looking at the bike. There’s the graceful arc of the rear brake pedal, the sand-cast magne- sium hubs, one-off hand crafted rear sub-frame and the custom plastics.

And then there’s the kick start lever – a short 125-type item. Albertyn wore knee braces and the reduced flex- ibility they afforded made it easier for him to use the shorter lever.

Despite all the effort that has clearly gone into making this bike, Albertyn was, apparently, less than impressed with it back in 1994. Three DNFs due to mechanical failures dur- ing the season probably didn’t help, but Albertyn is on record as describing the 1994 season as the worst cham- pionship he won and saying that the bike was “terrible”. That may be so, but then Albertyn is a multi-world and AMA champion. To mere mortals like us, his 1994 RH250 still looks pretty special. And the results prove that – at least with Greg Albertyn aboard – this 1994 RH250 was the best in the world.

Bell on Display at Mammoth MX

Bell Official Helmet for Mammoth Motocross

Courtesy of Bell Helmets

Wednesday, June 11, 2014

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Bell’s groundbreaking head-scanning technology will be on display for riders to experience first hand along with trackside demos for its Moto-9 Carbon.

Bell Helmets, an industry leader in innovative head protection, today announced its status as the official helmet for Mammoth Motocross 2014. Bell will be onsite in Mammoth June 20-29 showcasing its industry-first custom-fit helmet technology, offering head scanning demos for riders. In addition, Bell will also be offering ride demos for its Moto-9 Carbon.

Custom-fitting demonstrations will allow riders to experience Bell’s break-through head scanning system – a first of its kind for the industry. Through it’s innovative new technology, each Bell Moto 9 helmet is customized to the unique shape and dimensions of the rider’s head. Since the internal shape of the helmet is a direct offset of the rider’s head, there are no uncomfortable pressure points or hot spots, creating maximum comfort and stability at a level that feels like wearing nothing at all.

“We’ve fine-tuned our custom-fit process since introducing it at the end of 2013 to a point that we feel it’s truly ready to begin offering to the public which is why you’ll see us showcasing this at more and more events like Mammoth, “ said Chris Sackett, Vice President Bell Helmets. “Not only will we be traveling the country and training sales reps to scan heads, but our overall scan and build process has become incredibly efficient. We’ll be assembling all custom-fit helmets here in the States – in Rantoul (Illinois).”

Bell first announced its custom-fit program at the 2013 World SuperBike Championship at Laguna Seca. Bell has since taken its custom-fit process to Austin MotoGP this season and have plans on tour with their newly-developed custom-fit Sprinter Van to more than 20 races and events all across the country, including Loretta Lynn’s, Indy MotoGP, AIM Expo, IMS Shows and more.

Bell Helmets will be on-hand at the Mammoth Motocross as the official helmet with the Moto 9 Carbon ready for demos.

As if the head-scanning experience isn’t enough, Bell is also providing riders the chance to ride test its Moto 9 Carbon – the same helmet James Stewart straps on for every race. The Moto-9 features an ultra-light Carbon TriMatrix construction, Velocity Flow Ventilation and Bell’s Magnefusion Emergency Release System.

More information on Bell’s custom-fit helmet and Moto-9 Carbon can be found at www.BellHelmets.com.  

About BELL
From humble beginnings in the garage of a 1950’s Southern California speed shop to the heads of champions in auto, motorcycle and bicycle competitions all over the world, Bell is synonymous with protection and progression. Part of Easton-Bell Sports, Inc. and based in Scotts Valley, Calif., Bell is the world leader in the design, manufacture and distribution of motorcycle and cycling helmets and accessories.

Moto Knee Provides Freedom!

Moto Knee performance prosthetic leg packs a Fox shock

By Ben Coxworth

June 11, 2014

The Moto Knee is a prosthetic leg designed for a variety of high-impact sports

You probably wouldn't try using the same motorbike for both racing over rough trails and commuting on smooth roads, so ... why use the same prosthetic leg? That's the thinking behind the Moto Knee, a prosthesis that's designed for activities such as skiing, horseback riding, cycling and motocross. In order to withstand the impacts that come with such activities, it even incorporates a Fox DHX Air mountain bike shock absorber.

"One of the main things that helped me understand how to start a project like the Moto Knee was my hands-on experience working on my racing equipment," he told us. "I was always trying to understand how to make my suspension components work better and understand exactly how and why they worked the way they did. Additionally, as a result of being an athlete and working with trainers and orthopedic doctors, I really understand body mechanics."

Moto Knee inventor Mike Schultz

Generally speaking, the Moto Knee is designed for any high-impact sport that requires what Schultz describes as "an athletic stance." The resistance ratio of its linkage system can be adjusted through its full range of motion, while the compression, rebound and damping of the Fox shock can also be set to the demands of the user and activity. The linkage and shock additionally work together to limit the amount of impact transmitted into the residual limb, and to keep the user's body mechanics laterally balanced.

Although the Moto Knee can be used with just about any prosthetic foot, Schultz designed one that's specifically suited to it, known as the Versa Foot. "As the Moto Knee bends, the ankle of the Versa Foot flexes much more than a typical prosthetic foot which allows you to keep much more of the foot sole on the ground through the 'squatting' motion – and this makes your stance considerably more stable," he explained.

In the same way that a performance off-road bike isn't ideal for city streets, however, the Moto Knee isn't designed for everyday walking. "To have a single knee system work really well for both walking and extreme sports would be very challenging," said Mike. "At this point the Moto Knee is specifically a sport knee and isn’t the best option for day-to-day walking since it doesn’t 'swing' like a normal walking leg."

The MotoKnee was commercially launched in 2011, with over 100 units having been sold since then. The Versa Foot was released a little over a year ago, and is approaching a similar sales number. The former costs approximately US$6,000, while the pricing for the latter starts at $2,300.

"I know what it was like to have my quality of life – my lifestyle – taken away because of my leg injury that led to amputation," Schultz told us. "I also know that incredible feeling of returning to the sports I loved most ... I want to share that feeling with others and allow them to return to the activities and lifestyles they had before their amputations, or for some, to be able to try different things for the first time and set new goals."

The Moto Knee and Versa Foot can be seen in use in the video below.

Some Moto History

Californian Bobby Moore is the last American to win a world motocross championship. This is the bike that helped him do it.

TAKEN FROM MOTO ISSUE 83, SEPTEMBER 2012

Words by Gez Kane, Photography by Adam Duckworth

By 1993, Bobby Moore must have felt he was always destined to be the bridesmaid and never the bride. After winning the 1985 West Coast 125 Supercross championship, the 17-year-old former minicycle star, remarkably failed to land a factory ride for the following season. So he packed his riding gear and made the move to Europe to chase world championship glory in 1986.

By 1990, the laid-back American had paid his dues and finished runner up in the world 125cc standings in 1990 and 1991 before switching to the 250cc class in 1992 to try to claim that elusive world title. Once more though, it proved close – but no cigar. Donny Schmit – who had beaten Moore into second place in the 1990 125cc championship – had also made the switch to the quarter litre class and once again, he edged Moore off the top spot. It seemed like he was destined never to top the world standings. But, by 1994, Moore had moved back to the 125s with the Rinaldi Chesterfield Yamaha team, after a year out of the top three in 1993. After eight years chasing his GP dream, could this at last be his year?

Looking at one of the two bikes the Rinaldi boys provided for Moore that year – now residing on a private collection – it’s hard to imagine they could have done much better. Certainly, if looks could win world titles, Moore’s Chesterfield liveried YZ125 would have scooped the world crown at round one. It’s seriously gorgeous.

But the bike was much more than just a looker, despite not being the horsepower king that season. Bobby Moore admits that the factory Suzuki of Pedro Tragter and works Hondas of Michael Pichon and Chicco Chiodi were all faster in a straight line, but the Rinaldi-prepared Yamaha was in a league of its own in terms of handling and ridability. The American might have lost out on holeshots, but he could rely on the Yam to pull him out of trouble as the race progressed more often than not. And, by the mid-point of the season, continued development work on the engine had all but erased the power differential between Bobby and his main rivals anyway.

As the season got underway, the overall package of Bobby Moore, his own, dedicated, 125 team mechanics (the team had a completely separate 250 class crew) Pere and Nicola and the factory spec Yam proved more than up to the job. Moore won the first race – the Italian round, comfortably. Even a DNF in the first moto of the fourth round in Spain failed to slow the charge of Moore, Yamaha and Rinaldi as Moore limited his losses by storming to a great win in the second race.

It just seemed it was always going to be Moore’s year at last. With a great team behind him and riding as well as he ever had, Moore sealed the championship victory at the Belgium round – with a round to spare. It was a crushing – and well deserved – victory. It just seems slightly strange that Moore remains the last American to win a world crown.

This is the bike that made it all possible. It’s the final incarnation of the factory 125 – with all the engine updates – and the last bike Bobby Moore rode that season. At first glance, it might not look all that different to a stock ’94 Yam, but look closer and you can see the amount of hard work and detailing that has gone into producing a world championship winner.

Wounded Warrior Takes On Baja

'Wounded Warrior' Poised to Make Motocross History on Prosthetics

By David Wright June 5, 2014 5:11 PM

Off road in the California desert, Jesse Williamson is getting ready for the Baja 500, a grueling 500-mile dirt bike race that takes place on Mexico's Baja California peninsula.

But Williamson also faces an additional challenge.

Unlike the other racers, he is attempting to become the first double-amputee to compete in the race.

The retired Marine lance corporal, currently living in Wildomar, California, lost his legs below the knee from an improvised explosive device in Afghanistan in August 2009. All his buddies in the vehicle died.

It transformed his life in a flash.

When he came back home, as he tried to recover, he got hooked on pain medications, slipped into depression and suffered from post-traumatic stress disorder.

"The things I was doing up there - not too proud of. I got into doing heroin," Williamson, 23, said.

His friend 1st Sgt. Nick Hamm, a fellow Marine also from Wildomar, California, who was also wounded twice in combat, came to the rescue.

Hamm recruited Williamson to join Warrior Built, a foundation he created to provide new motivation, camaraderie and support as veterans transition back to life after war.

The foundation provides vocational therapy in the Warrior Built Garage, a space devoted to off-road biking in Lake Elsinore, California. It is staffed entirely by combat veterans.

"Every time I am able to help someone else, I get a little piece of myself back," Hamm, 37, said.

Thirty-five combat vets work at the garage rebuilding bikes and their lives. The foundation aims to help 100 veterans by the end of the year.

"We just start talking among the other," Hamm said. "The good, the bad, the ugly."

The Baja 500, which is today to Sunday, will be the third race for Williamson, Hamm and friend and combat veteran Eric Nolan.

In November, Williamson was the first double-amputee to compete in the Baja 1000, a 1,000-mile motorcross race. In the Imperial 250, the team came in second place in their class despite a sandstorm so bad two-thirds of the riders were unable to finish.

The sandstorm was not a problem for the veterans of Iraq and Afghanistan. They took the brutal conditions in stride, sleeping outside in tents and sleeping bags

"You know there's a lot of sports that are hard, but ours the ultimate consequence is death," Williamson's trainer, Ryan Hughes, said.

For these wounded warriors, motorcross offers a new mission, a reason to soldier on.

"Continue to stay in the fight no matter your struggles," Williamson, whose birthday is Saturday, said. "Just keep pushing on."

ABC News' Gitika Kaul and Bonnie McLean contributed to this report.

SI.com reports on MX

Outdoor motocross season kicks off this weekend

Chad Reed sat at home for a month, trying to shake his funk.

He had a superb start to the Supercross season, putting himself in position for another championship while proving to himself that he still had it as he climbed into his 30s.

It came to abrupt end in San Diego, where a crash knocked Reed out for the season and back on his heels.

''It just really bummed me out,'' Reed said. ''A lot of things were gelling and I thought good things were coming, so to get injured and fall short of the goal to contend for a championship, really kind of sucked a lot of energy out of me.''

Once Reed got over it, he turned the setback into a positive.

Despite the wreck, the 32-year-old knew he could still keep up with the sport's young guns, that he just needed to heal up and get ready for the outdoor season.

Now it's here and he, along with several other riders coming off injuries, is geared up for what should be a wide-open season that starts Saturday at Glen Helen Raceway in San Bernardino, California.

''This could be the most competitive season we've seen in a long time,'' said Davey Coombs, vice president of the Lucas Oil Motocross Championships. ''There are any number of riders who could win the championship.''

One who won't be there is defending champion Ryan Villopoto.

He's been the dominant rider indoors and out, winning four Supercross titles and two outdoor championships. Villopoto became the first rider to win four straight Supercross titles earlier this year, but was hobbled late in the season and decided to have surgery on his left knee, knocking him out of the outdoor season.

Villopoto's misfortune has opened the door for other riders to claim the title.

The favorites will likely be the past champions in the field. Ryan Dungey has two outdoor titles, Reed won in 2009 and James Stewart was the 2008 champion. They know what it takes to get through the hot grind of racing outdoors in the summer, so don't be surprised if one of those three takes home another title.

But it's not just going to be handed to them because they're the vets. The series is filled with up-and-comers who have shown they have the speed, at least on short runs, to keep up with the experienced riders, including Ken Roczen, Justin Barcia, Eli Tomac and Trey Canard.

Like Reed, Canard is trying to come back from an injury, as are Tomac and Davi Millsaps, so there should be some added intrigue as riders try to bounce back and compete for a championship.

''It's a part of the sport, unfortunately,'' Coombs said. ''There are quite a few riders who are trying to come back from injuries this year.''

Reed is one of them - again.

He had been one of motocross' most consistent riders, setting a Supercross record with 116 straight races. Over the past few years, he's had a string of injuries, including a torn left ACL during the 2012 Supercross season that ended his outdoor season before it started.

Reed's latest injury came during the sixth race of the Supercross season in San Diego.

Running fourth, he charged up the last lap in an attempt to overtake Roczen for a spot on the podium. While racing across a whoops section - smaller jumps bunched closely together - Roczen closed off Reed's passing line and the Aussie misjudged one of the bumps and wrecked.

Reed suffered numerous broken bones in his shoulder and had surgery, ending his season while sitting second in the standings.

''This year hurt more than anything because I was having so much fun, we were really competitive and truthfully I felt we were a title competitor,'' said Reed, who has won two Supercross championships. ''We had everything and more to contend for a championship and to know that chance to win a title, you don't get too many of those and they're running out for me, so it's important to get healthy and get out there and compete for this outdoor championship.''

Though he's not 100 percent yet, Reed is healthy enough to start the outdoor season this weekend.

Based on what happened during the Supercross season before his wreck, Reed is expecting to contend for another title.

Read More: http://sportsillustrated.cnn.com/2014/more/wires/05/23/2080.ap.mot.motocross.preview.3rd.ld.writethru.0891/index.html#ixzz32sP0Y2Dw

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