Starts Do Matter...Ask Eli

Eli Tomac and Nashville: When an entire Saturday in the Main Event goes to waste.

Until the evening, everything looked like one of those typical Tomac weekends. Fastest in both qualifying sessions, a clear benchmark time, plus the heat race win after a controlled maneuver against his own teammate. No chaos, no uncertainties – just a driver who had his car under control.

That's precisely why the result of the Main Event seems like a break that cannot be explained by a lack of speed.

Nashville as a setup trap

One point that's easily overlooked in the context of this race: Nashville wasn't a typical setup weekend. The track evolved throughout the day in a way that made adjustments unlikely to yield any tangible benefits.

Tomac consistently stuck to his basics: no big clicks, no hectic changes. An approach that was certainly shared in the paddock.

The reasoning is logical: On such a hard, slippery track, it's less about finding the perfect setup and more about not making a working one worse. Traction here doesn't come from the setup – but from feel.

Or to put it another way: those who look for solutions on the bike often overlook the real problem.

The start that was no start

The decisive moment, therefore, didn't come from the technology, but from the starting position. A poor start, the wrong line choice, and immediately caught in traffic. Tomac himself clearly states it: the inside line was the wrong decision.

That sounds like a minor detail – but on this particular track, it's a structural problem. Nashville offered little room for creative lines. If you're not in front after the first corner, you lose not only positions, but also options.

And that is exactly what led to Tomac's downfall.

A comeback attempt without real access

What followed wasn't a collapse – but a race that never truly opened up. Tomac worked his way forward, found his rhythm, and had a feel for the bike. But: He never got into a position where he could actively influence the race.

That's a crucial difference. While riders like Hunter Lawrence at the front were able to control the pace, Tomac was forced to react. And that's precisely what costs time on a track like this.

The fall as a logical consequence

The late crash appears at first glance to be the decisive moment – ​​in reality, it was more a consequence of the initial conditions. Those competing in the field have to take more risks. More attempts, more line changes, more uncertainty. On a track that is already operating at its limit, this automatically increases the potential for errors.

The crash itself was unspectacular. The effect, however, was not. Twelfth place. No chance of closing the gap to the leaders. Maximum damage in the title race.

From hunter to hunted – and back

The situation before the race in Nashville was open, the momentum at least stable. After Nashville, the situation is clearer – but from his perspective, significantly more difficult. 15 points behind, four races remaining.

This changes the dynamic. Not dramatically, but noticeably. Because while consistency was enough before, now active results are needed again. Victories, not just podium finishes.

What Nashville shows about Tomac

What's interesting isn't so much the result itself, but the pattern behind it. Tomac was fast. The bike worked. Saturday was well set up. And yet, the weekend hinges on two factors: starting position and race environment.

This is no coincidence, but rather an indication of how tight the field currently is. Small decisions have a greater impact than sheer speed.

Title race: less room for maneuver, more risk

With four races remaining, the calculation is simple: Tomac can't afford any more weekends like this. His approach, however, remains unchanged – a focus on his own performance, no playing around with scenarios. That's typical of him. But therein lies the challenge now. Because while other drivers can currently control races, Tomac has to start actively shaping them again.

And that begins – significantly earlier than in Nashville – at the starting gate.

2026 MXGP of Sardegna

Supercross 2026 - Round 13, Nashville

Roczen Revival

The 450 class qualifying showed a clear separation among the riders, with pace differences becoming more noticeable as the session went on.

Ken Roczen and Chase Sexton both carried strong momentum from last weekend, looking composed and consistent on a track that demanded precision. Their ability to put together clean, fast laps stood out compared to much of the field. On the other hand, championship leaders Eli Tomac and Hunter Lawrence didn’t look quite as comfortable during qualifying, appearing to struggle at times with the technical aspects of the layout. The rhythm sections and evolving track conditions seemed to catch a few riders off guard, which showed in their lap times. That said, qualifying only tells part of the story. Once the gate drops, race pace, starts, and line choices often shift the outcome entirely. Jorge Prado and Malcolm Stewart were also standouts earlier in the day, both showing the speed and confidence needed to contend up front. If they can execute strong starts and maintain that pace over the full race, they have a real shot at fighting for podium positions.

Hunter Lawrence grabbed another holeshot on the night, followed by Jorge Prado and Ken Roczen. The first lap was an all-out battle where Prado made a pass for the lead, Hunter responded back, and then Roczen tookLawrence to the top of the berm and into the lead. He then began pulling the lead and running away from the rest of the riders. Tomac was sitting in fifth early and just seemed to lack the intensity he had earlier in the season. In front of Tomac, Justin Cooper was able to make the pass on Hunter Lawrence into the third position. Justin Cooper wasn’t done there as he began to look for a way into second as he was battling with Prado. Chase Sexton was having a tough night as he went down before the finish line, and then in one of the rhythm sections, he came up short, which put him down again. Back up front, Ken Roczen had nearly a ten-second lead. Hunter Lawrence began catching Justin Cooper and Jorge Prado. Feeling the pressure, Justin Cooper started trying harder to make that pass into second. Cooper and Lawrence would make the pass, pushing Prado to fourth. The track was destroyed as they got into the closing laps of the race. The only rider who could get a smooth lap was Ken Roczen out front. Ken would go on to take the win.

1. Ken Roczen

2. Justin Cooper

3. Hunter Lawrence

Tomac and Lawrence are now tied for the series lead.

Roczen’s big opportunity for his first Supercross title

Jeff Emig always said he would prefer momentum over a points lead in the championship run in, and if that proves true, it is Ken Roczen who has the momentum going into the final six rounds of the series and is just 14 points off the points lead.

Eli Tomac has the points leads but is, in his words, in a bit of a slump. Hunter Lawrence might have most of the boses ticked, but he just had a huge crash last weekend – is he 100% healthy? Of course, you can never count out Cooper Webb who is still 26 points back but give him an inch and he will take a mile – and he was just given an inch!

It seems that Eli Tomac may be carrying some sort of minor injury given his subdued performances over the last two weeks – will whatever the issue may be have vanished in a week? Roczen is fourteen off Tomac but only ten off Lawrence, and with Tomac not his usual speed right now, being just ten off Hunter makes it even more realistic that charismatic German is back in the hunt for this title.

But, just imagine if Hunter hadn’t accidently knocked Roczen off in Seattle or even if Roczen would have had an electric start – there is a chance that collision could top the title balance in Hunter’s favour if it comes down to a handful of points at the final round.

 Even if Roczen got fifth in Seattle instead of tenth, he would only be five off Lawrence right now and nine off what appears to be an ailing Tomac. The small margins are coming into play and Roczen has, until last weekend, been the one to get burnt the most when it has went wrong.

But now things has FINALLY went his way. He has hope and even more importantly, belief, that he can really win this title. Of all the contenders he is riding the best, he is not fading at the end despite what the critics say and, mentally, appears to be where he needs to be. This could be his best chance since that gruesome arm injury for a Supercross title.

It won’t be easy, but it if he pulls this title off on a Suzuki after all those injuries and related illnesses, it would be a story for the ages.

Tomac: "Physically I’m fine. I’m good."

While he has actually retaken the points lead in Monster Energy AMA Supercross there's still much speculation over Eli Tomac's puzzling performances at the last two races. The four-time race winner this year took a distant third in Birmingham and then was fifth last weekend in Detroit. His overall pace was not near the leaders in the way it had been in every other race this year. Is there an issue?

"Yeah physically I’m fine," said Tomac to our Tom Journet today at press day. "I’m good, I’m good. Birmingham I was just a little bit under the weather if I want to make an excuse about anything. Last week? Just not great riding."

If there aren't any issues, can Tomac quickly return to the form he showed through the first nine rounds of the season? He was arguably the fastest rider through those rounds. If he gets back to that level, it will be much easier to keep that red plate through the end of the campaign.

Billy Bolt Breaks Records | SuperEnduro Riesa 2026

Why So Many Riders Are Switching to 300 2 Strokes for Enduro

Hard enduro riders prefer 2-stroke bikes (especially 300cc) because they are significantly lighter, more maneuverable, and harder to stall in technical, slow-speed terrain compared to 4-strokes. Their superior power-to-weight ratio allows for explosive power to clear obstacles, while better heat management prevents overheating in extreme, slow-speed conditions

Why Hard Enduro? Because it's hard!

Hard enduro is pursued to test the absolute limits of a rider's physical, mental, and technical skills against extreme, often absurd, terrain like near-vertical rock climbs and deep mud. It attracts riders for the thrill of overcoming extreme challenges, the personal growth through problem-solving, and the camaraderie of tackling impossible obstacles alongside peers. 

Between discount pressure and reality: Why motorcycle dealers barely have any breathing room

 

There are topics that tend to be discussed only in passing in the paddock. You hear about them, you know about them – but hardly anyone really talks about them. Discounts and motorcycle sales fall squarely into this category. A conversation with Tim Pilg, president of Beta USA, gets right to the heart of the matter. No watered-down PR talk, but a pretty clear picture of what's really going on behind the scenes.

And it's significantly more uncomfortable than many people think.

Being a trader doesn't automatically mean earning money.

From the outside, a motorcycle shop often looks like a solid business. Lots of bikes, lots of activity, decent sales. But that's precisely where the misconception lies. Pilg knows both sides. Over 20 years as a dealer himself, now on the manufacturer's side. Many lack this perspective – and that's exactly why they often misjudge where the real problems lie.

Because it's not the sale itself that causes retailers to stumble. It's the system behind it.

US insights – but closer to our reality than we thought

It's important to note that the insights described here come from the US market. Different structures, different programs, different scales. And yet, much of it feels surprisingly familiar.

Because the underlying mechanisms – financing models, inventory pressure, price spirals – are not purely American phenomena. Anyone operating in the German or European market will quickly recognize parallels. Perhaps not in exactly the same form, but in their effect.

The difference often lies in the details. The fundamental problem remains.

The silent problem: financing that no one sees.

A key issue is the so-called "flooring" system. It sounds technical, but it's crucial in everyday life. Motorcycles at the dealership are often not simply paid for, but are financed through credit lines. Initially, these are usually interest-free – but then they become expensive.

And that's precisely where the equation falls apart. Because bikes don't always sell immediately. If they sit on the shelf for an extended period, the interest continues to accrue. Month after month. Without any return. What seems like a minor detail on paper quickly becomes a cost factor in practice, putting entire businesses under pressure.

When you have to take what you don't need

There's another point that's rarely discussed openly: allocations. Retailers don't always order what they actually need – they often get what they're forced to take. Those who resist risk disadvantages: less support, worse terms, and problems with future deliveries.

The result is predictable: full warehouses, increasing pressure – and in the end exactly what nobody wants. Discounts.

The discount is not a gift – it's a problem.

In the motocross world, everyone knows the drill. "What's the best price you can do?" is often the first question. Understandable for the customer – but a real risk for the dealer. Because every discount eats right into the profit margin. And that margin is already slim in the motorcycle business.

Pilg speaks plainly here: On average, several hundred dollars are discounted per bike. Over the course of a year, this adds up to sums that ultimately determine whether a business remains viable or not. And that's precisely the crux of the matter: Many dealers fail not because they sell too little, but because they don't earn enough.

Lots of work, little left over

The figures Pilg cites seem almost absurd. Several million in annual revenue – and in the end, an income barely exceeding that of an employee. Added to this is the inherent risk of owning a business.

The problem: This reality is barely visible to customers. They see the price on the sign – not the structure behind it.

Service costs money – and it has to come from somewhere.

The next point is almost self-evident. If less money remains in the system, less will be invested. This particularly affects service. Good mechanics, experienced parts specialists, streamlined processes – all of that costs money. Money that is simply lacking when prices are constantly under pressure.

And this is precisely where the contradiction arises that many are familiar with: the lowest possible purchase price, but at the same time the expectation of perfect service. Both together simply don't work in the long run.

Beta tries a different approach

The Beta USA A different approach is being deliberately chosen. No traditional financing systems, less pressure on retailers, clearer structures. An approach that isn't perfect – but at least attempts to address the fundamental problem: keeping retailers healthy.

Because without stable traders, there is ultimately no functioning market.

A topic that's closer than you think

This conversation isn't an attack. It's more of an attempt to raise awareness. Because everyone who buys a motorcycle is part of this system. Every price negotiation, every discount, every decision has consequences – even if you don't see them immediately.

And that's precisely why it's worth taking a closer look. Not just at the price. But at what's behind it.