MXGP #125 2024

TRIUMPH BLASTING FROM THE PAST, INTO THE FUTURE!

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IGNITING OF A HISTORICAL SEASON 018

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PEELING BACK THE LAYERS OF CALVIN VLAANDEREN 040

BLOG

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DAVID PHILIPPAERTS 2008 YAMAHA YZ450FM

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HALL OF FAME CLAUDIO DE CARLI

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PADDOCK TALKS

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RACING CATCH UP

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MONSTER GIRLS

MXGP MAG

Chief Editor: Marionna Leiva

Photos: MXGP

INFRONT MOTO RACING MEDIA

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MXGP Mag #125

The articles published in this magazine do not necessarily reflect the official position of Infront Moto Racing.

Then content of this publication is based on the best knowledge and information available at the time the articles were written.

The copying of articles and photos even partially is forbidden unless permission has ben requested from Infront Moto Racing in advance and reference is made to the source (©MXGP).

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TEA; OF THE MONTH

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DEAR MXGP FANS, IN A WEEK TIME THE BEST MOTOCROSS RIDERS IN THE WORLD WILL START THEIR ENGINES TO COMPETE IN THE FIM MXGP WORLD CHAMPIONSHIP. THE YPF INFINIA MXGP ARGENTINA-PATAGONIA IS AROUND THE CORNER, AND THE TRACK LOCATED IN THE MIDDLE OF A DREAM LANDSCAPE IN VILLA ANGOSTURA IS ONE OF THE MOST APPRECIATED TRACKS IN THE WORLD. THE YPF INFINIA MXGP OF ARGENTINA-PATAGONIA IS MUST VISIT FOR THE MOTOCROSS FANS.

In the MXGP class, all the top guns will be present and fully prepared for the beginning of the Championship! Jorge Prado, the defending World Champion, had a great pre-season with his trial in the USA Supercross and will try to enter the circle of the double winner of the MXGP Title. His main contenders won’t make his life easy, as we count with not less than 3 former World Champions that regroup more than 11 titles in total in MXGP and MX2. Jeffrey Herlings, Tim Gajser and Romain Febvre together with Maxime Renaux will for sure bring the show to a great level. We can also add one of the most consistent riders of the MXGP history, Jeremy Seewer, and we cannot forget Ruben Fernandez who scored his first podium in Argentina last year. Finally, the rookie of the category, Jago Geerts will bring the attention of the Belgian fans to the MXGP category.

In MX2, Andrea Adamo will also have a very exciting and challenging season as the level of this class is always very compact, rising new talents coming from the EMX championships every year.

During the last months, Infront Moto Racing managed to renew and concluded some very important agreements to allow the MXGP to be broadcasted worldwide, and we are proud to continue to provide the LIVE to RAI in Italy, Sport TV in Portugal, TV3 Group in the Baltics region and BeIN Sport will broadcast the Behind the Gate program.

Another great news is the renewal of the Junior e-motocross series (MXE) in partnership with KTM

AG. The MXE is a pioneering e-powered racing series for kids which will be celebrated during during four Grand Prix in France, Germany, Czech Republic and Switzerland. Of course, e-powered motorsport is constantly evolving and for Infront Moto Racing is really important to have this series running alongside the FIM Motocross World Championship.

Another great news is the launch campaign of TC222 - The Legend. It is the first long format movie that Infront Moto Racing is producing on the lifetime career of one of the best ambassadors and the greatest rider that our sport has known, Antonio Cairoli. You will be able to find it exclusively on www.MXGP-TV.com from today!

Finally, next weekend will also take place the opening Grand Prix of the 2024 FIM Snowcross World Championship, with a new format, starting on the beautiful Turkish Region of Erciyes-Kayseri. It is the first time ever that the SNX is going to Turkiye and it is a great step in the globalization of winter motorsports.

Here we are, it is now time to turn on the engines, book your tickets for your favorite Grand Prix, connect to www.MXGP-TV.com, cheer for your hero and enjoy the racing. I wish you a great 2024 MXGP World Championship season.

David Luongo CEO of Infront Moto Racing

COOL SHOTS

Photo: KTM/Ray Archer

Photo: Honda / ShotbyBavo

COOL SHOTS

Photo: Kawasaki / ShotbyBavo

PATAGONIA-ARGENTINA

IGNITING OF A HISTORICAL SEASON!

GET READY FOR THE ULTIMATE ADRENALINE RUSH AS THE YPF INFINIA MXGP OF PATAGONIAARGENTINA REVS UP FOR AN EXPLOSIVE START TO THE SEASON! WITH A STELLAR LINEUP OF WORLD CHAMPIONS READY TO HIT THE TRACK IN MXGP, THIS EVENT PROMISES TO BE NOTHING SHORT OF SPECTACULAR.

One thing sure is that the defending World Champion, Jorge Prado will have several world class contenders to deal with from the get go. Two 5-time World Champions Tim Gajser and Jeffrey Herlings are fit and back to increase their tally. But the roster of contenders doesn’t end there. The outstanding performer of 2023, Romain Febvre set his eyes on the crown he missed last season despite 6 GP wins, while Maxime Renaux is hoping for a healthy season to be at the top more often than not. Let’s not forget Pauls Jonass, who will be the 6th World Champion on the starting grid. The other threats and ready to add to the amazing competition will surely be Jago Geerts for his MXGP rookie year and Jeremy Seewer. Both 4-time Vice World Champions, the Belgian and Swiss are determined to make their mark and secure the elusive number 1 plate. With such a stacked field, the competition is sure to be intense and exhilarating.

What a better place to start this historic battle than in Villa La Angostura. This iconic venue has earned prestigious accolades, including the MXGP Best Fan Engagement award at the traditional MXGP Awards held every season. This recognition highlights the passion and active participation of motocross fans in the round held in the province of Neuquén.

Over the past five years, the first Grand Prix of the season has proven to be a formidable challenge, only Tim Gajser in 2022 was able to win the first Grand Prix of the season and go all the way to lift the trophy. That statistic shows just how hard it is to start on the podium and stay at the top until the end.

However, the MXGP of Argentina has historically served as a compelling indicator of the season’s trajectory. Tim Gajser’s triumph in 2022 was not his first taste of victory on Argentinian soil; he also emerged victorious in Villa La Angostura round en route to a World Title in 2016. Similarly, Jeffrey Herlings claimed the top spot on the podium in Villa La Angostura in 2018, paving the way for his eventual World Title victory that season.

With these historical precedents, the Championship’s stars remain undeterred and determined out on their best racing suits and shine in their first outings of the season.

Ruben Fernandez exemplified this spirit in 2023 when he soared to victory in Argentina, marking a milestone moment in his career and cementing his status as a force to be reckoned with on the track.

The Team HRC Spanish rider recalls:

“It’s always nice to be back in Argentina as this GP is always a special one for me; I won my first GP in the MXGP class but even before that it was always one of my favourite venues. Fans in Argentina are something else, the track is amazing and the place around is so beautiful…”

The beautiful setup is something that has always amazed riders but if one thing that probably fascinates any rider is the incredible welcome that Argentinian people offer to everyone. And this is something that makes Fernandez feel like a second home:

“For us, Spanish, we kind of get extra support with all the fans and I’m really looking forward to being there this 2024 for the season opener. As I said before the public over there is something special, even more for me and the other Spanish riders because we have so much support every time we get there. It’s kind of strange, but what a nice feeling! It is like being home far away from home, so of course I get extra motivation from that and that makes me want to go even faster with all this support behind me.”

Following a strong 2023 season, Fernandez is optimistic in stepping up again his racing and reach even more podiums this season:

“My focus in 2024 is to improve and get more and more podiums. Of course, starting with a podium or even a win in Argentina, like last year, could be the best start of the season for me and my team”

The 8th Edition of the MXGP of PatagoniaArgentina will be one of communion with the fans for riders such Fernandez as well as Jorge Prado, who despite not winning that GP in 2023, managed to win 2 out of 3 races and get the first (and only) Red Plate of the season.

Speaking of Champions, defending MX2 World Champion Andrea Adamo faces fierce competition from a talented field of riders, including his teammate Liam Everts, as well as rising stars Simon Laengenfelder and Lucas Coenen. Keep an eye on Kay de Wolf, who, if consistent, could make him one of the most serious contenders throughout the season. Meanwhile, MX2 rookie Ferruccio Zanchi is poised to make his mark after a successful preseason, demonstrating his potential to compete at the highest level. This level of competition announces another exciting MX2 Championship

The YPF Infinia MXGP of Patagonia-Argentina holds a special place in the hearts of riders and fans alike, serving as the only FIM MX World Championship event in the American continent. While this prestigious event has been recognised five times for having the Best Track of the calendar, in 2023 the venue was also highlighted by its fans, recognising their key role in the continued success of the competition. With over 42,500 passionate fans in attendance during the racing weekend last season, anticipation is running high for this 2024 YPF Infinia MXGP of Patagonia-Argentina edition, promising an electrifying start to the season!

Don’t miss a thing of this incredible meeting and reunite with your heroes on the 9th and 10 March on MXGP-TV.com

TEAM OF THE MONTH

TRIUMPH � BLASTING FROM THE PAST, INTO THE FUTURE!

FOR MANY YEARS, A MOTOCROSS STARTING LINEUP HAS SEEN A ROW OF FRONT FENDERS WITH THE COLOURS RED, BLUE, GREEN, ORANGE, AND UNTIL RECENTLY, YELLOW. IN THE MX2 CATEGORY FOR 2024 THERE WILL BE TWO SLEEK, BLACK MACHINES IN THE MIX AS WELL, IN THE FORM OF MIKKEL HAARUP AND CAMDEN MCLELLAN, THE NEW RIDERS FOR MONSTER ENERGY TRIUMPH RACING.

Since we’ve been able to watch races on colour TV, the sport has largely been dominated by Japanese manufacturers, although the 21st century has seen the Austrian firm KTM collect the majority of the world titles in the modern four-stroke era. There have also been some Italian interlopers, but for the first time since the 1960s there is now a serious contender emerging from a British brand, as the Triumph “T” logo contains the Union Flag of Great Britain proudly on its side panels.

Only one Motorcycle brand has continually been making bikes for longer than Triumph (that would be Royal Enfield, fact fans), so this truly is a big name that is throwing its hat into the Motocross ring. With big names behind the development and a solid commitment to this new racing programme, it’s going to be fascinating to see how the team fares with its exciting new TF250-X machine in the red-hot cauldron of MX2 competition.

Historical

Whilst the current Triumph company began its operations in 1983 and is based in Hinckley in central England, around 30 minutes’ drive south from the Donington Park, venue that

hosted the 2008 Motocross of Nations, the original company that built the Triumph name was founded in the 19th Century by an immigrant from the German Empire by the name of Siegried Bettman. Operating in Coventry at the heart of the industrial British Midlands, Bettman’s company originally built bicycles and even distributed sewing machines imported from his homeland.

It was in 1886 that Bettman coined the Triumph name, and in 1902 the company completed production on its own motorcycle, eventually also built in Bettman’s home city of Nuremberg until the First World War.

Between the Wars, the company became Triumph Engineering and exported to the USA, growing its name considerably. When its factory was flattened, along with most of Coventry and its industry, in the Second World War, the famous site at Meriden was established just a short distance outside of the city.

From there, Triumph’s post-war engine designs and style proved to be massively popular, with over half of the USA’s 500cc+ market in their possession by the end of the 1960s. The Triumph Speed Twin, Tiger, Thunderbird, and Daytona became iconic in their own right.

They even tasted success in early World Championship Motocross, being involved in Nations’ successes with both British and Belgian teams in the early years of the competition. Their engines were known as

being reliable, and the great brothers Derek & Don Rickman used Triumph engines in their own company’s Metisse frame, with Don winning the 1966 British 500cc Grand Prix at Farleigh Castle – the only off-road GP success to date for the Triumph name. Many riders of the time combined their engines with other frames of the time, and even now it’s common to see “Tribsa” machines that are a combination of Triumph and BSA in vintage racing.

Since 1983, when British entrepreneur John Bloor acquired the rights to the Triumph name and manufacturing rights from the original company which had gone bankrupt, the brand has gone from strength to strength. With reimagined versions of its older road models being joined by concepts such as the massive

Rocket III, the Trophy Tourer, and the retro offroad styled Scrambler, the brand has become a global force and the largest UK-owned motorcycle company on the planet.

21st Century Triumph

With some road-racing success coming in the Supersport class, using road-based machines a little smaller in capacity than Superbikes, Triumph then made the massive step of replacing Honda as the sole engine supplier for the Moto2 category of World Championship Grand Prix racing, with their 765cc three-cylinder engine being universally well-received and with very minimal issues in their first five seasons. They are now signed up until 2029 in that arena.

In 2021, Triumph announced that they would enter the off-road market for the first time and took in some heavy hitters to help them develop the machines. American legend Ricky Carmichael, fellow Motocross of Nations winner Ivan Tedesco, and multiple MXGP winner Clement Desalle were drafted in, as well as four-time Enduro World Champion Ivan Cervantes to help with the woods-racing version, which will be coming soon.

So what tempted Triumph to move into Motocross at this time? Team Co-Ordinator Kresimir Prsa picks up the story: “Triumph has a rich history in off-road racing, which many people seem to forget. In the 1950s and the ‘60s they were the everyman’s choice

of motorcycle until the Japanese started competing with the two strokes.”

Kresimir adds that, “Triumph has a good engine to race in Moto2, and if the project is born with good bones, when you have good foundations, then the development becomes more about establishing reliability rather than hunting for performance, and we are seeing this with the Motocross engine on the TF 250X.”

Haarup is an experienced campaigner, entering his fifth season in MX2, with the Dane having been hindered by injury as well as team problems in recent times, and his results have not been a true measure of his speed. Seventh in the 2022 MX2 World Championship is his

best showing so far, with four overall podium finishes including a best of second behind Tom Vialle at Agueda in Portugal that season. McLellan, from South Africa, has been racing in Europe for over six years, with solid results in the EMX categories going back to his 85cc days, when he won the 2018 EMX85 final at Loket ahead of Kay de Wolf and Liam Everts. He joined the MX2 series midway through 2023 and scored a best of fourth in race two in Sweden on his way to fifth overall, a month after taking sixth overall at his old favourite of Loket.

Promising Debut

In its debut on-track appearance, near to the team’s Spanish base at the Talavera de la Reina circuit, Haarup led from start-tofinish to win Saturday’s qualifying race – an extremely good result for the first competitive outing! He grabbed another holeshot in the opening moto on Sunday, and battled with MX2 star Lucas Coenen throughout the race, ultimately finishing 2nd in both races behind the talented Belgian. McLellan struggled with the starts but still came through for third overall and a double podium on debut for the team.

Mikkel seems to be enjoying a new lease of life with the team: “It’s been so much fun. The whole Monster Energy Triumph Racing crew have been amazing and to come away with two holeshots, a qualifying win, and two second-place results feels great – I couldn’t have asked for much more. There’s still work to do, we know where we can improve, but it’s great to be racing.”

In mid-February, Haarup again impressed at the French Sommières International, racing hard against 2023 GP winners Liam Everts and Thibault Benistant to collect 3-2 finishes for 3rd overall. McLellan again battled with his starts, and after being sixth-fastest in Qualifying, he had to settle for 9th overall on the day.

So it’s safe to say that the team will be right in the mix once the GP season gets properly underway. We asked Kresimir about the work created by the first truly competitive test of the bike. “The team that goes to the races consists of around a dozen people, so it’s not a massive undertaking but yes, racing tends to bring out things that you’ve missed in testing. The track gets more destroyed with the extra races, the 450s, the 125cc class also raced at Talavera. Thankfully the bike is competitive, we didn’t have to carry out much more than fine adjustments on them. We

don’t want to sound overconfident or anything but we were very happy, the bikes held up fantastically, no issues at all, and we’re feeling really, really positive about the season ahead.”

Multi-National

While the company is fundamentally British in both history and manufacturing, as with all topclass efforts, it is truly a global operation. Many of Triumph’s road machines and engines are built in Thailand, but the frames for the TF 250X come directly from Hinckley in England, as do the Swingarms and the major cycle parts. The Motocross team, like many who compete in MXGP, are based in The Netherlands, and assemble the parts and the team transporters there. They also have a training base in Malaga - “for the weather” – and the riders with their mechanics stay there for the winter, and especially during the development stages of the racing machines.

“It’s a hectic schedule,” says Kresimir, “we’ve got a lot of parts coming in from the factory, being tested, sent back, but they’re a really great

bunch of guys on the team, and the people at the factory are so excited about it as well. We had about 300 workers from the factory stay up until midnight watching our first race in the USA, and I’m sure it’s going to be the same with the first MXGP as well. Mikkel’s early results have only fed the fire for that. We are at full gas getting ready for the season.”

Can it be possible to see a manufacturer win its second Motocross Grand Prix almost 60 years on from its first one?! The bike seems to be strong enough, and the firm certainly passionate enough to bring such a strange feat into reality. With one Italian manufacturer, Beta, also recently joining MXGP, and another one in the shape of Ducati on the horizon, it would be massively encouraging to any prospective manufacturers if Triumph were to get some impressive results in 2024. For certain it would make many British fans, who have been starved of success of late, very happy to see a genuine challenger break onto the scene. Just watch for those black bolts wearing #8 and #11 in the 2024 MX2 World Championships.

Photos: Triumph / Ray Archer

DARK HORSE, CONTENDER OR PRETENDER?

Peeling Back the Layers of Calvin Vlaanderen

Born in the vibrant beachfront city of Cape Town, South Africa, and now a longtime resident of The Netherlands, Calvin Vlaanderen’s story is one of determination, resilience, and the relentless pursuit of greatness. The tall, polite, and refreshingly down-to-earth South African, who immigrated to The Netherlands to pursue his dreams at the tender age of 15, has already established himself among the elite of MXGP. However, despite his obvious talent, evidenced by his collection of 12 podiums, which includes two GP wins, Calvin has been without a ‘factory’ ride for the past four years.

In a sport predominantly dominated by European powerhouses, Calvin stands as a rare face from the southern tip of Africa who has made it against the odds. What sets him apart from other non-Europeans who have ventured before him, aside from his incredible work ethic, undeniable confidence, and his natural ability to ride a dirt bike on any surface, is a stroke of fortune in the form of a Dutch passport. “I was born and raised in Cape Town, South Africa, and I moved to The Netherlands when I was 15 to pursue my career in motocross,” he shared. “My dad is a South African-born Dutchman, which makes me half-Dutch. I got a Dutch passport when I was around four years old.”

Calvin, the youngest of three siblings, was born a twin to his brother Damon, who is two minutes older than him, developed a passion for motorcycles thanks to his father. Reflecting on his childhood, Calvin recalls, “When we were small, my dad said to my brother and me, when we can ride a bicycle without training wheels, that he will buy us a PW50. The day we did, he bought us a PW50, and we went to the park to ride.”

From that day, Calvin was hooked, and as he grew to a lengthy 187cm tall, the thrill of race wins became a familiar sensation. Reflecting

on some of his most memorable moments, a subtle smile appeared on his face. “Winning a race in the Junior 125cc Motocross World Championship in 2013 was a highlight for me,” he remembers. “I finished second overall that weekend, and then after that, of course, my two Grand Prix wins in Indonesia and Sardinia were really special.”

The latter of the victories that Calvin referred to, in the dunes of Riola-Sardo, Sardinia in 2022, was perhaps the most exciting of his achievements. It was the moment in which the South African ace secured his first-ever MXGPclass win after powering his Gebben Van Venrooy Yamaha Supported MX Team-backed YZ450F to a thrilling double moto victory. However, while it stands out as one of the most iconic maiden Grand Prix wins in history, Calvin’s journey into the 450cc class, MXGP, was not without its challenges.

“When I moved up to the 450cc in 2020, my main goal was to get a factory ride as soon as possible,” he explained. “But I didn’t have a great rookie season, and I am quite realistic with where I am at and what I am able to achieve, and what options I have in terms of

teams. So, I knew at the end of 2020, that I was not worthy of a factory ride.”

Facing a tough first season and the realization that a factory ride was not immediately within reach, Calvin remained undeterred and kept his determination intact.

In 2021, Calvin elevated his game and achieved positive results, proving to himself that he was deserving of a factory ride. However, despite his efforts, the offer he had hoped for didn’t materialize. “It’s always in the back of your head that you want to prove you’re good enough to be a factory rider,” he added. “I felt like I proved I was good enough in 2021, so it was tough waiting for an offer that didn’t arrive. It was something I had to go through mentally, and it was something I just needed to accept.”

Accepting this disappointment presented a mental challenge, but instead of allowing it to deflate him, he saw it as motivation to push forward. He remained focused, worked tirelessly, and steadily climbed the ranks over the next four years.

“I just put my head down and kept working hard and moving forward. My full focus was on just getting better and better, and I feel like I have done that over the past four years. Each year, I have gone better and finished higher up the ladder. I knew that eventually,

I FELT LIKE I PROVED I WAS GOOD ENOUGH IN 2021, SO IT WAS TOUGH WAITING FOR AN OFFER THAT DIDN’T ARRIVE. IT WAS SOMETHING I HAD TO GO THROUGH MENTALLY, AND IT WAS SOMETHING I JUST NEEDED TO ACCEPT.”

Calvin Vlaanderen

my time would come, and I would get a factory ride, which is where I am now, and it’s where I believe I can be a World Champion.”

Factory rider aspirations are common in motocross; however, only a small percentage of riders take the honour of a factory seat, particularly in the premier class. Calvin’s never-give-up attitude underscores what is possible. “I think the turning point between 2020 and 2021 was down to a few things,” he revealed. “I think we improved the bike, but I also think mentally, you are a year older and a bit more mature. I also went into 2020 fresh

off an injury, and I was on a new team. They were new to MXGP, so they didn’t have a lot of experience, and I was also new to the 450cc, so I was inexperienced as well. But I stayed with that team, and we all worked hard, so going into 2021, I had a good winter and felt great on the bike, and I felt like I knew what to expect, whereas, in my rookie season, there was just a lot to learn.”

Through perseverance, learning from setbacks, and constant improvement, Calvin has earned his place on the Monster Energy Yamaha Factory MXGP team in 2024. “For me, the team behind the rider is really important”, he explained, “although the rider does all the work on the track, the team basically does all the work off the track. So, trust is important. It’s important to trust the people you’re working with, and so is the knowledge and experience they bring to the table. I feel like these points are the biggest difference when it comes to being a factory rider, and this is where we have made a big step for this year.”

While Calvin’s achievements are undoubtedly impressive, the number #10 remains humble and modest, choosing to deflect the traditional measures of success. “I’m not only proud of what I have achieved. I wouldn’t say my results are what I am most proud of when asked either. I am much prouder of who I am and how far I’ve come. Coming from South

Africa, I’ve grown up far away from home, and I’ve sacrificed a lot.” He recognizes and takes pride in his growth; both as a professional athlete and as a person off the track.

With the firm belief that the measure of success extends far beyond race results, Calvin is a great role model for the next generation of MXGP stars. “If I were to share one piece of advice with the younger generation, I would tell them to enjoy the journey and have fun. In the end, when you look back at your younger self, it’s not just about winning, but the path that leads there.”

Now, as a factory rider, Calvin believes he has the best opportunity to become a World Champion. He has reached a point where he can see his potential for greatness. He has embraced the journey, knowing that his time and opportunity have finally aligned, and he is determined to make the most of it.

Text: Nikki Malin

Photos: Yamaha Racing

IT WAS ONE OF THE MOST EXCITING EXPERIENCES I’VE DONE!

by Lorenzo Resta Journalist

HI EVERYONE, NICE TO MEET YOU ON THE PAGES OF THE MXGP MAG. SOME OF YOU MAY KNOW ME ALREADY, AS I’M WORKING INSIDE THE PADDOCK SINCE 2004. THE SEASON THAT IS YET TO START IS MY 21ST AND I CAN SAY THAT I’VE DONE ALMOST EVERYTHING IN THE PADDOCK … A PART FROM BEING A RIDER AND A MECHANIC, SO I KNOW PRETTY MUCH EVERY ONE OF OUR ENVIRONMENT.

Almost six months ago Infront came to me with a very exciting proposal, and I couldn’t say no. The project was to do a transmission to broadcast live during the Monster Energy FIM MXoN in order to take the fans behind the scenes and look closer to what happens out of the track between the races.

As you know the Monster Energy FIM Motocross of Nations is the biggest event of the year and we are always really excited to see our national teams fight for the final victory and have the chance to see all those riders coming from all over the world to battle for the glory. This year the event was held in a special track, the Motocross circuit of Ernée, an incredible venue that gives the public a view of almost all the action from the natural tribune that is in front of the track and to the riders, an incredible point of view while riding in front of 50.000 fans.

My role was to take my cameraman and his camera behind the scenes, inside the paddock and to discover together what normally people can’t see from home. We tried to plan a little

bit on Friday and Saturday where to go, but we also knew that even if there is a plan A, it’s always better to have a plan B and possibly a plan C, as with the paddock full of crowds you don’t really know if you can move as you want and need. We did some test on Friday and everything went quite well, so Saturday the pressure was a bit lower, but still…how many people will see us form home? A lot, believe me, also because the “Inside the Paddock” was completely free of charge, so we had an incredible audience. We had two “windows” each day in order to take our spectators around the paddock, one after the MXGP qualifying race and one after the MX2 qualifying race on Saturday, and then one after the first moto and one after the second one on Sunday.

There is a kind of a ritual behind the live, I had to get dressed with proper Infront clothes, being wired with a receiver and a transmitter and I had to wear earphones in order to be in contact with the control room and with Paul Malin, who, together with Kurt Nicoll and Rob Herring, won the MXoN back in 1994, interrupting the American’s streak of 11 consecutive victories. I do sometimes the pit reporter at the Internazionali d’Italia but having in my hands the microphone of the MXoN was something big, believe me! I started walking down the paddock and as soon I heard familiar Paul’s voice, all the pressure went away and it was just natural to

explore the crowded alleys of Ernée, followed by the cameraman.

We met plenty of people during our transmission, fans, managers, riders and insiders. Having the chance to tell what was happening between the motos was fantastic, something never seen in motocross before. We could enter the France team hospitality that usually is inaccessible, but Gautier Paulin, the team manager, took us inside in order to understand from close how a winning team work behind the scenes. We visited the Italian federation facility, while Alessandro Lupino and Tony Cairoli where having their lunch. We entered the Alpinestars hospitality that is restricted for American riders and special guests which is where we met the MotoGP legend Andrea Dovizioso, that since is retired from being a rider, uses all the chances to come to the MXGP races. We stopped by the impressive Oakley structure and we entered even the Kawasaki awning, where we talked

with the team manager, Antti Pyrhonen, as his rider Romain Febvre won race one on Sunday. But the highest moment was during the last live of the day, while we were talking with British journalist and insider, Lewis Philips, when Pauls Jonass and Jeremy Seewer stopped to say ‘hello’ while going for the final race of the 75th Monster Energy Motocross of the Nations.

I don’t know yet if I will have the chance again to be behind that microphone and that camera but believe me, during the journey that took me from inside a Honda kitchen, where I started my career in motocross, to the press room where I work today, this was one of the most exciting experiences I’ve done! Well, it’s almost time to pack my stuff, as the flight for Argentina is in just a few days and I can’t wait to see, once again, the gate drop for another incredible season of MXGP.

DAVID PHILIPpAERTS 2008 YAMAHA YZ450FM

IN THE EARLY 2000’S YAMAHA WAS PRETTY MUCH THE TEAM AND BIKE TO BEAT IN THE FIM MOTOCROSS WORLD CHAMPIONSHIP, WITH STEFAN EVERTS WINNING SIX WORLD TITLES IN A ROW FROM 2001-2006, AND ALL OF THEM WITH THE MICHELE RINALDI TEAM.

Magazine we take a closer look at DP19’s 2008 Yamaha YZ450FM which took him to the MX1 title.

They almost added another in 2007 with Josh Coppins, but even with a 107-point lead and fi ve rounds remaining, the New Zealander was unlucky to lose out after a crash in Czech Republic cost him and the team dearly. However, things were back on track the following year when Italy’s David Philippaerts delivered the team its seventh title in eight years in dramatic fashion, and in this issue of MXGP

For 2008, Josh Coppins gained a new teammate in the form of David Philippaerts as Yamaha looked to bolster its line-up of MX1 talent. After coming so close to lifting the title in 2007, Coppins started out as the clear favourite to get the job done in ’08 and would start the campaign as team leader, so to speak. As for Philippaerts, a former 3rd place fi nisher in the MX2 world championship (’06) and 6th in his rookie season in 2007 with KTM, the Italianowned Rinaldi team clearly saw the benefi ts of running an Italian in the premier class. Prior to

2008, there hadn’t really been any one-off note to consider, so it was going to be an important year for its newest team member.

But how and when did the deal come about?

‘I spoke with Michele Rinaldi already in 2006 but he needed an MX2 rider for 2007; but I wanted to move to MX1 because my body was too big for a 250cc,’ David recalled. ‘But then in the middle of 2007, I spoke again with Rinaldi and they said okay, we move in MX1 with you - because at the time I was 3rd in the championship 2 - and we need a second rider; Coppins is the first rider and I was 2nd. When I signed the contract, I signed without trying the bike because I just knew that I was going to one of the best teams at that time, which was Rinaldi.’

When David eventually tested the bike for the first time though, it was the standard YZ450F which was used as his starting/reference point, and his initial thoughts were not what he’d hoped for: ‘When I tested the bike, some problems came up (laughing) because my riding style is more nervous, and I use a lot the clutch. The first impression was that the Yamaha was very simple to ride – because at that moment the KTM 450cc had a big engine, it was a big

bike and the frame was completely different. When I moved to Yamaha in December, I felt like the bike was a 85cc and not a 450cc! And then the engine was completely different; we started with the standard bike, because in the beginning Michele said we needed to start with it, and then after, we tested the new engine, but the standard bike was completely different. In the beginning I said ‘We need to work a lot!’ but then I knew the team was so good, the bike also was so good, Coppins’ bike finished 3rd the year before, Stefan won for many years (01-06), so I knew they had the will to win, to be better and to stay focus on the bike and the engine.’

What was perhaps the most surprising though, was that the reference point for his first factory test was not the bike of Coppins from 2007, but that of Everts from 2006, and as we know, SE72 was ultra-smooth, rode the bike with low rpm, carried good corner speed and, and, and … the list goes on and on. But, in some ways, if the only smooth reference point was from a race model which was still in existence chassis/ motor-wise, then why not offer it up, right? Especially since Coppins was considered a more aggressive rider than Everts. It just goes to show, that no two riders are the same. And then there is David Philippaerts, who took aggressive to another level again:

‘I think the fi rst bike I tried was Stefan Everts’ bike from 2006, because Coppins’ was a little bit different, but then in January we needed to change for one completely new engine because of my style, we needed more aggressiveness, more power on the top. So, in January we started again the tests with the new engine.’

As for the rest of the bike, its shelf-life was nearing its end having been introduced as a new model in 2006, Everts’ fi nal season. With Coppins in 2007 there were some modifi cations to suit his style of riding, and when Philippaerts joined the team for 2008, it was obvious that that evolution had to continue.

WHEN I SIGNED THE CONTRACT, I SIGNED WITHOUT TRYING THE BIKE BECAUSE I JUST KNEW THAT I WAS GOING TO ONE OF THE BEST TEAMS AT THAT TIME, WHICH WAS RINALDI.

The factory engine was produced in Italy at the Rinaldi workshops, and whilst the base of the bike was production, there were many modified components with all parts coming from Japan. Engine-wise, the cylinder head was modified depending on the rider’s request, whilst internally the team used a different camshaft, crank and piston. As for the clutch, the team had reverted back to a hydraulic system. From the outside, the bike didn’t look too spectacular, but as always, the devil was in the detail.

To save weight, the 2008 YZ450FM was littered with titanium and carbon parts. The footpegs and brackets, along with nuts and bolts were titanium whilst the fuel tank, sub-frame, skid plate and chain guide were all carbon fibre. More weight was reduced with the use of a 4-speed gearbox instead of a 5-speed.

The exhaust system was provided by Arrow with the ECU being supplied by GET. The radiators were standard with the exception of the 2.0 bar radiator cap (standard was 1.9). As for suspension, the team opted for factory 48mm KYB forks with factory shock in the rear, although the triple clamps were made in-house as opposed to being any particular known brand. The swingarm was production. The front brake calliper was a Brembo radial item, the hubs were standard and the rims were Excel Takasago, which were wrapped in Pirelli rubber.

By the time the new season came around, DP19 was pretty much where he needed to be, and a top five overall at the season opener was a great

way to launch his Yamaha career. He followed up with 2nd in the first race in the Catalan mud of Bellpuig – which turned out to be the only race of the day, thus securing him his first podium of the season – and by round three in Portugal, he tied the overall victory after picking up 1-2 scores on the day. He also left Portugal as the red plate holder as the championship leader, and this turned out to be an important factor, as David points out:

‘In the past, and I think now it’s not any more like in 2008 or 2007, they had the first line (choice) rider, like Coppins and then they have the second rider, and when I took the lead of the championship, Michele organized a meeting and for sure we changed the schedule, because

it was possible for me to also win the title. Nowadays, the bike and the rider have the same opportunity to win, but in the past they had something less for the second rider, but when I was leading the championship the team was so good because they understood that I wanted to win; maybe because I am from Italy, maybe because the team was completely from Italy and for me was more easy to speak and learn … but yeah, after Portugal, Michele said okay, we continue like that, we don’t change anything and we try to win the title with two riders. From Portugal it changed; there was not any more a ‘second’ rider.’

Philippaerts then secured the overall victory in Bulgaria at the next round (round 4), and by the

time he’d left Great Britain two rounds later, held a respectable 28-point lead over Steve Ramon. However, any thoughts of a possible world title were put on hold next time out, in France, where DP19 crashed during Warm Up on Sunday. Battered and bruised he crashed again in Race One, finishing 13th, and failed to score in Race Two, and his lead was slashed to just 6 points.

Whilst he recovered for 4th overall in Germany (36) he still held the red plate as the series headed to Sweden, but by now he was just 4 points clear of his teammate Coppins, who was victorious in Germany with a double-race win. After collecting 3rd overall in Uddevalla (4-4) Philippaerts’ lead

was back out to 12 points after Coppins had a difficult weekend (13-5), but after Belgium (Round 11) it was Steve Ramon who took over the championship lead, in a strange GP which saw Jonathan Barragan win (2-1) from Ken De Dycker and Max Nagl. Ramon (4-5) placed 5th as Philippaerts (15-6) struggled for 10th.

Fortunately, the gap to Ramon was just 2 points and DP19 knew he needed to respond immediately, and that’s exactly what he did:

‘We went to Loket being 2nd in the championship and I wanted everybody to know that I wanted to win, not to lose the title at the last two or three races, and so in Loket I tried everything. Also, the team, because after Lommel where I lost the lead, the team arrived on Friday with a complete new engine, stronger and everything; and I love Loket, and we had a good race. I crashed in the start in the first moto, and came from last to 3rd, and then I won the second moto. I think it was the best race for me in 2008.’

In fact, the weekend was so good that David celebrated as if he had just won the title. Although there were still three rounds remaining, it was a timely shot fired to the rest of the paddock that he was not going down without a fight. You’d rather be seven points ahead as opposed to seven behind, right?

Despite the gap being reduced to five points next time out in Ireland, DP19 left the penultimate GP in Lierop with a 14-point buffer, and with the final round just 7 days later in Italy, the fight for the title was down to three riders, as De Dycker sat in 3rd, twenty-five points behind Philippaerts. After taking 3rd in Race One, David was just one agonising point from being crowned world champion, but of course that meant he still had to finish the final race of the season, in at least 19th place, to avoid a tie break situation. At the end of Race Two, he crossed the line in 9th, to win the title by 14 points, and it’s a race he will never forget for many different reasons:

‘I remember that race. It was the longest race of my life, and I remember riders like Alex Salvini passed me in the downhill and I said, ‘come on! Why is he passing me?’ Because I was going really slow! But before the race the team, everybody, told me after the first race ‘you need to finish, you need to finish, only finish, only finish! We only need to finish with one point’, so I think most of the pressure came from the people before the start of race two … I was more scared to crash, to break the bike, to not finish.’

When David Philippaerts crossed the line in race two, he became the sixth Italian to win a motocross world championship; it was also the 23rd world title for Yamaha.

HALL OF FAME

It was in April 1983 in Austria, at the opening round of the championship in Sittendorf, that he did his first appearance at a Grand Prix. Claudio was only nineteen years old, but instead of racing the 125cc series, he chose the main class, the 500cc World Championship! Even if he got a holeshot and led several laps at his first GP, he didn’t score points and had to wait the Italian rounds (GP of Italy at Lovolo and GP of San Marino at Borgo Maggiore) to put his name on the FIM standings. He raced selected GP’s and got his first race podium at the final round of the 1984 World championship with a third position in the second moto behind Dave Thorpe and Georges Jobe, two former champions.

Three years later in 1987 Claudio did his best season, racing with a true prototype (Kawasaki engine in a Honda frame) as a result of his passion for mechanics and on 14th June he had his glory hour at his national GP. Home of the 500cc GP of Italy, Ponte a Egola met the seventh round of the season and Claudio was with Romano Nannini, Franco Rossi and Maurizio Dolce, member of the Italian squad. When he got the holeshot in the first moto 20.000 noisy tifosis were all behind him and Romano, who had started the race in third position. Fighting all race long with Romano, Jacky Martens and later Georges Jobe, Claudio never gave up to become the first Italian rider to win a moto in the main class! Fourth of the GP he got another strong result in Namur (second in the first moto behind Jobe) and finished the season tenth of the series and second-best privateer behind Jo Martens.

the 500 World Championship, which was the main class in the 80’s, Claudio De Carli entered the top ten of the series in 1987 and was one of the best privateers of the class. He stopped his career at the end of the eighties and then thirty years ago started an impressive career as team manager. he felt ready to finally enter the World

After one more season Claudio retired from racing at the end of 1988 and came back a few years later in the sport, supporting with his team in 1994 two young Italian riders, Emiliano Caprioli and Claudio Federici. Federici raced a few GP’s in 94 and scored some points and in 1995 the team De Carli made atomizing debut in the 125cc World Championship at Castiglione del Lago. For this opening round of the series Alessio Chiodi, Alessandro Puzar, Dave Strijbos and Sébastien Tortelli were the favourites, but it’s Claudio Federici who won the first heat and the Grand Prix! A long and

Text & Photos : PAscal Haudiquert

23RD IN THE 500 WORLD CHAMPIONSHIP (YAMAHA)

1984: 24TH IN THE 500 WORLD CHAMPIONSHIP (YAMAHA)

1985: 14TH IN THE 500 WORLD CHAMPIONSHIP (HONDA)

1986: 37TH IN THE 500 WORLD CHAMPIONSHIP (HONDA)

1987: 10TH IN THE 500 WORLD CHAMPIONSHIP (HONDA). WIN ONE HEAT

1988: 20TH IN THE 500 WORLD CHAMPIONSHIP (KAWASAKI)

-9 WITH ANTONIO CAIROLI (2005 AND 2007 IN THE MX2 CLASS, 2009, 2010,

-3 WITH JORGE PRADO (2018 AND 2019 IN THE MX2 CLASS, 2013 IN THE MXGP

ONE HUNDRED AND FORTY-SEVEN GP WINS

-6 WITH CLAUDIO FEDERICI

-1 WITH MAX NAGL

FOUR TIMES MEMBER OF THE WINNING TEAM AT THE MX OF NATIONS

-TEAM ITALY IN 1999, RIDER CLAUDIO FEDERICI

-TEAM ITALY IN 2002, RIDER ALESSIO CHIODI

-TEAM GERMANY IN 2012, RIDER MAX NAGL

-TEAM ITALY IN 2021, RIDERS ANTONIO CAIROLI AND MATTIA GUADAGNINI

JORGE PRADO GARCIA

2023 MXGP WORLD CHAMPION

ANDREA ADAMO

2023 MX2 WORLD CHAMPION

“WE SELL WHAT WE RACE, WE RACE WHAT WE SELL”

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1 Red Bull GASGAS Factory Racing team is gearing up for what promises to be an awesome season ahead. With three top-tier riders locked and loaded. Jorge Pardo #1, Simon Längenfelder #516 and MarcAntoine Rossi #28.

2 Antti Pyrhönen, Kawasaki Racing Team Manager is more confident and ambitious than ever with for the first time two MXGP title contenders on his KX factory bikes.

3 Defending manufacturer champion Yamaha breaks the screen with the unveiling of their six factory riders squad in photos and videos

4 Honda HRC are back with an MX2 program! And the fortunate selected rider is Ferruccio Zanchi. The promising young Italian talent finished fourth in EMX250 series in 2023.

5 Team HRC will run in 2024 a brand new factory Honda CRF450R machine which is going to be followed by the 2025 production model.

6 Andrea Adamo is now about to defend his first World Title in MX2 class after a dream 2023 season.

7 Marc-Antoine Rossi is now factory rider and realized his dream by becoming a member of the 13 time World Champion team De Carli Racing.

8 Happy Birthday to Glenn Coldenhoff who turned 33 this 13 of February while he’s gearing up with his new factory Fantic bike for 2024.

9 With the WMX World Championship title as her goal, the new Yamaha Racing athlete Lotte Van Drunen has spent four weeks in Italy to prepare 2024. Former World Champion “Chicco”Chiodi was even seen teaching her some tips.