14.02 MXP Magazine

COLTON FACCIOTTI THE NEW RED RIDER

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INSIDE THIS ISSUE

STEN NI NG

REDEMPTION RACING HAVING FAITH

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RED RUNS THROUGH US

The Honda CRF450R represents the voiced desires of today’s extreme racers: manageable power, throttle response and the confidence to push limits. To discover where passion meets perfection, visit honda.ca

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COLTON FACCIOTTI 3-time Canadian Motocross Champion / Team Honda Canada GDR Racing

Honda Powersports Canada

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@HondaPowerCA

Factory race model shown. Professional rider on closed course with safety precautions taken. Do not attempt. Always wear a helmet, eye protection and protective clothing, and please respect the environment when riding. Obey the law and read your owner’s manual thoroughly. Honda recommends taking a motorcycle rider training course.

honda.ca

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The Colton Facciotti Story

COLTON FACCIOTTI

52 NEW ADVENTURES

THE NEW RED RIDER

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INSIDE THIS ISSUE

Danny Brault Goes One on One with Jeremy Medaglia

ST ENNING

REDEMPTION RACING HAVING FAITH

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F E AT U R E S

46 THE NEW RED RIDER

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Mike McGill Looks Back at the ‘90s

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68 GREATEST MOTO OF ALL TIME Brian Koster Recalls a Battle of the Titans

76 BUILDING A RACE BIKE

See What Goes Into Building a Factory Bike

84 CHANGES IN THE SPORT

Brent Worrall Takes Us Through Changes in the Sport

90 TORONTO SUPERCROSS REPORT Welcome to the James Stewart Show

100 MARIN BICYCLES

The History Behind The Bikes

104 REDEMPTION RACING

It All Starts With a Little Faith

110 WOMEN IN RACING

Leticia Cline Looks at Women in the Industry

124 AMATEUR PROFILE Devyn Smith

COLUMNS

32 FAMOUS LAST WORDS WITH CHRIS POMEROY The Hands of Time

34 GUEST COLUMNIST WITH BOBBY KINIRY

Life Lessons Through Motocross

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UP-SHIFT WITH BRIAN KOSTER TRANSPARENCY WITH DANNY BRAULT EVOLVED NUTRITION WITH DREW ROBERTSON

Embrace the Suck

126 HIGH OCTANE WITH CRAIG STEVENSON Fueling Up

130 ON THE CUTTING ROOM FLOOR WITH MARC TRAVERS NHL Play-Offs…Oh Baby!

SPECIALS

20 EXPOSED 30 CAUGHT ON CAMERA 40 BEHIND THE GATE

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PHOTO BY JAMES LISSIMORE

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ROSS JOHNSON Photo by: Clayton Racicot Photography

After a rough and tumble Kawasaki Canadian Areancross Series, Cycle North Honda rider Ross Johnson took home his fi st championship

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EXPOSED C O LT T L D All Canadian fans are hoping that Colton Facciotti is still pulling wheelies when the 2014 Rockstar Energy Drink MX Nationals conclude in Walton.

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F I M I TA LY When you race GPs in Italy you’d better not be afraid of heights.

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POLITELLI Photo by: James Lissimore

After being off the bi e for three months due to an injury, Austin Politelli is healed up and ready to defend his 2013 MX2 Championship.

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MXP has the exclusive rights to the CMRC’s mailing list of racing license holders. Every CMRC license holder from coast to coast receives and reads each issue of MXP. In addition to this exclusive list of readers, we are partnered with several motocross and off-road enthusiast organizations across the country including the FMSQ.

Photo: James Lissimore

SPROCKETS. CHAINS. CHAIN LUBE.

MXPMAG.COM

VOLUME 14 ISSUE 2

BRETT METCALFE I #123

QUALITY. DURABILITY. PRICE. SINCE 1946.

MXP MAGAZINE FOR SUBSCRIPTION INQUIRIES CALL: SUBSCRIPTIONS: 416-635-MXP1 PUBLISHER: Charles Stancer/Mark Stallybrass V.P. OF SALES AND MARKETING: Charles Stancer EDITOR: Chris Pomeroy MARKETING MANAGER: Cory Mountain SALES MANAGER: Al Jaggard SENIOR WRITERS: Brian Koster, Marc Travers, Danny Brault

STAFF PHOTOGRAPHER: James Lissimore CONTRIBUTING WRITERS: Mike McGill, Brent Worrall, James Lissimore, Craig Stevenson, Drew Robertson, Marc Travers, Brian Koster, Colton Facciotti, Virgil Knapp CONTRIBUTING PHOTOGRAPHERS: Virgil Knapp, Kyle Sheppard, Randy Wiebe, David Pinkman, Clayton Racicot, James Lissimore, Marc Landry, Steve Dutcheshen, John Basher, Marc Travers, Frank Hoppen, Bill Petro, Matt Wellumson, Jean Guy Rollin COVER PHOTO: Dan Stenning

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I RIDE

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Left: Oakley doesn’t mess around at the final round of Supercross in Vegas.

Right: The GOAT of the Great White North gets the royal treatment in Toronto.

Left: For the second time in the last three years, the #22 was parked in Toronto.

Right: There are privateers then there are privateers.

Left: Due to an unfortunate injury in the off-season, Canadian fans won’t get to see Gavin Gracyk on the starting line in Nanaimo.

Right: Will this be the 2014 US Outdoor MX Champion?

30 MOTOCROSS PERFORMANCE · MXPMAG.COM

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Above: After his bad crash in San Diego, Chad Reed was forced to exchange his helmet for a headset.

Above: Even after casing one of the big triples on press day, Davey Fraser was all smiles at the Toronto Supercross.

Above Right: Cole Thompson did Canada proud all winter and almost made it through the Supercross season healthy.

Left: The Rollerball is one of the few people who can make Matthes speechless.

WE WANT YOUR PHOTOS!

Below: Is this Adam Cianciarulo or the kid from Sixteen Candles?

Bottom Right: Doug Henry’s original factory YZF400 was eye candy in Las Vegas.

P HO T O S BY M A RC L A NDRY A ND M X P S TA F F

CAUGHT ON CAMERA

Send your pictures via Facebook or hashtag you photos on Twitter or Instagram with #MXPCaughtonCamera and you could see your photos in an upcoming issue!

Bottom Left: James Stewart capped off his jaw dropping ride in Toronto with a big hug from dad.

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FA MOUS LAST WORDS

H ANDS OF TI M E

hese days we’re definitely living in very interesting times. With social media it seems impossible to do anything and not have it documented in some way. For us in the motocross industry, social media is a God send most of the time; it means real time race results and access to our favourite riders. However, like anything, there is always a dark side and it’s never a good thing when someone makes derogatory remarks while hiding behind their keyboard. Even though I, like everyone else, embrace the new technology that we’re offered, I think it’s a great practice to look back at the path we’ve travelled so we can try and not repeat mistakes that we once made.

In this year’s second issue of MXP, I think we have once again done a great job of embracing both the past and present. Whether it is Danny Brault’s ‘Building a Race’ story or his Jeremy Medaglia article, both capture what we’re all dealing with these days in this fine sport. Also in this issue, our esteemed historian, Mike McGill, puts on his spandex shorts and looks back at what racing was like in the 1990s. I really enjoyed reading this story as I obviously have a soft spot for that era. Since I turned Pro in the fall of 1989 and retired from full time racing at the end of 2001, the 1990s was my decade of decadence.

As Mike reflects in his story, the ‘90s was a difficult period in Canadian motocross as it was a time of transition. Multi-time Champion and Canadian folk hero Ross Pederson was on his way out, as was Canada’s long time sanctioning body, the CMA. We

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“For us in the motocross industry social media is a god send most of the time, it means real time race results and access to our favourite riders”

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WITH CHRIS POMEROY PHOTO BY JAMES LISSIMORE

then welcomed in a bunch of new riders that tried to take the Rollerball’s place and a new governing body of Canadian Motocross, the CMRC. To add to the uncertainty of the start to the 1990s, we experienced two recessions. One was the economy as everything started to slow down and money got tight, and the second was a mental one as the ‘80s were just so much damn fun. I think most people just needed a break to cut their hair and regroup.

With the economy in the toilet and CMRC taking a few years to gain traction, things started to improve by the middle part of the decade. That momentum helped carry us straight into the new century.

Although there’s been a few hiccups, for all intent and purposes we’re still going strong. However, if you’re one of the riders who raced in the ‘90s, you’ll remember that regardless of how your results were, racing in those days made you stronger as it was certainly every man for himself.

I hope you enjoy this issue of MXP as we had fun putting it together. I feel like Colton Facciotti was a perfect choice for the cover as he may be Canada’s best hope for a MX1 title this summer. With his new team and Honda’s returning effort into Pro racing, it’s sure to be an exciting year for Colton and his team owner, Derek Schuster. This issue is filled with great photography from our staff hotographer, James Lissimore, as he has captured some of the best moments from racing this past winter. So please sit back and enjoy every page of this magazine and let it get you ready for the exciting summer of racing that’s ahead of us.

MOTOCROSS PERFORMANCE

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G U E ST

LIF E’ S LE SS ONS THROUG H M OTOC ROSS ’ve been asked many times over my long racing career if I would want my child/children to race motocross. My answer is a definite yes. In my opinion, yes, you can get your kids involved in school sports for little cost, but kids do not get the same family bonding and life experience that you get with motocross. When I look back at what racing has done for me throughout my life, I am now able to appreciate the time with my family, life lessons it has taught me, the right path it has kept me on, and the goals I have been able to achieve.

School sports are great in a different way. They teach what it means to be part of a team and how it affects everyone else when you do not do your part. But there is also a great benefit to individual sports.

It teaches you how to rely solely on yourself with no excuses. It teaches you to be accountable for your own actions with no one else to blame. It instills a self-motivating life skill that sticks with kids throughout their life and careers later in life, which is difficult to teach.

In today’s world, it is difficult to motivate kids to put down the remote or sign off ifi o get outside and do something productive. With motocross, a parent can teach kids the meaning of responsibilities. For example, simple bike work tasks or getting their gear together for a day of riding or racing can be just the motivation kids need to put their energy into something they’re excited about.

I know a big concern with this sport is the risk of injury. It may seem like it could be a dangerous sport or hobby, but kids can get hurt just as easily in any other sport. It’s common for kids to get scared off f they are injured during a sport to the point where they no longer want to participate, but it seems rare that this happens in motocross. When kids and adults alike get into moto, they almost develop a passion for the sport that makes the first question they ask “when can I get back on the bike?” This passion is also translated into your life and shows that you have the strength to get back up from anything that life throws at you.

Racing also gives you a goal to work towards each and every week, no matter your skill level. If you’re just starting out, maybe your goal is to make it around a real track and learn how to jump the jumps. Or for me, my goal every week is to race to my best abilities and to be the most prepared I can.

No matter what you are working towards, the goals never stop. Every single week I set personal goals

WITH BOBBY KINIRY PHOTO BY JAMES LISSIMORE AND ROCKSTAR

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“Racing also gives you a goal to work towards each and every week, no matter your skill level.”

34

that I work towards to better myself and perform at a better level each week and weekend.

Another great aspect with racing is the ability to stay close with your family. Family activities are not something that can be easily found these days.

Camping is an option every week, and even without that, there are still countless days and hours that you can all spend and enjoy together. Looking back now I realize the great times I had with my family growing up at the track, all the friends I made and still have, and the crowd that racing kept me away from. And now, I enjoy going to the races with my wife, Brittany, and my daughter, Everly, and look forward to even more family memories to be made at the track.

If you are on the fence about getting your kids involved in motocross, I hope this has brought a positive influence to your attention. I know what a positive influence the sport has been in my life. I can still remember my excitement the very first time I saw and rode my first PW50, and I still have that same excitement now, 24 years later. I think that says a lot for how much this sport has done for me and I love when other people get to benefit from it too.

MOTOCROSS PERFORMANCE

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2014-05-09 2:50 PM

U P S HIFT

WH Y D O THE Y HATE US ?

t’s mid-April in Southwestern Ontario as I write this column and I woke up this morning to three inches of the dreaded white snow. Yesterday I was wearing a t-shirt?

Could someone please tell me what is wrong with this picture? Like seriously already, I think we bloody well have had enough. Anyway, life goes on. I suppose we have to make the best of what we have and what we have to deal with. At least the snow covered trees look pretty. The Toronto Supercross was highly entertaining, and with Seattle in the books, there are only two rounds remaining. Barring disaster, it looks like Villopoto is on his way to a fourth consecutive title. Very impressive considering the talent pool he has been up against this year, and the last few seasons for that matter. Cole Thompson has been a beam of shining light for Canadian fans on the Rockstar KTM 250F in the East rounds.

Between him and Dean Wilson, who spent his formative motocross years in Calgary, the series has a little Canadian content. At the gas station the other day I picked up the March issue of Motocross Action magazine. Thumbing through it, my eye caught the story: “Why Do They Hate Us?”, referring to the Europeans’ state of mind at the Motocross of Nations towards the American team.

And of course, the countdown is on for the start of our outdoor Nationals, which is poised to kick off soon The track at the Toronto Supercross was one of the many features of the show that night. The crowd was large and totally into it. When the house announcer got the crowd doing the wave, it went on forever and changed direction multiple times. There was great energy in the building and the on-track action didn’t disappoint. What did disappoint was Villopoto becoming ill then hearing he spent about six hours at a medical facility to get looked after. Not good press for Ontario’s comparatively over-priced health care system…and that’s statistically speaking of course. At any rate, RV2 decided to ride and soldiered through. He was out for points and you could see he wasn’t his usual self on the track. Stewart was the star that night and the crowd showed their appreciation for his hard charge to victory.

It’s nice to see him ride a little cleaner these days, making numerous passes without someone ending up on the ground. There is no doubt he is one of the most thrilling riders out there, and it is nice to see him ride smarter as he gets older. Even though he doesn’t look to win the title, I think it has been a solid season for him to build on and he’s gaining new fans every weekend.

Seattle was also a great event to watch on TV; gnarly track and some great action in the preliminary races leading into the Mains. The SkyCam that has been utilized at several rounds was there in full force, which added a great perspective to us armchair racers. Jeremy McGrath was back in the booth and has been getting better and better each time out. I had mentioned in this article a few years ago, after The Monster Cup, how charismatic I thought he was on camera and how great he would be for Supercross. It’s nice to see him stepping up and adding to the chemistry in the booth. Speaking of stepping it up, Emig has been on point all season and doing an excellent job no matter if it’s MC, RC or K Dub beside Ralph. The commentating at Seattle added a Pro feel to the whole broadcast, which Fox Sports 1 has blown outta the park.

Ya gotta love the super slow-mo footage they have been

I

“This season is shaping up to be a barn burner with all the talent showing up.

You can bet there will some great battles at the front of the pack.”

WITH BRIAN KOSTER PHOTO BY JAMES LISSIMORE using, the re-cap clips and the energizing music they put together to entertain between races. There is no doubt the live broadcasts were at an all-time high this year.

Miss Supercross, Diana Dahlgren, who spent a couple of seasons working for Monster at the Canadian Nationals, is a super nice person and it’s great to see it show on air.

New girl Jenny Taft, being new to Supercross and thrown into a live broadcast, did remarkably well. I would say she is a shoe-in for the job next year if she wants it.

Speaking of next year, what about the final race in Vegas? With Speed Channel already being dropped from most cable companies in Canada and May 1st for Satellite subscribers, most Canadians will not see the live television broadcast of the final round. Who kn ws who will be able to air the live shows next season with all the CRTC anti-competition clauses and such silly things. Some remain optimistic it will get picked up but others say it won’t air here…period! If that’s the case, it will be internet-only and perhaps adapting to a US satellite dish subscription. Both options would be a drag!

A series that will defini ely air in Canada is the re-branded Rockstar Energy Drink Motocross Nationals. The show may undergo a bit of a format change but any changes made will be for the better. We are closing in on a month to the fi st gate drop in Nanaimo and you can bet there are many people scrambling to be ready for that date, myself included. This season is shaping up to be a barn burner with all the talent showing up.

You can bet there will some great battles at the front of the pack. With Mike Alessi confirmed o race MX1, his competitors should be practising starts! You can also bet Alessi will be collecting a bunch of that Royal Distributing Holeshot cash throughout the ten race series.

Even though guys like Metcalfe, Kiniry, Maier, Medaglia and Facciotti will have the advantage of knowing the tracks, Alessi will for sure be sticking a wheel or two into their plans. No stranger to controversy, Alessi will bring his brash style of speed and forceful antics on to Canadian soil. Speaking of Alessi, if Suzuki Canada does not do something to ensure that he and his teammate are on yellow bikes, I may just have to commit hari kari.

I mean seriously, shoot the team some cash or whatever it takes because to me, white Suzukis just ain’t cool!

So I had some time to kill the other day after fillin the draggin’ wagon up with fuel, so I checked out a copy of MXA, which I hadn’t done in quite some time. When I was a kid it was like our bible, perhaps because it was the only real motocross orientated magazine around but none the less, we loved it. As they say, times change, and with the evolution of the sport, other publications and mankind, I never seem to get a chance to open one up anymore. Anyway, it was the tag line “Why do They Hate Us?” that caught my eye so I browsed through it, put it down and went on my merry way. But it really got me thinking about that question. I went online at MXA to try to fully read that story, but for some strange reason that issue is unavailable?! The author wonders why the Euro fans at the des Nations cheer against the American team these days. While I’m not going to get into the plethora of theories I might have on the subject, I think it’s seriously safe to say, if you even have to ask that question you have found the answer.

Till next time, keep the rubber side down.

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T R A NSPA REN CY

WIL L YOU S PONS OR M E ? s a marketing representative, this is probably the most asked question from athletes—not only motocross, but in every sport—and in the sake of transparency, it’s the most annoying one.

That statement may make me appear as a cranky, cynical, old marketeer, but the reality is, I’m usually guilty of giving into requests and saying ‘Yes’ when I should be saying ‘No,’ because the value isn’t there and I’m already over budget. I say ‘annoying’ because more often than not, the sponsorship proposal comes with little to no meat for the company or brand to feed on. “Sure we can sponsor you but what can you do in return?”

I first became a “Spin Doctor” in April 2009 when I was hired by Yamaha Motor Canada as a Public Relations Coordinator. For the most part, I didn’t control sponsorship requests; my boss Bryan Hudgin had the pleasure of handling that side of the business.

But from the next cubicle over, I regularly heard him speaking to racers, organizations and teams desiring support from Yamaha. It seemed to eat up a good portion of his day, and only a fraction of the requests were worthy of acceptance.

This is when I began to see things from the other side of the fence. Looking from the outside, a company like Yamaha should have no shortage of sponsorship opportunities available, but the truth is, motorcycle sales are down or stagnant, and that’s what controls the amount of freebies or discounts. It’s something to remember, especially when people decide to spend their money in the US instead of Canada and then come back to the Canadian subsidiary for support. You scratch my back, I scratch yours kind of thing.

This isn’t to make you all feel doom and gloom about the state of motocross or the economy, but rather to remind us that the landscape has changed.

No longer does winning on Sunday mean selling on Monday. Take a look at Suzuki: How many races did Ricky Carmichael win for them, but did it make any impact on sales? Not at all. In fact, they are down, big time, and we can see this visibly by the lack of participation from Suzuki in all arenas, not just motocross.

If you want to earn sponsorship, you’ve got to bring more to the table than race wins or a logo on your bike and trailer. It’s amazing, however, that the majority is still led to believe otherwise. Everyday my inbox at WASPcam, and prior to that KTM Canada, fills up with requests from athletes or organizations that can “really take your brand/ product to the next level.”

“Great, you’ve got my attention. Now how do you plan to do this?” is my response. Sadly, the interested party usually comes back with less than appetizing offers: “We’ll put your logo on all of our stuff;” “When people see that I’m using your product, they’ll want to buy it;” “Quit being so cheap and just give me something for free.”

Okay, that last comment hasn’t been said in quite those words but that’s the short of it. How should one approach a company for sponsorship? What can set you apart from the other 1,000 requests for support?

Here is a list of things to consider that will improve

A

“Before sending an email or making a phone call, research everything there is to know about the company. What products do they sell? Who are they marketing to? Where are they most active— events, online, print magazines, specific sports?

Once you’re educated then build your proposal.”

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WITH DANNY BR AULT your chances of receiving some level of support: Know the company or brand If you really want to look silly then try approaching someone for sponsorship and not know a thing about what they do or sell. Before sending an email or making a phone call, research everything there is to know about the company. What products do they sell? Who are they marketing to? Where are they most active— events, online, print magazines, specific sports? Once you’re educated then build your proposal. Don’t be generic, speak directly and specifically to the company.

(Adding to that, don’t trash other brands or companies that are competing with them because then they’re led to believe you will do the same to them.)

What can YOU do for them?

I’m no different than the rest of you; I get up in the morning and all day long I think mostly about what serves me best when I should be thinking of others.

The same goes when applying for sponsorship. Don’t focus on what you want from the company, instead, relay how you can provide benefits for their business. The bottom line is sales. When sponsored, you become an employee of sorts for that brand. How can you encourage more sales and deliver tangible results? Ultimately, that’s where the funds come from to be able to support athletes. No sales, no play.

Be social Results on the track are great; winners often receive more press than the guy who finished 15th but there are other ‘results’ to consider. Whether it’s being active and engaging on social media, spending time and interacting with people at the track or attending a local consumer/ trade show, put yourself out there and don’t be shy. If you’re not one for social media and spending time on the computer then hire a friend, fan or family member to be your digital voice. Races don’t take place every day, but conversations online do.

Stay in touch Once you’ve been accepted for sponsorship, receive your free stuff r discounts, don’t take off unning for the hills and never look back. Check in regularly with your sponsors, whether by email, text, phone or a quick Facebook message. Let them know what’s on your schedule, how the product is holding up and list your race results. You don’t need to write an essay, but simply touch base every so often and maintain that relationship. Many companies sponsor a lot of riders, so it’s impossible for them to manage and keep up to date with every one of them. Don’t cause them to go looking for you, go to them.

That’s really only the tip of the knobby to attracting and maintaining sponsors. Remember, companies and brands want to sponsor athletes, they want to be involved at the pro and grassroots level. At the end of the day, however, they are running a business and need to prove that their relationship with an athlete or team will lead to a return on investment.

MOTOCROSS PERFORMANCE

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MOTONATION CANADA SOARS

MICA SPORT AND CONTOUR JOIN FORCES

Point-of-View (POV) camera pioneer CONTOUR, has announced Mica Sport Canada as the exclusive Canadian Distributor. Utilizing a combination of specialty domestic retailers and internationally recognized foreign agencies, CONTOUR has formulated an all-encompassing approach for offering its line of low profile, HD cameras worldwide.

“We are excited to work with our international partners to help expand the reach of CONTOUR,” said Scott Ketchum, VP of Sales at CONTOUR. “With an understanding that foreign markets differ from the domestic market, we have chosen to partner with a team of accomplished distributors that will provide CONTOUR a greater platform to grow internationally.”

Because of their highly respected expertise in the outdoor and tech industries, CONTOUR has chosen the following international partners to distribute its award winning line of cameras and accessories.

Speaking directly for the Canadian market, Mica Sport Canada has already secured a limited qty of inventory including Roam2 and Contour2+ models with a wide array of mounts and accessories. This inventory is currently enroute to Canada and will be available in the next 30days. Additionally, a full sales force is being assembled. We ask for your patience, as we prepare to re-launch the CONTOUR brand in this market.

Questions, concerns, comments and sales representative inquires can be directed to mica@micasport.com

NATIONAL SERIES SOUVENIR TRAILER

Make sure you stop by the new National Series Souvenir Trailer at a round near you.

Motonation Canada was formed to help Canadians get better access to the finest riding products European designers and craftsmen can develop for demanding riders who know and appreciate the value of a quality product properly designed to do the job it was intended for.

Motonation Canada is very proud to exclusively represent only top quality engineered brands. Sidi, the finest boots in the world are complimented by Forcefield Body Armour , Giant Loop, Mefo Tires, Mefo Mousse, Powerlet, RapidFIRe, AGV Sport apparel line, Vemar helmets.

Sidi offers a full line up of dirt, street, touring and ladies boots including the very popular Crossfire 2 SR which offers fully replaceable parts and has an anti-skid rubber SR sole better than any other sole on the market. Sidi also offers a selection of Gore-Tex boots which are designed to provide comfort and protection for all types of conditions and will keep your feet dry even when you encounter snow or rain.

Forcefield Body Armour is the world’s highest performing and comfortable body armour and is fully CE approved. Forcefield has a complete line up of products including back protectors, the Extreme Harness, knee

and elbow protectors, upgrade armour, base layers and a ladies sizing on select products.

Giant Loop high permformance motorcycle soft luggage and packing systems are more than 30 pounds lighter than typical hard luggage. No racks, mounts, brace or other heavy metal parts are required. Giant Loop provides better weight distribution and position for the rider and is much safer and is offered in a variety of colours.

Mefo tires are high quality tires made in Germany . They are designed for best performance and are DOT approved. The Stone Master is the knobbiest street-legal rear tire available just about anywhere. The Mefo Explorer is the long distance professional dual sport tire. They offer special sizes and tread patterns for special demands.

Since the launch of Motonation Canada in February of this year, our dealers and customers are excited that these top quality products are now easily available to purchase in Canada and are able to enjoy their riding experience knowing that they are well protected and comfortable. For any further information on any of our products or to find a local dealer in your area, you can contact Motonation Canada at syl@motonationcanada.com or by calling (403) 758-6600.

YAMAHA’S ‘WIN A FACTORY RIDE’ IS BACK! Yamaha Motor Canada is pleased to announce the return of the popular ‘Win a Factory Ride’ award. One award will be given at each of the three biggest amateur motocross events in Canada. Last year’s big winners were Kyle Biro (WCAN), Raphael Lemieux &Tommy Dallaire (ECAN), and Dylan Wright (TransCan). Each won a ‘Factory Ride’ in addition to a $2500 parts credit!

Matt Fletcher, Yamaha’s Motorcycle Marketing Coordinator commented, “Racing takes a lot of time, effort and commitment. This award gives amateur Yamaha riders from coast to coast a chance to earn a Factory Ride and $2500 in parts and accessories for 2015. The award shows our commitment to amateur racing and our appreciation of their business.

We want our customers to know they’re always a part of the Yamaha family and hopefully this helps do that.”

The award will be available at the Raymond

Western Canadian Amateur National (July 2 – July 5), Deschambault Eastern Canadian Amateur National (July 25 - 26) and the grand finale, the Walton TransCan (August 13 – 17).

Walton Raceway’s Brett Lee commented, “The entire team at Walton Raceway is proud to have Yamaha and the Yamaha Factory Ride program as part of the Grand National Championship. This will mark the fourth year for the Yamaha Factory Ride and we are sure it will once again showcase the talent represented by the best Yamaha Amateur Athletes in Canada.”

How Do You Win? Of all the Yamaha riders at each event, the winning rider will attain the most cumulative points for their finishes. Enter as many classes as you can to increase your chances!

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THE SHOW ROLLS ON

100% LAUNCHES NEW LINE OF GLOVES 100% proudly introduces a new collection of gloves available now. The range of gloves complements the already impressive line of goggles, sunglasses, sportswear and accessories from 100%.

Initially the range will consist of two models - the iTrack and Ridefit.

The iTrack utilizes ultralightweight materials fused with the simplistic design top riders have come to expect from a premium glove. This balance delivers maximum comfort and

durability providing the rider with complete connectivity to the bike.

The Ridefit glove delivers an ergonomically crafted fit using premium materials resulting in a lightweight, high performance glove. The addition of the TPR closure system achieves a secure fit with no restrictions.

The 100% product line is distributed in Canada by Matrix Concepts Canada and Parts Canada.

Visit www.ride100percent.com today to view the complete collection.

TEAM GREEN NEWS In 2013, Canadian Kawasaki Motors launched their Team Green Canada web site to allow Canadian Kawasaki riders to enter in their race results to keep track of their points. At the end of each season these points have been tabulated and the rider with the greatest amount won a brand new Kawasaki

dirt bike of their choice. For 2014, the Team Green site has been updated with a few more cool things like weekly riding tips by Chris Pomeroy.

With results tracking, dealer updates and tips to help improve your riding, www. teamgreencanada.ca is a bookmark must for Canadian Kawasaki riders.

I am proud to announce that the all new Canadian Moto Show is gaining momentum rapidly and has, since our first episode aired last September, developed an ever expanding loyal following of passionate listeners and participants. The Canadian Moto Show has 28 live episodes in the books all of which can be listened to in an archived format on the www. canadianmotoshow. com website. I must say, when this whole idea came about I had no idea what shape or form, if there is such a thing, this new endeavour would take. What I did know, however, in which I had the utmost confidence, when the seconds counted down to the live airing of that inaugural show, was that I was ready to share and broadcast my passion for the great sport we all love. The Canadian Moto Show has provided a place where motocrossers, their families, friends and sponsors can tune in on a weekly basis and get some insight into the on and off rack lives and times of the people that make this great sport what it is.

The Moto Show’s broad and all inclusive cast of guests and listenership has vastly spread across the country and to our good neighbours south of the 49th parallel. We were honoured to have had Canadian Motocross Legends Ross Pederson, Wally Levy and Blair Morgan on the show as well as the top four Canadian National plate bearers heading into round one of the Rockstar Energy Drink MX Nationals in Nanaimo.

As a motocrosser and having experienced every emotion associated with its highs and lows, I am overwhelmed by what hosting this show has provided me. As a rider and a racer I had great success and was always very focussed. Yes, I had fun and would not change a thing if I could. Why you might ask? I am now without the use of any of my body below

my arms, but I am the exception and not the rule; what happened to me happens to very, very few! I honestly believe that the show has put me in direct contact with a greater good that exists, which is the heart and soul of this sport. The show has allowed me a connection and perspective that very few get to experience with so many great people. To hear a parent or family member say that your call made their son or daughter’s day or that their grandparent or aunt or uncle tuned in and loved it, as the host is very rewarding. I have played many other sports in my life and belonged to many other associations but in my opinion there is absolutely nothing that will top the bonds of motocross. The new moto friends I have made and connections to people who wish to share their experiences with myself and the moto show listeners has been nothing short of magical. It has allowed me to get out of myself and focus on what I love, and do my best to make it the best possible product for our future generations.

The show airs live every Wednesday at 6:00pm Pacific / 9:00pm Eastern and has many great sponsors that have helped to improve and expand the ever growing product. I would like to thank each and every one of them for their involvement as without them my outlook and vision for the show’s future would not be as optimistic as it is. The show has heard from and will continue to chat with the up and comers, a great cross section of amateurs, pros, industry representatives as well as those who are now in the history books as the legends that paved the way! The show would love to hear from you as a rider, a fan, a potential sponsor or any type of moto related enthusiast. Please contact me at the site and I will do my best to accommodate requests.

-Brent Worrall

SWEET NANAIMO TROPHIES Brian Smith from Bikesmith Motorcycles in Campbell River had four of these trophies made for the four moto winning mechanics at the Nanaimo MX National. They are waterjet cut out of half inch aluminum, polished, and the words are sandblasted. They cost about $160 per trophy.

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BY MXP STAFF PHOTOS BY JAMES LISSIMORE AND DAN STENNING

AFTER TWO MISERABLE SEASONS OF INJURIES AND DISAPPOINTMENT COLTON FACCIOTTI IS BACK WITH A NEW BIKE AND A NEW TEAM. WITH A HOST OF HUNGRY RIDERS SET TO JOIN HIM ON THE STARTING LINE AT ROUND ONE OF THE 2014 ROCKSTAR ENERGY MX NATIONALS, COLTON WILL NEED TO STAY HEALTHY IF HE HOPES TO WIN HIS FOURTH MX1 CHAMPIONSHIP. HERE’S A LOOK BACK AT COLTON’S ILLUSTRIOUS RACING CAREER AS WE CELEBRATE HIM BEING THIS MONTHS COVERBOY. This summer, Colton Facciotti is looking for more time like this - on the top step of the podium.

hen you sit on the side of the track or in the stands and watch Colton Facciotti ride a motorcycle, a few things come to mind. Not only does his smooth style make riding a motocross bike look incredibly easy, but the speed that he’s able to generate leaves everyone amazed.

One would think that when you look back through Colton’s very successful career that his results would’ve come as easy as his picture perfect technique. But right from the beginning, it’s been anything but for the 26 year-old from Aldergrove, BC. Like most of today’s top riders, Colton Facciotti began riding at a very young age.

When he was just four years-old, his father took him to see their cousin

W

“When you sit on the side of the track or in the stands and watch Colton Facciotti ride a motorcycle, a few things come to mind. Not only does his smooth style make riding a motocross bike look incredibly easy, but the speed that he’s able to generate leaves everyone amazed” No rider in history has had more success in Nanaimo than Colton Facciotti. His smooth style suits the fast track very well.

race at a nearby track. Watching that day was all it took for Colton to get the itch to ride, and for Christmas that year Santa and his elves were able to put a dirt bike under his tree. Riding that small bike around for fun didn’t last long as Colton quickly wanted to test his newfound riding skills against other young riders. Unfortunately, in those years, the local motocross sanctioning body (CMA) didn’t have a class for young kids so Colton spent his first few years racing in the USA. Although it demanded a lot more time and effort to travel across the border to race each weekend, Colton credits those early years with helping him get a great head start on his career. “Since there was no class for me to race in BC back then, we had to travel to the USA a lot to race. It was a pain to have to travel but the competition was really tough

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This year will be the first time since 2007 that Colton will not have JSR’s shoulder to lean on.

acciotti F The New Red Rider

down there so it really helped me learn how to go fast and be aggressive.” After a few years racing small bikes, Colton and his family made the long trek east to Walton, Ontario to compete against the best in Canada at the annual TransCan. The year was 2000, which was the year Colton won his first National Championship in the 85 7-11 class. Little did everyone know then that his victory was going to be a sign of things to come.

The Facciottis enjoyed their time in Walton so much that they would return a year later so Colton could go for another Canadian Championship. However, since Colton’s father believed that there was no point spending too much time on the small 85cc machines, Colton returned to Walton Raceway on a much larger Kawasaki KX125.

Even though his machine was different, his result was the same as Colton walked away with the coveted 2001 CMRC 125 Intermediate Championship. That year also marked the end of Colton’s amateur career, so at just 14 years of age he was jumping with both feet into the professional motocross pool.

As you would expect from a young rider who wasn’t even old enough to drive himself to the races, Colton’s first few years in the Pro class were a mixture of speed and mistakes. While he was very fast at times, his smaller stature and inexperience definitely was a hindrance, so like any rookie Pro Colton certainly paid his dues in those early years. However, since he was taught from a very young age how to be resilient, Colton soldiered through and learnt from every mistake he made.

After half a decade as a member of the Richmond Kawasaki Team, Colton had impressed enough people that the most successful team in Canada came calling. In 2007, he signed on with the Blackfoot Yamaha team and his career really began to take shape.

Under the watchful-eye of team owner Jason Mitchell and Team Manager Dean Thompson, as well as his much older teammates JSR and Blair Morgan, Colton’s maturity and confidence soared. It wasn’t before long that Colton would win his first MX1 moto in Regina in 2007. That year Colton would finish second overall in the MX1 Championship, and that finish would set the stage for something special.

The following year in 2008, Colton would completely dominate the MX1

“But, with his wife and team owner/ best friend Derek Schuster both behind him, Colton also knows that he has that all-important support system that every champion needs.”

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Championship winning more than half the motos in the series. Obviously, Colton enjoyed the taste of victory as he came back the next season and won his second Canadian MX1 title. He was on a roll. Looking back, he credits his early Blackfoot teammates with guiding him. “JSR and Blair definitely taught me a lot in those early years with Blackfoot Yamaha. JSR never really said much but I always would watch what he was doing; he just worked so hard. Blair was the one who told me everything. He was having fun racing and wanted me to learn everything. Both were a huge help to me.”

After an off ear with injuries in 2010, Colton would come back strong in 2011 and win his third MX1 Championship, his final win for the then departing Blackfoot Yamaha Team. With Blackfoot gone it was on to the Red Bull Royal Distributing Fox KTM Team for 2012 and 2013. In both years he started out with very promising victories at the first round of the series in Nanaimo, BC. However, in an awful case of deja-vu, both seasons came to an abrupt end a week later in Kamloops as hard crashes brought a premature end to his year. It would be a bitter disappointment to Colton and his KTM team as they both had such high hopes for another championship.

With the injuries and negativity hopefully behind him, Colton comes into 2014 a new man. Yes, I said man, because at 26 years old that is what Colton is now. With a new bike, a new team and a new baby on the way, Colton is 100% focused on the upcoming 2014 Rockstar Energy MX Nationals. Relying on those lessons of resiliency that his parents taught so many years ago, Colton knows that success this summer is more important than it has ever been.

New team, new gear and a new number; a lot of things have changed this year for Colton. One thing that hasn’t changed is his flashy style.

But, with his wife and team owner/ best friend Derek Schuster both behind him, Colton also knows that he has that all-important support system that every champion needs. With a strong contingent of American riders headed north to race the Canadian Nationals this summer, victory could taste even sweeter than ever before. As Canada’s best hope for a MX1 Championship, we feel that Colton Facciotti was a perfect choice for the cover of this issue of MXP.

“However, since he was taught from a very young age how to be resilient, Colton soldiered through and learnt from every mistake he madE.”

Can Colton give Honda their first MX1 Championship since 2006?

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BIG ONE

BY DANNY BRAULT PHOTOS BY CLAYTON RACICOT & JAMES LISSIMORE

IT’S BEEN AN INTERESTING RIDE FOR JEREMY MEDAGLIA SINCE TURNING PRO IN 2008. THERE’S BEEN A MIX OF DRAMA AND DISAGREEMENTS ALONG THE WAY, BUT THE YOUNG RACER NEVER STOPPED PUTTING IN THE WORK AND RESULTS. HE NEVER LOST SIGHT OF HIS GOAL AND IT’S LED HIM TO HIS BIGGEST OPPORTUNITY YET WITH A NEW DEAL RIDING FOR MOTOCONCEPTS. Jeremy Medaglia isn’t waiting around for anyone, on the track or off t. The 26 yearold began his professional racing career in 2008 riding for the Rockstar Energy Drink OTSFF Suzuki team. An incredible feat considering one year prior Medaglia was an Intermediate rider and had yet to race a full, nine round national series. You would never have guessed that, however, when the gate dropped at the opening round in Ste-Julie, Quebec. Right from the get-go, Medaglia was a legitimate threat for race wins against seasoned Pros like Kyle Beaton, Eric Nye and Teddy Maier.

The next year, things didn’t go quite as planned. OTSFF was in a bind with financial support and decided to put all three of their racers—Tyler and Jeremy Medaglia, and Kyle Keast—on 450s. That way the repair bill would be substantially less and they wouldn’t be forced to keep such a close eye on the high-revving 250F machines. Things started out reasonably well at the western rounds with Jeremy proving that, at only 135lbs, he had the strength, confidence and speed to keep pace in the top-5 of the MX1 class. In fact, he was doing so well for his first year in the premiere class that

many couldn’t believe he would drop down to MX2 for the eastern rounds.

This decision to race a 250 instead of a 450 wasn’t acceptable by the OTSFF team, so in the end, Jeremy would walk away from the team at the Gopher Dunes round and go out on his own for the remainder of the series. The divorce didn’t affect Medaglia’s results as he continued to challenge for wins in the MX2 class.

For the next three years, 2010 to 2012, the Kemptville, Ontario native rode a KTM, beginning with a support ride from Eastern Ontario KTM dealership, Orange Motorsports, and then earning a spot on the factory KTM Canada team for 2011 and 2012. The stylish and aggressive rider looked great in orange and regularly put KTM on the podium. He finished second overall in the 2012 MX2 Nationals and then went on to win the Montreal Supercross for the first time that same year.

All signs pointed that Jeremy and KTM would continue their relationship into 2013 and possibly further, but then shortly into the New Year, he was surprised to learn that fellow MX2 competitor, Kaven Benoit, was replacing him. Fortunately, it happened

early enough that Medaglia still had time to find a new home and he did so with MX101 Yamaha. It also meant a class change as well when it was decided by the team and Jeremy to race MX1 instead of MX2.

Like other pundits, I didn’t believe Jeremy could be a true championship contender in the big bike class with the likes of Facciotti, Metcalfe, Maier, Kiniry, and his older brother, Tyler, on the line. It didn’t take long for Jeremy to prove us wrong as he finished third overall at Round 1 in Nanaimo. He would go on to score more podiums in Calgary, Sand Del Lee and then his first moto win and overall at Deschambault. Out of 18 motos, he finished six of them inside the top 3, and top 5 on ten occasions. In the end, Jeremy finished fourth overall in the series, only four points behind his brother, Tyler, who took third.

With his initial inscribed on the side of the MX101 Yamaha/ RM Motorsports semi (the M stands for Medaglia, R for Robinson), impressive results on the track and continued support from Fox and Red Bull, it seemed a sure thing that Jeremy would be back on blue in 2014. Not quite.

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Again, never one to wait up, Medaglia made a quick jump to Cycle North Honda to compete in the Canadian Arenacross Championships. The decision didn’t go over well with his crew at MX101, which caused some confusion to fans. Why did he leave after such a great season? As you’ll learn in the following interview with Jeremy, he has his eyes glued to his goal and he’s sticking to it, no matter what.

Jeremy, you’ve recently signed on with Mike Alessi’s team, MotoConcepts. How did that come about?

Jeremy Medaglia: I raced with Mike about three winters ago in the Winter AMs, then we ran into each other during practice at some Florida tracks. One day, Tony asked if I wanted to come and ride and train with Mike and I said, ‘Sure.’ I’ve always kept in touch since then. This year was a little different and they had a bike waiting for me to try. Tony ran the idea by me of the team coming up to Canada, but it was still pretty early to make a decision. At the same time, they wanted to be prepared, see if I liked the bike, and if I was interested in riding for MotoConcepts.

I’m sure you and Mike fit well together considering the both of you put such strong emphasis on training and taking things seriously when it comes to racing.

Tony sees that. That’s why they were interested in me right away because they believe that Mike and I can get the job done. To come to Canada with the potential to win two championships is something they’re looking forward to.

Who is in better shape, you or Mike Alessi?

[Laughs] It’s tough to say. We went on a road bike recently, and Mike had ridden (his dirt bike) that day but I hadn’t; his heart rate was pushing 120 on the ride and I was floating around 105. It’s hard to compare but I think I can hold my own during the Alessi training program. I know a few people have tried to keep up with Mike during training and they couldn’t. I’m not sure if they know this is all that I do or if I would be able to hang in there.

It’s still early and you need to get through the outdoors first, but any talk with MotoConcepts with regards to you racing AMA Supercross next winter?

There have been discussions about supercross.

We’ll start with (the AMA National at) Glen Helen as a

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warm up before Nanaimo. On the off eekends, we’ll race more AMA Nationals, then after Walton is over we’ll race the last couple in California. The idea of supercross has been thrown around and we’re slowly starting to figure things out. It’s something that’s of interest to me. Arenacross went really well for me last winter. Supercross is something I’ve never tried, so I hope it works out.

The deal with MotoConcepts isn’t without sacrifice, as Jeremy must drop his gear deal with Fox Canada as the team is supported by 100 Percent, and his relationship with Red Bull is taking a break.

Wow, so this is the ‘real deal’ then if you get the opportunity to race in the US and Canada.

It is. I just got the schedule that shows what they want to do for testing and overall prep. I won’t be driving my truck back home to Canada until after Walton. Between Western rounds, I will be flying back to California to ride on hard packed tracks. Then when the Canadian Nationals hit the East Coast, I will go back to Florida for testing and training in the heat.

They have a full crew that travels with Mike and I. It will be a very busy summer. If I do race supercross, it’s going to be something new to me. I will be home for a month after Walton, but then I’ll go back down south to start preparing and testing for supercross.

Following a moto win and overall, and fourth place series finish in last year’s MX1 championship, Jeremy has proven he’s a contender on any size of bike.

You’ve had some great rides and deals in Canada, and also the ‘try out’ with Yamaha of Troy at Southwick and Steel City in 2008, but this opportunity with MotoConcept appears to be the ‘big one’. Would you agree?

This is the big one, I believe. I have been telling people lately that the Yamaha of Troy opportunity was awesome and I did well with it but it came too early in my career. I wasn’t ready for it. Whether it was not being strong enough, mentally tough enough or too young for the big leagues, I always hoped that I would get that second chance and it’s happened. I’m ready, I’m in the best shape and feeling the fastest I’ve ever been in my career. I think Glen Helen is going to be really cool. Even the bike feels a lot like the Yamaha of Troy bike I rode; same kind of power and stuff.

Going back over the last six months, there have been a lot of discussions about your tendency to jump bikes and teams, the last being your switch from MX101 Yamaha to Cycle North Honda to race the Canadian Arenacross Championships. Can you provide more details from your side of the story on why the changes?

I will go into more detail as I’m sure this is one thing a lot of people want to know about. To be honest, the way I see it is … there are a lot of people in every aspect of life that have worked different jobs, and for me, different teams. If you go to a new job and you don’t like it there and it’s not what you’re looking for— not to be too blunt about it—you’re an idiot if you’re

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After winning the Canadian Arenacross Championships aboard a Cycle North Honda, Jeremy gets to keep riding red in the outdoors, having joined the MotoConcepts team.

going to stay there and not enjoy yourself. It’s not that I didn’t enjoy myself last year with MX101 Yamaha, but I didn’t really agree with some of the decisions that were made; they weren’t the same ones I had in my mind and didn’t evolve the way I wanted them to. Some of the decisions for future plans were not what I wanted. Yamaha wants to put their money and plans elsewhere. I understand they have some up and comers like Dylan Wright, and they want to grow the MX101 program. At the same time, I’ve been where Dylan Wright is and it’s going to take some time for him to really challenge for a championship. For me, I felt like I wanted to see attention going into other areas, so I had to take a step back to see if that’s where I wanted to be in 2014.

At any point, like when Cycle North announced that they wouldn’t be racing the Nationals, were you worried you made the wrong decision leaving MX101 Yamaha?

Like I told many people, “Do I regret cutting ties with Yamaha and MX101 and going to Cycle North?” No, I don’t because I was able to win my first championship, had a very successful winter and carried that into the opportunity right now with MotoConcepts.

I can understand and relate to that reasoning, not wanting to be somewhere if you feel it doesn’t fit your

“THE WAY I SEE IT IS … THERE ARE A LOT OF PEOPLE IN EVERY ASPECT OF LIFE THAT HAVE WORKED DIFFERENT JOBS, AND FOR ME, DIFFERENT TEAMS.” goals and expectations. There are people out there saying I’ve been jumping bikes and teams, but if you look back, I was on Suzuki for two years, but then the team was almost folding at one point and they were losing funds. I switched to KTM in 2010 and stayed on that brand for three years. That was three full seasons of riding KTM and I was expecting to stay at least another two or three years with another year on the 250F, and then move up to the 450s. I don’t want to talk bad about people and their decisions, but KTM misled me, making me believe that I was going to be on the team another year but then picked another rider going into 2013. That forced me to take another option, which was Yamaha, and like I said, it turned out well but not somewhere where I saw myself this year. I believe things happen for a reason and good things come to good people. I like to think I’m a good person and I’m pumped things are sorting out the way they are.

Since 2010, it seems that you and Kaven Benoit had a rivalry going. Whether it’s fighting for positions on the racetrack or a spot on the KTM team. Do you feel there is a rivalry or tension between you and Kaven?

Not really, maybe back in the day when I was younger. Now I know what I’ve got to do: I have to win whether he is on the line or if it’s some fast American. Everyone will say this, but when you are riding on the same team with your competition, you want to be getting everything done with a better result. That being said, Kaven and I are fine. We are parked three doors down from each other at GPF and shoot the breeze every day with each other. It’s one of those things and I’m sure as things get closer to the Nationals, we’ll stop talking because that’s the nature of sport. The way it unfolded with KTM, it put a lot of tension on both of us. It wasn’t intentional but that’s the way it is. We both rode for the team in 2011, and then in 2012, it went down to one of us M O T O C R O S S P E R F O R M A N C E 55

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and they picked me—with encouragement from faithful sponsors who are still with me today. There were some bad things that went down the following year and they ended up hiring him for 2013, but that’s how it works sometimes. Back in the day, there was more pressure to beat Kaven but now it’s the same pressure to beat everyone.

Supercross 2015? With Jeremy going to MotoConcepts, a US based team, this may give him the chance to race a full AMA Supercross Lites season. Another reason this year could be considered the ‘Big One’ for the young racer.

At this point in your career, you’ve raced both the MX2 and MX1 classes. After your success on the 450 last year, would you prefer to be back on that bike or does it really matter?

It doesn’t really matter; this year it wouldn’t matter if I was on a 250 or 450 with how everything went last year. After my season in 2012, when I went back and forth with Teddy (Maier), I was hoping to stay on the 250 for another year and win an MX2 Championship when I was 25 or 26. That way, I would be bigger and more mature for the 450s, but life doesn’t always go as planned so I bumped up last year. I made the best out of it and had a good rookie year in the 450 class. That made the thought of going to a 450 realistic because I had podiums and won a moto in Deschambault. I think this year I will have an awesome bike, awesome team and chasing that 250 title is going to be a realistic thought for me.

You’ve experienced many different ‘factory’ prepped race bikes.

No matter where Jeremy or his brother Tyler travels to, their parents Derek and Leanne are there for support. It’s not to coddle the boys however, as Leanne and Derek always give it to them straight and encourage their boys to work hard at whatever is they do.

Is there one that stands out above the rest?

Which bike has been your favourite to ride?

I really enjoyed the KTMs. It was nice having the electric start. I’ve been fortunate to have mechanics who work hard and keep my bikes prepped and in top condition. Every year I have had a great race bike. The Honda though, as soon as I got on the 250F, it was so easy to ride. I’m not just saying that to say it, I’m being straight up. When I was preparing for arenacross, I was really impressed. At first, the stock bike wasn’t crazy fast but what it lacked in power, it more than made up for it in handling and everything else. When I got on to that MotoConcepts bike a month ago to test it for the first time, it was the full package with great power and the handling was spot on. We’re going to have a lot of hours and time going into this bike with motors and suspension, so I think this year’s MCR 250F bike will be the best I’ve ever ridden.

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After a surprise move to the 450 class, Medaglia is excited to return to MX2 and fight to win his first small bike title, which he nearly missed in 2012, when he finished runner up to Kawasaki’s Teddy Maier.

As a kid, you played a lot of hockey and didn’t focus on racing as much. Then, as you entered the Intermediate ranks, it seemed like you came out of nowhere and improved really quickly, going straight from Intermediate to a factory team. When do you think you really came into your own on a bike?

I would say it started clicking for me around 16 or 17 years old. I was small so I rode an 80 right to the age limit of 16. Then I got onto a 250F and my parents gave me the ultimatum: it’s hockey or motocross—it’s time to make a decision. At that point, I got on to a big bike and was starting to enjoy it more. It started becoming more about my work ethic, and I like to think that I work hard at whatever it is I am doing and I saw results from that. Yeah, I would say when I first got on to a big bike, I realized if I were going to chase a dream it would be motocross over hockey.

What’s been your most memorable racing moment?

Right now, only because I was flipping through some old photos, Montreal Supercross 2012 when Benoit and I battled down right to the last lap and I got my first supercross win. That one because it was so crazy and it’s still fresh in my mind. My first 450 win at Deschambault was probably one of best races ever because things came full circle. I got hurt there two years earlier during a Quebec Provincial, and hadn’t been back to that track since. Every time I passed that spot I was thinking about it. To get the win and

Who has been your toughest competitor since turning Pro? Teddy Maier, for sure. We’ve had a couple of runs in. I think it was 2010, my first year on KTM. He had the #1 plate and we had a couple of good battles then. The next year, he went to the 450 class, but in 2012, we went at it pretty much every race. Some motos, we checked out by about 30 to 40 seconds and went right down to the final lap. I remember feeling like ‘What the heck?!’ I felt like I was out-riding him for the wins but he would edge me out and it would drive me nuts [laughs]. No matter where you and your brother go racing, your parents are often right there with you.

my first overall was something special. I worked hard for it that weekend in Deschambault. It wasn’t handed to me. It was one of the races where all of the top guys were there, except for Tyler who had a bad weekend. I battled with Teddy and (Brett) Metcalfe down to the wire in both motos and worked hard for that win. But yes, I do believe I am prepared to win each race that I enter. That one came later than I thought. I almost got one a few weeks earlier at Edmonton. It was a relief getting that one out of the way before the end of the season.

There’s a lot of talk right now about Americans taking away rides from Canadians. What’s your take on international riders competing in our series? Does it benefit our series?

I think it’s good. If I had to pick yes or no, I would pick yes for Americans coming up. It raises the profile of our series, and when you have a guy like Brett Metcalfe, a world class rider, race our series and choose to come back, that’s telling you something.

Now we have the Alessi team coming up, and then there was word that (Nico) Izzi was coming. Kyle Chisholm, Bobby Kiniry, Izzi … there has been so many and I think that’s cool. Yes, it’s unfortunate some of the rides get filled by Americans, but it’s definitely helping us out. At the end of the day, maybe they take some of our money but they also bring more money into the sport and that helps us out.

Individually speaking, how has the support of your mom and dad helped in your racing success?

A lot of people don’t believe it when I say it, but my aggression comes from my mother. She keeps a close eye on everything and makes sure I’m on point for riding my dirt bike. I go to my Dad for advice on riding. He sits back and doesn’t always say as much because he’s trying to figure out about all of the edges and advantages that he can give Tyler and I. My mother is really a big part of the program and has watched so many races. She’s not afraid to tell Tyler and I things we can improve on. They are both really supportive. Whenever I need to ask a question on what’s going on at the track, they give me a good answer and help me a lot.

Both you and Tyler always bring a high level of confidence to the starting gate no matter who else is on it. Even when you first turned Pro, it seemed as though you expected to be winning. Where does that confidence come from?

I think that’s something that is in mine and Tyler’s genes. Both of our parents are super competitive.

Tyler and I drive each other nuts because we are so competitive when it comes to training, lap times and riding. It’s really helped us out in the long run. At the end of the day, the confidence really comes from our hard work. I don’t want to pump our tires, but we put in the work in the months leading up to the Nationals.

If you know that you’ve done everything you can, and it’s not that I’m always expecting to win, but you’re sure disappointed if you don’t win because you’ve put so much work into it. I’m excited for it. I just looked at the week planner and we have three guys flying in from Ohlins in Sweden and this guy coming in for motor testing. For example, they ordered me 30 practice tires and Tony asked me, “How many fronts and rears do you need?” I said, “Man, I’ve never got 30 tires in my life! Whatever Mikes goes through, just set me up with that. I don’t know [laughs].”

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s most of you know, the last issue of MXP graciously hosted the inaugural induction of several Canadian Motocross Luminaries into what I referred to as Mike’s Canadian MX Hall of Fame.

The first racers inducted into the Hall hailed from the earliest eras of Canadian motocross. The ‘70s and ‘80s, two decades that laid the foundation for what we know Canadian motocross to be today. Just as a quick refresher, I’ll take a minute right here to o° er up a brief recap as to who made it in the last time around, and also who didn’t.

The ‘70s inductees included Ron Keys, Bill McLean and Jan-Eric Salqvist. These three early era moto stars made it directly in while honourable mentions for that time period went out to Al Logue and Jim Turner. Our greatest motocross superstar, “The Rollerball” Ross Pederson led all eligible candidates for the ‘80s induction ceremony. He was of course joined by fellow Canadian MX stars Doug “The Sweeper” Hoover and Al “Too Trick” Dyck on my metaphorical stage of Hall of Fame greatness. In the not quite their category, Mike Harnden received honourable mention for his erstwhile endeavours during the “decade of decadence.”

This time around we’ll be jumping back into the old time machine again in order to take a look at the turbulent decade that was the ‘90s and also the bounce back, first decade of the twenty first century in order to come up with our next honoured entrants into Mike’s Canadian Motocross Hall of Fame. Queue the fireworks here!

The ‘90s were a tumultuous time in the history of Canadian motocross to say the least. The country’s economy in general was in the toilet and we all know that the first thing that goes in tough times are people’s toys, especially toys such as dirt bikes. The numbers

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of people riding took a real hit during this period. This coupled with the fact that the old guard at the CMA was really letting motocross slide made for some troubled times. You see, since the beginning of time, or more accurately Canadian moto, the Pro National Series had been run solely by the Canadian Motorcycle Association, or the CMA, but starting in 1993 there was a new player in town. The CMC, or what is now known as the CMRC, launched their own Pro National Championship Series and the rest, as they say, is history. As is the case with every new organization, there were of course growing pains but there were also still a lot of great Canadian motocross racers looking for somewhere to race, and some semblance of a burgeoning new National Championship scene began to take shape. And that’s where we’ll begin.

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CARL VAILLANCOURT When the pro bench racers, I consider myself to be one, gather around the campfires on those glorious summer nights, the talk usually turns to the all-time greats. The name of Carl Vaillancourt does not always get mentioned. And I for one feel that that’s just not right. The fact that he broke into the pro ranks during the late ‘80s, and was overshadowed by the likes of Pederson, Hoover and Dyck, doesn’t help his notoriety. His best years were also to come during the early ‘90s, and as I mentioned previously, Canadian motocross was going through a bit of a funk during this period. This should not, however, diminish the accomplishments of the Drummondville, Quebec native Carl Vaillancourt who has to be considered as one of the all-time greats of Canadian moto.

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Vaillancourt turned Pro, as I mentioned, in 1987 and managed to score top ten overall finishes in both the 125 and 250 classes against some seriously sti° competition that season, even while still attending high school full time. By 1989, however, school was out and the decision was made to go racing full time so the young French Canadian headed south to participate in the 125 East Regional Supercross Series. His results were pretty darn respectable as he scored several top ten finishes. His best being a fi fth overall in Atlanta in a field that contained several future stars such as Damon Bradshaw, Mike Kiedrowski and Denny Stephenson. Vaillancourt finished the series in 13th place. On a personal note, I remember watching Vaillancourt race a couple times during that series at Daytona and Pontiac.

At the time I didn’t know a whole lot about him but I remember being truly impressed by his raw speed.

Although he lacked a little of the supercross polish that the other top guys displayed, he would blitz the whoops as fast as or faster than any of them.

Unfortunately, he didn’t always make it through but he was certainly fun to watch.

Carl continued to race and train a lot in the States during this period of his career. He spent a considerable amount of time in the New England area with his pals John Dowd and Mike Treadwell, and this experience definitely paid o° for him as 1990 proved to be a breakout year for the Frenchman. At the age of twenty and equipped with excellent sponsorship from Texaco Oil, which was similar to the set up that Doug Hoover had with Esso in Ontario, the Honda mounted Vaillancourt battled with Pederson across the Canadian National circuit and came away with his first National Championship in the 500 class. While Pederson, despite the fact that he had threatened on more than one occasion

Right: Chris Pomeroy (#3) spent the majority of his Pro career racing in the ‘90s. Chris will always be remembered for his smooth style and of course having his elbows up

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Left: Carl Vaillancourt was one of the most stylish riders of his era. Although he played second fi ddle to Ross Pederson on numerous occasions, he was able to win multiple championships during his fi ne career.

Above: Vaillancourt was also one of the few riders who secured a large corporate sponsor during his racing career as Esso Canada was a big supporter.

Below: Blair Morgan (#1) came into the mid-‘90s like a lion, winning fi ve championships before the end of the decade.

to retire, maintained the number one plates in the 125 and 250 classes, Carl, based on overall points, was crowned the Grand National Champion.

The 1991 season was a write o° for Vaillancourt as he battled a serious shoulder injury and would eventually lose his Honda sponsorship as the company decided to pull out of Canadian motocross. In ’92, Carl came back healthy with a decent Kawasaki deal lined up.

He soon found out, however, that the Kawasakis were vastly inferior to the Hondas that he was used to. With the help of his mechanic, Dave Gowland, they were able to make the bikes work fairly well as Carl scored a pair of runner up finishes behind the ageless Pederson in the 125 and 250 classes, and more importantly notched another 500cc Championship for himself. In 1993, it was a switch to Suzuki and another 500cc title. Ross finally did retire in 1994 and Carl seized upon that opportunity to snag the 250 National Championship for Suzuki that year. He followed that up with one more 250 title for Honda and Machine Racing in 1995.

While he was only twenty fi ve years-old, still relatively young even for motocross, the writing appeared to be on the wall for Carl. There was no real money to be made in Canadian motocross at this time, and even though he did receive o° ers, he made the decision to retire and go back to school to earn his college degree with an eye towards eventually working alongside his brother in the family business.

Known as an extremely hard working and professional rider throughout his career, Carl Vaillancourt was a bright light in what was a relatively dark period of Canadian motocross. His loyalty to his sponsors such as Texaco/Esso and Answer was commendable and he maintained their support throughout his career. He wound up with fi ve National Championships, actually six if you count the Grand National championship in 1990. He definitely deserves to be remembered as one of our all-time greats and a prominent member of Mike’s Canadian Motocross Hall of Fame.

As a new wrinkle this time around, I’m going to include the brand of bike I feel that each particular inductee should enter the Hall riding; sort of like a baseball player will wear the cap of the team he feels best represents his career when being inducted into their Hall of Fame.

Carl, therefore, goes into the Hall riding a Honda, a Honda CR 250 to be precise.

BLAIR MORGAN What can you say about Blair “Superman” Morgan that hasn’t already been said? I’m not sure but let’s try to find something.

One thing that’s for sure is that Blair is another automatic entrant into this Hall of Fame. The Prince Albert, Saskatchewan native burst onto the Canadian pro scene in 1994 and had, when you consider it in motocross terms, a very long and extremely successful career. The ‘90s, it must be remembered, were a rough and tumble time in Canadian motocross. The top riders had to race a lot, upwards of fifty times a year, to make any money, and at the Nationals the boys still raced four thirty minute motos a day as the top riders at this time all competed in both the 125 and 250 classes. This actually suited Morgan just fine as he always seemed to get better the more he raced and usually put in his best rides towards the end of each season.

Morgan turned Pro in ‘93 at the age of eighteen and he tasted his first championship success in 1994 as he won the 125 and the 250 Championships in the old CMA series. His first really big win came at the Toronto Supercross in ’96, and his career really took o° in ‘97 when he smoked the competition while riding for Ron Ashley’s Two Wheel Motorsport Kawasaki Team and handily won not only the CMRC Championship in the 125 and 250 classes but the CMA title as well. Blair Morgan’s star was well and truly on the rise, and he followed up his dominance in the 1997 season by winning the CMRC 250 title again in ’98.

Although he lost the overall title to Marco Dubé that year, he would bounce back in ‘99 and sweep both the 125 and 250 CMRC Championships for the season.

When Morgan wasn’t winning championships on two wheels he kept himself busy during the motocross o° season by revolutionizing the sport of snocross. Blair started riding snocross in 1997. By adapting his stand up, aggressive riding style from moto to the snow machines, he basically redefined the sport. In fact, he was virtually unbeatable on the snow for several seasons as he racked up win after win, and in unprecedented fashion won fi ve X-games gold medals. The manufacturers who were involved in the sport even changed the way the snocross machines were made in order to adapt to the new style that Morgan had introduced. While Morgan

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became the biggest name in the sport of snocross (they even made a video game featuring him), he often regretted the fact that his busy snowmobile schedule wouldn’t allow him to participate in a full season of US Supercross.

In 2000, Blair signed with the powerful Blackfoot Honda Racing Team but a series of injuries hampered his season. Over the better part of the next decade, Blair continued to race at a high level and garnered factory support not only from Honda but Yamaha as well. As a matter of fact, in 2003 he even tried running his own team. A series of tough Injuries, however, took a hard toll on Blair for the rest of his career in motocross.

While he did continue to receive factory support and post excellent results when he was healthy, he never managed to win another championship, although he did come close on several occasions.

By 2008 at the age of thirty three and despite the fact that he was having one of his best seasons in years, Blair began entertaining thoughts of retirement. It was while practising for what was probably to be his final race as a professional, the Montreal Supercross, Blair crashed and was seriously injured. The resulting injuries to his back left him paralysed from the waist down. His injury hit the Canadian motocross community very hard.

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Both Marco Dubé (left) and Dusty Klatt (right) each won their share of championships in the 1990s and in mid2000s. Both legends were hard working riders who certainly left their mark on Canadian motocross.

specifically motocross, can be cruel at times and this was never more evident than in Blair’s situation. To his legions of fans both on snow and on dirt, he’ll be remembered as one of, if not the, most beloved rider in the history of Canadian motocross.

While he spent a lot of time on Honda and Yamaha during his career, Blair, in my opinion, can’t go into the Hall riding anything but his Two Wheel Motorsport Kawasaki KX 250.

Oh so close!

MARCO DUBÉ No conversation about ‘90s motocross in Canada would be complete without mentioning Marco Dubé.

Although he doesn’t quite make it into my Hall of Fame, the St.Francois-Viger, QC rider must be mentioned as he was a mainstay on the Canadian circuit for many years, and even won the CMRC National championship in 1998. Although he never seemed to stay on any brand for very long, he had some success on almost all of them as he rode for Suzuki, Honda, Kawasaki, Yamaha and KTM, all with varying degrees of success over the course of his fi fteen year professional career. If there was a Hall of Fame for toughness he would be in that for sure as he battled through an endless string of pretty gnarly injuries in order to compete at the highest level.

Marco competed for Canada at the MX of Nations on

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several occasions and also had some success south of the border. His best ever finish was a 9th at the East Region 125 Supercross in Tampa in 1998.

These days, Marco is still involved in the sport as he acts as the Canadian Distributor for Forma Boots, an Italian boot manufacturer. Marco’s company, MD Distributions, is a distributor for Atlas neck braces as well.

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Jean Sebastien Roy JSR pretty much owned the Canadian Nationals for the first decade of this century. Interestingly enough, the Acton Vale, Quebec native could have gone into the Hall for the ‘90s as well as he turned Pro all the way back in 1991 and actually won the CMRC 125 National Championship in 1995. As I previously mentioned however, motocross was going through a bit of a rough patch in Canada during the early to mid-‘90s and Roy, who was widely considered to be Canada’s top moto prospect at the time, chose to try his luck down south and raced the highly competitive AMA National and Supercross circuits for several seasons.

His early results were mixed but he continued to pursue his dream of racing the best in the world,

and by 1998 he was one of the top riders on the 250 National circuit placing 9th overall in the final standings. He was picked up the following season

by Planet Honda, a satellite squad for the powerful factory Honda team. JSR felt like he had finally arrived.

He was fl ying to all the races now and competing full time in both AMA National and Supercross competition. All those years of driving to the races and sleeping on the floor of the cube van had finally paid o° . His results for the next two seasons, while still impressive, did not improve as he finished o° the ‘99 season 14th in motocross and 17th in Supercross.

The following season, he battled some injuries during the outdoor campaign and could manage no better than 26th overall by season’s end. In the meantime, the Canadian circuit was experiencing somewhat of a renaissance under the direction of CMRC and was definitely on the upswing, so without any quality o° ers stateside JSR decided it was time to head home, and he signed with the powerful, new Blackfoot Honda Factory team for the 2001 season.

The 2001 season marked the beginning of a dominant era for both Jean Sebastien Roy and Canadian motocross. JSR was the face of the series as he won the coveted MX1 title fi ve years in a row over some very sti° competition. In fact, it seemed like every year his own team would bring in a big American name to go up against our hero. Names like former US factory stars Mike Craig and Damon Hu° man were hired on by Blackfoot. I never was really sure why they did that, maybe they were just hedging their bets, but in the end it didn’t really matter as JSR handled them year after year in fairly dominant fashion. He would then cap o° his seasons by typically winning the Montreal Supercross in front of fifty thousand, rabidly partisan French Canadian fans. He did this a record fi ve times as a matter of fact. He wasn’t adverse to heading overseas and pocketing a few Euros as well, and he won o° season races in many di° erent European countries. He was well known and well liked all over the MX world, and he represented Canada and Canadian motocross more than admirably.

JSR narrowly missed out on winning his sixth consecutive championship in 2006. He was edged out by his young teammate, Dusty Klatt, who was the leader of a new breed of fast Canadian talent. By 2008, JSR felt it was time to call it a career. As many of the great ones seem to do, he went out on top as he won his final professional race. His fifth Montreal Supercross victory was bitter sweet, however, as his teammate and friend Blair Morgan was injured at the same race.

These days, Jean Sebastien is still heavily involved in motocross and currently works at KTM Canada. I’m not exactly sure what his role is at KTM. In fact I’m not even sure he knows but KTM definitely knows a good thing when they see it so they scooped him up.

He rode Kawasakis, Hondas, Suzukis and Yamahas over the course of his illustrious career.

Even though he’s now an employee of KTM, we all know the “Champ” wheelies into the HOF on his trusty Blackfoot Honda CR 250.

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Dusty Klatt What’s this you say? Dusty Klatt? He only just retired last year. I know I know, I’m bending a few of my rules here but Dusty really needs to be included based on his results between the years 2004 – 2010.

The guy won four National Championships after all and probably would have won a couple more had it not been for his relatively unsuccessful stint south of the border. Granted, two of his titles were 125 West series crowns when that was still a regional championship, but his 2006 MX1 Championship was, as the kids say, epic! He battled JSR head to head and won the title going away. It was arguable the Campbell River, BC native’s best year as a Pro. In fact, it’s not even arguable; it was his best year. He was so good that season that several American teams took notice of him and Dusty ended up signing with Star Racing Yamaha for the 2007 season. Star, however, was a 250F team and Dusty was definitely more suited to a 450 by this point in his career, so that was a bit of a head scratcher to me. Things didn’t go well at Star and the following season, while he did ride a 450 for Cernics Kawasaki in Supercross, he missed several races due to injury and his best finish was a 13th at the now infamous mud race in Daytona.

Klatt and the Cernics Kawasaki team came to Canada to race the outdoor Nationals in 2008, and Dusty battled to a hard fought second overall placing behind Colton Facciotti in the MX1 class.

In 2010, Dusty was back with Blackfoot, albeit Yamaha mounted this time around, and he notched his second MX1 title for the Calgary, Alberta

based team. Klatt was smooth as butter on a bike and technically superior to most, if not all, of his Canadian competition. Heck, he even has a jump named after him. The “Klatapult” resides within the friendly confines of the Riverglade National track just outside of Moncton, New Brunswick. Dusty jumped the formerly believed to be un-jumpable 129 ft. behemoth for the first time back in 2009. This feat alone bestows enough credibility upon him to be considered as a Hall of Famer.

After battling through a couple of serious knee injuries, Dusty called it quits after last season, which he spent on the KTM Canada squad. He’s got four National titles on his career resume. Not too shabby at all and he’s currently working a day job as a welder out in B.C. He rode Hondas, Yamahas, Kawasakis and KTM over the course of his career but I think he has to go into the Hall on his 2006 Blackfoot Honda CRF 450, the first four-stroke to make it through the doors in case you hadn’t noticed.

Possibly the best Canadian Rider not to make it in.

Darcy Lange The Pride of Courtenay, BC, Darcy Lange never won a Canadian National Championship. In fact, he never finished higher than third in a series and a Canadian title is, after all, a pre-requisite for induction, but he was also undoubtedly one of the best riders of his generation. His accomplishments in the US Arenacross and Supercross Series make it impossible not to mention him here. Lange won three

Above: Even though JSR first turned Pro in 1991, he didn’t win the majority of his championships until 2001 when he went on a roll to win five in a row.

Arenecross Series titles between 2004 and 2007 and came within a whisker of taking home the 250 East Region Supercross title in 2008. He’s the only Canadian to have ever raced for a full U.S. factory team (Pro Circuit Kawasaki) and the only one to ever stand atop a podium in the US Supercross series.

And for that he definitely receives an honorable mention.

So there you have it. The induction process into Mike’s Canadian Motocross Hall of Fame is now complete and the list of inductees, as well as those who didn’t quite make it in, is pretty darn impressive, if I do say so myself. I’d love to get all these guys in a room together some day for some serious bench racing. Now that really would be epic.

Once again, I would like to thank MXP Magazine Editor, Chris Pomeroy, for helping me out with this piece. “Palms” was a top contender himself during the ‘90s and as such was a valuable source of information on the period. And of course the Godfather of Canadian moto, photographer Bill Petro, whose pet project, NAMSIA - the North American Motor Sport Image Archive, was also a valuable tool for not just this article but many that I have written in the past.

So who will be the next rider inducted into MXP’s Canadian Motocross Hall of Fame? Stay tuned.

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THE GREATEST MOTO OF ALL TIME

BY BRIAN KOSTER PHOTOS BY GORDON GASPER AND JAMES LISSIMORE

Our continuing series of looking back at some of the great Nationals motos ever witnesses in Canada, Brian Koster takes us back to 2002 in Regina.

That year JSR and Blair Morgan battled at almost every single round of the MX1 series and were never too far apart on the track. Eventually, JSR edge out his teammate by the narrowest of margins to take the 2002 MX1 Championship. One moto in particular stood out that year and Brian Koster has never forgotten it.

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Looking back on the history of Canadian Motocross you will find a series filled with great moments, great athletes and epic battles. It’s a rich history dating back well into the 1960s overloaded with phenomenal riders and world class events. While I didn’t attend any of the races in the sixties, I was in attendance at many of the big events throughout the seventies and onwards. When asked to write a story about one of the most exciting motos of all time, it was a little overwhelming as there are way too many to count. I finally settled on the second 250 moto from Moto Valley Raceway in Regina, Saskatchewan in 2002 for several reasons.

Of course, the main reason is because it was an epic battle between Blackfoot Honda teammates Blair Morgan and JSR. Another viable reason is after a long hiatus, the series is going back to that venue again this summer. I also chose that particular moto because it’s a great track that offers a lot to both the riders and the spectators, not to mention it is Blair Morgan’s home Province.

This day was also the birth place of the Castrol Action cam; in the broadcast you can see the epic images of the riders going through the whoops.

Our mobile cameraman in those days, Dave Lastroco, tracked them masterfully while strapped on to a moving ATV. Great stuff ll the way around.

When watching these old races, one cannot help but feeling nostalgic; seeing the old faces, old sponsors and old friends coming back to life on video brings back a flood of memories. Export ‘A’ was the title sponsor with the Extreme Sports Series, and FMF as well as Thor were the other participating sponsors. “Dangerous” Don Davidson was the head referee and it was nice to see him on the broadcast handling the start board. Fourstrokes were still new and not the norm back then so the racing had another element

“WHEN WATCHING THESE OLD RACES, ONE CANNOT HELP BUT FEELING NOSTALGIC; SEEING THE OLD FACES, OLD SPONSORS AND OLD FRIENDS COMING BACK TO LIFE ON VIDEO BRINGS BACK A FLOOD OF MEMORIES. “

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THE GREATEST MOTO OF ALL TIME After a decade of battling each other, these two adversaries took one last walk to the starting line together at the Montreal SX in 2008.

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of two vs. four-stroke power. I watched and re-watched this moto several times before sitting down to write and was highly entertained with each viewing. In the first moto Blair “Superman” Morgan took the win after JSR stalled it in the back section.

Blair had a nice lead and relaxed enough for JSR to be right on his back fender at the checkers. Keep in mind it was about 100 degrees Fahrenheit in the shade that day so the riders were burning up and really earning their keep out there. On the gate of the second moto were a lot of fast riders on both two and four-stroke machines. Names like Dubé, Treadwell, Hagseth, Mesley, DeHaan, Klatt, Smail, Fisher, Chad Pederson, Simon Homans and Jeramiah Israel from Chile joined Morgan and Roy. When the gate dropped it was the two-stroke Honda of Morgan with the holeshot from the very inside gate pick. Marco Dubé, on the #6 Diablo Honda 450, slotted in behind Blair with Dougie DeHaan, “Iron” Mike Treadwell and Brad Hagseth on the #11 Pacifi c Yamaha just ahead of Simon Homans. Both Dusty Klatt and Washington State native Brad Hagseth were double classing it that day, which was quite the undertaking in that extreme heat. Jean Sebastien Roy did not get a great start and was sitting just inside the top ten on his Blackfoot ride.

JSR was surgically slicing and dicing his way forward while Morgan was slowly checking out to a comfortable lead. Jean, meanwhile, was passing guys at virtually every section of the track. The way he could handle that two-stroke machine was unreal.

Chuck Mesley and DeHaan, who had an epic battle in the first moto, were at it again, swapping positions with every lap. Chuckie was riding a Machine Racing two-stroke Honda with Dougie D as Dubé’s teammate on the Diablo Honda 450. They waged war in the first moto with Mesely finishing just ahead of DeHaan, and it was a classic fi ght again in this moto between the “strokes”.

Roy eventually caught and passed them on his way to find himself in the roost zone of “Iron” Mike Treadwell’s big 525 KTM fourbanger. JSR was riding like a man possessed and got by Tread relative quickly but it was

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THE GREATEST MOTO OF ALL TIME

Top: With the rolling hills of Moto Valley Raceway in the background, JSR launches off the track’s famous fi nish line jump.

Right: With the impending battle ahead with Morgan, JSR was ultra focused before the start in Regina.

Bottom: Considering the Regina track is only a few hours away from his Prince Albert, SK home, Morgan knew the track very well.

The crowd was full of his adoring fans.

the next rider ahead of him that made him work every angle of the track to get by.

The 450 of Marco Dubé, who led the first moto before crashing hard, was sitting second, several seconds adrift of our leader and hometown hero Blair Morgan. Both Quebec natives and rivals, Dubé and Roy, soon found each other out on the track.

Marco stepped it up and the two were battling at a furious pace…and we had yet another two-stroke / four-stroke challenge on our hands. JSR, who is usually the poster boy for smooth, controlled speed, had to take all kinds of uncustomary risks while challenging Dubé. Marco held his ground and it took many laps before Jean finally made a pass that stuck for second place. Morgan, who had been enjoying the lead from the gate drop, was now getting some unwanted company from his friend, teammate and championship rival, Johnny Whah. JSR made a pass but Blair got him right back. This scenario was repeated several times as the moto wound down.

The fans lining the fence were going crazy cheering on their homeboy Morgan to hold his ground for first, and he was

“BLAIR HAD HIS YOUNG SON IN HIS ARMS THROUGHOUT HIS TELEVISION INTERVIEW, WHICH WAS AWESOME TO SEE. BOTH THESE MEN ARE ICONIC FIGURES IN OUR SPORT AND RE-WATCHING THIS RACE JUST SOLIDIFIES HOW AWESOME THEY REALLY WERE…OR SHOULD I REPHRASE THAT TO HOW AWESOME THEY REALLY ARE! “

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succeeding. But then in a big sweeper, Blair got hung up with a lapper and lost some time while Roy proceeded to push his limits to the max right onto Morgan’s rear fender. As they passed the mechanics area, Roy put a slick power-slide pass on Morgan and made it stick. Blair, who was trying every trick in the book, found a smooth inside line in one of the two whoop sections and repeatedly challenged Roy into the following tight, left hand corner, and each time Jean Sebastien shut the

Top: Very few riders exhibited better style than Blair Morgan during in his career. In 2002, Morgan used great technique as well as some serious speed to battle Roy for the entire series.

Right: For his entire career, one of Morgan’s biggest strengths was his fast corner speed.

Here he shows perfect form through one of Moto Valley’s fl at left handers.

Bottom: Roy had to pull out all the stops in 2002 to hold off Morgan and secure his second consecutive MX1 Championship.

THE GREATEST MOTO OF ALL TIME

“BLAIR HAD A NICE LEAD AND RELAXED ENOUGH FOR JSR TO BE RIGHT ON HIS BACK FENDER AT THE CHECKERS. KEEP IN MIND IT WAS ABOUT 100 DEGREES FAHRENHEIT IN THE SHADE THAT DAY SO THE RIDERS WERE BURNING UP AND REALLY EARNING THEIR KEEP OUT THERE. “ door heading into the final lap. JSR felt the heat and was pushing beyond the limits of both man and machine, and nearly threw it away on the descent out of the now famous “Blair Morgan Corner”. Jean had a big moment and whacked his face hard into his bar pad but saved it on his way to the chequered fl ag and ultimate victory. With Jean finishing 2-1 and Blair going 1,-2 the overall went to Roy but mathematically they left Regina with same amount of points on the day.

It was an epic clash of titans that hot, sunny day and the knowledgeable Prairie fans certainly got their money’s worth with the racing delivered. Both Roy and Morgan were very respectful and gracious on the podium. Blair had his young son in his arms throughout his television interview, which was awesome to see. Both these men are iconic fi gures in our sport and re-watching this race just solidifi es how awesome they really were…or should I rephrase that to how awesome they really are!

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Last year’s million dollar winner, Ryan Villopoto, made his return to racing after six months on the sidelines. He took

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Fame and fortune are great, but the core reason riders dream of one day racing for a factory racing team is the bike. The beauty of motocross is that, ultimately, it comes to the man more than the machine, but even the best rider isn’t going to turn down the best bike.

For months leading up to the Rockstar Energy Drink Motocross Nationals, race teams spend countless hours (and money) developing the best performing bike they can before the gate drops. At the highest level of any sport, every detail counts and it’s the details that really separate a professionally tuned factory bike from others on the line.

I’ve heard some pundits disagree with reference to Canadian teams as ‘factory’ teams since they don’t spend millions on developing a titanium footpeg 2mms further back or have access to unobtainable parts. Like most things in the sporting world, more money is thrown around in the US so we shouldn’t hold Canada to the same standard.

Granted, the teams in the north aren’t working with the same budgets, but that’s not to say the blood and sweat that goes into our bikes is any di˜ erent. They may not feature the same connection as the motherships in Japan or Austria, but Canadian teams have full time sta˜ and e˜ orts going towards building their riders’ bikes.

For instance, KTM Canada features an in-house race shop at their corporate oÿ ce in St-Bruno, Quebec. It services their national motocross team and also their national o˜ -road supported riders’ bikes as well. OTSFF works closely with Yamaha, and has a full time team and shop handling their motocross and snocross mechanical duties. Their crew chief, Adam Robinson, is a longtime suspension expert and has Alan Brown in California on call for a second opinion. Leading Edge Kawasaki has French Canadian Luc Couette, former Yamaha of Troy and factory Yamaha engine builder, coordinating many

“THERE’S NO SHORTAGE OF KNOWLEDGE AND PASSION GOING INTO THE CANADIAN FACTORY RIDES. WHEN THE RACING BEGINS, MECHANICS ARE STRETCHED EVEN FURTHER, WORKING WEEKENDS ON MINIMAL SLEEP AND THEN TEARING DOWN/ RE-BUILDING BIKES MONDAY TO SATURDAY.” of their testing and development. Big Red is back, and while they don’t have an ‘oÿ cal race shop,’ Honda Canada has the Gopher Dunes Troy Lee Designs team working between the Gopher Dunes facility, suspension guru and former Blackfoot Team Manager, Joe Skidd, and engine builder Matt Jory of Proven Moto who spent 10 years working for TLD Honda in the US. There’s no shortage of knowledge and passion going into the Canadian factory rides. When the racing begins, mechanics are stretched ever further, working weekends on minimal sleep and then tearing down/re-building bikes Monday to Saturday.

We all know how good the factory team bikes look at the track, but what goes on behind the gloss and polish? How did these steeds come to be? How many hours and how much money went into them? There is quite a process to building a quality race machine.

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BUILD ANEW OR

‘FRESHEN UP?’

Depending on year-to-year changes with new models from the OEMs dictates where teams begin when developing a race bike.

Most years, manufacturers don’t completely overhaul a model; it’s typically every three years that they release an ‘all-new’ branded model. If that’s the case, it takes work to getting units into their hands right away, learning what needs to be stronger, softer, lighter or greasier, and then begin researching the best parts to install. It’s like starting from square one.

One example would be the KTM Canada Royal Distributing Fox Racing Team. In 2013, KTM released many new updates to their KTM 250 SX-F and 450 SX-F. There was a lot of work to do, but fortunately, the new model came out swinging and gave the tech department a head start of the competition. Suspension always requires the most attention, but the new fuel injected motor was more easily tunable and featured a hearty, usable power curve. With some love and attention by Andrew McLean, the brains behind of the infamous Blackfoot Honda and Yamaha factory equipment, KTM’s

engines were made even better. Going into 2014, the KTM team continues to learn how to give their riders every advantage, but since the SX-F models haven’t undergone any major changes, it’s more of fine-tuning the gains they made last year.

There is a trick to testing; you don’t just start throwing parts at your rider unless they talk back to you. For the Gopher Dunes Team Manager, with the help of Joe Skid, he focuses on one part at a time.

“That way the guys aren’t trying to think about too much stu˜ ,” says Schuster. “It takes a while to go through one part, so we try to just go step by step and get it right before trying something new.”

Don’t fool yourself into thinking that bike testing is a joy ride. Yes, riding dirt bikes is fun but it can be a frustrating and lengthy endeavor, more so for the mechanics. Not every rider relays information the same way or is good at it.

Some riders, like GDR Honda’s Colton Facciotti, have a lot of experience testing and developing di˜ erent brands of bikes. In fact, the 3-time Champion has been riding in the majors since he turned pro in 2002 when he was riding for Richmond Racing Kawasaki.

Since that time, he’s ridden for Blackfoot Honda and Yamaha, Troy Lee Designs Honda in the US and KTM Canada. “Colton’s pretty good. He knows what he

likes and wants,” notes Schuster. “He’s really hard on brakes, he drags the back brake, but he says that’s how he rides and he’s not going to change [laughs].

It’s good though, he can notice really small changes so it saves time when testing.”

Young riders like Westen Wrozyna, who is entering his first year Pro on a GDR Honda CRF250R, have zero experience developing a high-level race bike so they’re just happy with whatever is given to them.

“Westen’s di˜ erent; he hasn’t really tested before so he always comes o˜ the track saying how fast the bike is and how good it’s working. It’s okay though, we have a lot of experience with the Hondas and he’ll get better as he gains more experience.”

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the cost of

going fast

“It really can’t be fully added up - the cost to building a race bike,” says Andy White, Race Manager for the Royal Distributing KTM Canada Fox Racing Team. “The parts you can, but when you consider all the labour that goes into these bikes, it’s countless.”

While working at the headquarters of KTM Canada, I witnessed first hand the time, energy and sweat that professional mechanics pour into making sure every bike was ready to race. Steph LeBlanc, who has been working for KTM since 2009 as both mechanic and crew chief at times (and spent years before that maintaining Blake Wharton’s amateur bikes), doesn’t like to be rushed, especially while working on 250Fs with Jeremy Medaglia. LeBlanc rips everything down to its bones before and after each race. “When you first get a bike, it’s important to begin by tearing everything right down to the frame,” he says. “That way you can make sure everything is greased properly, bolts are checked, and then you can start building the bike in a way that suits the rider.”

There are two things that make riding for a team a real dream for racers. You have the confidence knowing your bike is serviced over and over again before each ride, and you don’t have to pay for it.

Secondly, the teams intend to build a bike that fi ts the rider, not just deliver arm stretching power, but sensible and usable performance. It’s a costly process of course, and it’s the reason why these teams are always searching for big dollar-paying sponsors. It’s one thing to have the fastest bike, but then it must be maintained to a high standard all summer long, and sometimes all year long.

That’s what makes it diffi diÿ cult for privateers to be competitive in the small bike class because the 250s can only take so much. Plus in motocross, you never

know what might happen, and you could be dipping into the parts bin more often than expected. “A 450 can go a bit longer, but we check things over between every race. With the 250Fs, you really need to keep a close eye on them because they are at their limit,” adds LeBlanc.

So how much does it cost to build and maintain a factory race bike? The top guys go through about fi ve to six bikes a year, with two set aside for the Nationals (they usually switch to new frames at the halfway point). Going fast on the track typically eats up more parts and requires more attention to the bike when being serviced. While riders are training

down south, every few weeks they send their bikes back to the shop for a good servicing. If anything needs replacing, it’s done properly by the tech guy and then sent back to the rider for more abuse.

I remember former OTSFF Suzuki mechanic, Nick DiCristofaro, telling me how his rider, Jeremy Medaglia, would wear out subframes on his RMZs. “The bikes would be shipped back to the shop, literally in boxes and pieces.” When you add it all up, the practice bikes, parts, labour, oils, lubes, research … the cost is well over $50,000 per rider for the season. And if bad luck should occur, those costs could easily and quickly increase.

“THERE ARE TWO THINGS THAT MAKE RIDING FOR A TEAM A REAL DREAM FOR RACERS. YOU HAVE THE CONFIDENCE KNOWING YOUR BIKE IS SERVICED OVER AND OVER AGAIN BEFORE EACH RIDE, AND YOU DON’T HAVE TO PAY FOR IT. SECONDLY, THE TEAMS INTEND TO BUILD A BIKE THAT FITS THE RIDER, NOT JUST DELIVER ARM STRETCHING POWER, BUT SENSIBLE AND USABLE PERFORMANCE.”

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last minute

as always

“ WHEN YOU ADD IT ALL UP, THE PRACTICE BIKES, PARTS, LABOUR, OILS, LUBES, RESEARCH … THE COST IS WELL OVER $50,000 PER RIDER FOR THE SEASON. AND IF BAD LUCK SHOULD OCCUR, THOSE COSTS COULD EASILY AND QUICKLY INCREASE.”

There is always a big rush leading up to the Nationals when spring arrives. For instance, this year, we waited anxiously to see where Tyler Medaglia would end up. There was talk of him doing his own deal on Kawasaki, KTM or Husqvarna through Freedom Cycle, and then when Cole Thompson injured his knee in supercross, Medaglia was called back to the KTM Canada team. The biggest reason Tyler wanted to stick with KTM from the beginning was because he enjoyed their 450 and wanted to spend a year developing the bike rather than starting all over again on a di˜ erent brand.

Monster Energy Leading Edge Kawasaki is doing the most dancing a month before round one in Nanaimo. Their hired gun from Australia, Brett Metcalfe, was signed on the dotted line to return

and defend his title (for big bucks, we hear) but at the last minute got the call to ride for Monster Energy Kawasaki in the AMA Nationals. The past 450 AMA motocross winner couldn’t pass up the opportunity to return to the US so he took it. It was a shock to Jason Hughes, his team and sponsors, as Metcalfe rode amazing last year and really made a good impression with Canadian fans. It wouldn’t be a simple task replacing him. However, just as we were going to press, Josh Hill was announced as Leading Edge’s KX450F rider and has been pounding laps in California to prepare for our Nationals. He will be riding a bike outfi tted with #175, and judging by his practicing/testing, he looked quite happy whipping up the Luc Couette tuned Kawasaki.

the

One of the best things about attending the first round of the Nationals is seeing all of the race bikes for the first time. Even the ‘little guys’ like Redemption Racing, the Allison brothers, Machine Racing and Devil’s Lake produce impressive motocross artwork. The thought of ‘What is it like riding one of those bikes?’ is rolling through every rider’s head, and for 99.9 percent of us, we will most likely never get a chance to ride such a fine piece of moto machinery.

With this year’s MX2 and MX1 classes featuring the deepest fields ever, in terms of speed and notoriety, a good bike may be the benefactor in determining the ultimate winner come Walton.

We will soon find out who put in the most time, e˜ ort—and of course money—into building a race winning machine.

unveiling

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2014-05-12 2:20 PM 2014-05-12 3:39 PM

AGGRESSIVE RACING: A LOST ART OR A SIGN OF THE TIMES?

BY BRENT WORRALL PHOTOS BY JAMES LISSIMORE, CLAYTON RACICOT, BILL PETRO

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he winter racing season, which keeps race fans like myself occupied with our passion and our moto appetite perpetually primed and fueled around the calendar, is in the history books for another year. I, like most of my breed, are thankful for these events and the commitments and sacrifices made by those who provide such a great, top level product enjoyed by millions. In this past AMA Supercross and Future West Arenacross seasons, there were more than a few incidents that had tempers flared, threats made, motocross chat boards full of prognostication and opinions from pundits who wear their collective bench racing feathers on their sleeves. I was even able to verify when I interviewed Mike Alessi that a death threat had been made towards him on one of his social media feeds after a highly publicized supercross incident that sent Brock Tickle flying. Over and above the fines that were levied, accompanied by probation terms, we were left wondering if at each ensuing race, would we see more of the same or would there be any type of retribution or payback. These incidents brought me to thinking of what has changed in this department or if anything has changed at all. Racing is racing and rubbing is racing, right?

T

Well, let me go back a few days, okay years. I got my start in the early ‘70s and was fortunate enough to rub elbows with and witness some of the best ever in their prime from this country and the south. When thinking back to the most memorable or infamous battles I ever witnessed, Saddleback Park in 1981 at the 250cc AMA National, in what has been called ‘The Saddleback Massacre’ between Bob “Hurricane” Hannah and Kent Howerton gets top billing. I was a wide eyed 15 year-old who was scheduled to represent Canada and race in the World Mini Grand Prix Yamaha Race of Champions a week later on that same fabled race track. I was trackside and as close to the action as physically possible, enmeshed in the snow fencing that separated me only a few short feet from the on-track war. I was completely enthralled and enamoured with my heroes on the track, coupled with the smell of mixed fuel and the illuminated bright reflection of that historical circuit’s prominent blue groove.

Little did I realize I was witnessing a racing moment that, to this day, would go down as one of the fiercest battles between two of this sport’s bitterest of rivals. Special it was, and it will always have a much talked about place in the archived history books of an era where motocross racing resembled a full contact sport. Yes, that battle has been highly publicized, and Bob Hannah has openly said that he felt he was antagonized enough

by Kent on the track and in the media that he wanted to do only one thing and that was beat Kent at all costs. He openly admitted that he t-boned him intentionally more than once and succeeded in knocking him off is

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AGGRESSIVE RACING: A LOST ART OR A SIGN OF THE TIMES? Above: The Kawasaki Canadian Arenacross Series produced some very aggressive racing, especially in the short Dash for Cash races.”

motorcycle. Hannah ended up prevailing that day in his comeback from a leg fracture on a motorcycle that was a sub pair piece of equipment in comparison to Howerton’s. Hannah, in his own words, called the bike “an overweight tub of shit”. There have been many men over the years that followed in Bob’s footsteps and made a reputation for themselves as ones that would do whatever they had to do to get around their competitors, and had the will to win at all costs.

There’s a laundry list of old names such as Hannah dating far back in my memory bank like Roger DeCoster, former World Motocross Champion, the ‘Feared Flying Finn’ Heikki Mikkola, Ron Lechein, Jeff ataisevich, Damon Bradshaw, and in this country none

Little did I realize I was witnessing a racing moment that, to this day, would go down as one of the fiercest battles between two of this sport’s bitterest of rivals.”

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other than Ross ‘Rollerball’ Pederson, Carl Vaillancourt, Mike Harnden, Doug Dehaan, Chris Pomeroy and Kyle Beaton. For argument sake, anyone could increase this list but that is not the point of my exercise. All these riders and many, many more in the prime of their careers at one point or another would not hesitate to make a pass at all costs. Even if the price to be paid was taking one self out in the process, that was the way it was but the riders managed to police themselves.

Yes, there were incidents where the sanctioning bodies would have a chat with the odd one but it seemed the hierarchy amongst men in the physical sense played a big part in the way these individuals policed themselves.

You knew where you stood and if a line was crossed you were held accountable for your actions.

In 1982, my second year on a 125 at a B.C. Championship race on my KX125, I was battling the likes of Rob Vandieman, Rick Yargeau, Terry Hofoss, and Ed Wagstaff. Ed got by me and I was fading badly on the last

lap. On the last straight heading into the hairpin right hand tower finish turn at Aldergrove, Rick Vandieman, Rob’s older brother, went by my. I was frustrated and as I entered the turn had my braking radar set on Rick’s leg!

Why? Not because I wanted to finish 5th but because I wanted to knock him down. When I didn’t go down and Rick did, I knew at that moment I was going to have to answer to an older, tougher individual, and needless to say I was not looking forward to it. I remember that moment of confrontation, being 17 and ready to own up to my actions for the first time in my racing career.

It had not been an issue to that point as I had yet had to battle for anything that fiercely at the top level, and had been used to ruling the roost on small bikes. Rick was not happy, to say the least, and his exact words were “Brent, I have no idea why you did that to me but I don’t want you to ever do it again.” I am pretty sure my response was “ok” and I moved forward. I can’t think of many times where the same racing discourtesy was sent my direc-

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Left: Sometimes the racing went from aggressive to downright dirty.

tion. Maybe it was but I have more good memories than bad from my racing days.

I often wonder about the riders who line up now at the top level in this country or at an AMA National, Supercross, World Championship race or even the Motocross of Nations for that matter.

Is there still the same hierarchy of riders feared like they once were by their competitors? I often wondered if you went to the line at one of these events and asked any one of them to look to the left or the right of them and have them tell you honestly who they feared, would they be truthful? Do they really fear their competition like the ‘Rollerball’ was feared, Stanton when he had to face a ravenous Damon Bradshaw, or in ‘79 in the US when riders had to line up against a Wheel Smith Maico with a fast, furious, wild and unpredictable Danny ‘Magoo’ Chandler in the saddle, or the likes of Hannah, who more often than not looked like he was a Rag Doll Rodeo Clown doing everything in his power to stay on his Steel Bronco at top speed.

Not to take anything away from our modern heroes but things are definitely different on many levels, so there again, what else is different? The equipment is different; much heavier by a lot. I know when in the trenches this past winter at the Chilliwack Arenacross, I talked about this very point with my friend Ryan Lockhart and he agreed that there was a little bit more of an amicable respect amongst competitors as a result of what the consequences are based on a heavier type of block pass. But you know, as the series unfolded in the heat of the battle there were times when common sense took a back seat to the heat of the battle. Why? That’s racing, maybe? I believe it is more about passion and pride when the thickness of the issue narrows to a skinny, like that day I t-boned Vandieman. I just did not want him to finish ahead of me and I was frustrated. Does that make me, or anyone on the giving end of one of these occasions, a bad man? No, we are extremely passionate human beings who make scarifies around the clock for what we love in quest of our glory

moments, whatever they may be. I have not met too many of my own kind that has not or would not stand up to defend his actions. We are human beings and we all have our moments. No matter what changes, this will remain as the common denominator that always leads to more on-track excitement! In the case of the Arenacross Series, it was 12 rounds, 24 pro motos in total, and when you have ‘Type A’ personalities up close in person that race many weekends in a row, things are going to heat up. I am not going to get into the incidents but there were three that come to mind, and if you were there you saw it and if you weren’t you heard about it. I know for a fact that all those involved did what has enabled them to get to the level they had in their collective racing careers, and that is to look forward and not back.

Hearing about it is the segway into what I believe is the second largest reason we do not see the amount of ‘Racing Incidents’ that we did back in the day. Technology, whether you agree or not, and the world wide web in all its

Above: When Damon Bradshaw turned Pro in 1988 he brought with him an aggressive style that had never been seen before.

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instant gratifying glory allows everyone an instant connection to racing incidents. Social Media is out of control and can benefit so many aspects of the sport. It has definitely impacted what is tolerated and what is not. Back in the day, nobody knew of half the crap that went down on the track, and when it was reported it came out a week later in Cycle News. I raced some national tracks in this country where there were stretches that not even the flaggers saw what went on. These days, there are more people around, everyone has a cell phone, and seldom does anything questionable fly under the radar. In an instant with one Tweet, Instagram, Facebook post or YouTube video, a rider or an incident can be judged by the jury of human perception. Yes, most of the time it is what it appears but sometimes it is not, and I truly believe that riders would rather not have to deal with the aftermath, consequence or loss of fan base from doing something questionable. It would be easy to say “who cares, it doesn’t matter. I am focused and pinning it so screw whoever.

You better hang on buddy, I’m going for it.” Wrong, there is so much at stake that these riders need their fan base, they need the support. Back in the day, Bob Hannah’s personality was, well, I will just say ‘different’, but you know what, people loved him. Why? Because he was there for the fans, he was accountable and he always made himself available! When the other riders’ fans had come to see them and they had gone back to their hotel, there was Bob. How could you not want to cheer for someone who gave you, the fan, what you wanted, someone to cheer for who valued you as much as you valued him?

I remember waiting for Bob Hannah outside the Seattle Kingdome in ‘78 forever, but you know what, he showed like he said he would.

With technological advancements comes better equipment. The equipment we are seeing guys lined up on is cutting edge. I asked Ryan Lockhart what his most intense battle ever in

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Above: Ross Johnson and Ryan Lockhart used aggressive passes like this one to get to the front on the tight AX tracks.

AGGRESSIVE RACING: A LOST ART OR A SIGN OF THE TIMES? Canadian moto was, and his response was a fierce battle between himself and Mitch Cooke at the Moncton Arenacross in 2001. I asked Ryan who won and he said ‘Not me, I ended up on the ground.” I also got the savvy veteran’s thoughts on the game as we now see it in regards to contact and why he thought it has dissipated over the years.

Ryan said, “The speed of the bikes and the tracks is the biggest factor.”

Ryan went on to talk about the types of bowl turns in Supercross, which dictate that a rider maintain as much flow and corner

In an instant with one Tweet, Instagram, Facebook post or YouTube video, a rider or an incident can be judged by the jury of human perception.”

Above: American rider Topher Ingalls has proven over the years to be one of the most aggressive riders at the Canadian Nationals.

speed, negotiating the type of stop and turn contact. He mentioned the speed of the arenacross tracks this past winter and felt that the change in that department has things permitting less contact. Ryan did end up in one of those contact situations I talked about earlier with Cycle North’s Ross Johnson in a Dash for Cash, which was almost a carbon copy of the game of cat and mouse that Malcom Stewart and Zack Osborne played with each other at the Seattle Supercross, which saw Malcom fined $5,000.

Times and technology have changed, and not only how the game is played on the track. It seems there is so much more at stake whether it be in the form of public perception, attaining / losing a fan base, or just plain dollars and cents at the end of the day. I for one continue to look forward to the next race whether it is at the local track or at the National level, because the more times and technology change, I know the people that make the sport will not!

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2014-05-06 4:18PM PM 5/5/14 12:10

A night to remember WORDS BY CHRIS POMEROY AND MIKE CHAN | PHOTOS BY JAMES LISSIMORE

A

Above: Justin Bogle and Miss Supercross take a ‘selfi e” after the main event.

fter years of attending the original Toronto Supercross back in the old Exhibition Stadium, or the “Mistake By The Lake” as it was a˜ ectionately known in the 1980s, when the race finally did move to the new, enclosed, state of the art Skydome in 1989, everyone was extremely happy because what Mother Nature decided to give us on the day of the event was now inconsequential. But, as nice as it was to be inside and protected from the elements, those early days at Exhibition Stadium were special to me as each year I was attending the event with my Dad as just a fan of this relatively new sport of supercross.

Going to the Toronto Supercross then was an annual event that we looked forward to from the moment the tickets went on sale. I remember we’d always buy our tickets at the winter Toronto Motorcycle show; together we’d go to the booth, look over the brochure and pick our seats. Of course, I always wanted two seats in the first few rows but at the time our family finances dictated that we sit a little further back from the action. A month or so later we received our tickets in the mail and they would sit on my dresser while I’d count the long days until the race.

However, of all the memories I have from those early days, my most vivid one comes from the moment my Dad and I stepped o˜ the Go Train and approached the south end of the stadium. At the end of that part of the fi eld you could get a glimpse of what was inside. All of a sudden we could see, hear and smell the bikes that were out for practice.

As a kid and as a racer who was just starting out, the desire to be one of those supercross daredevils was overwhelming.

Fast forward to present day, obviously a lot of time has gone by. Personally, I did get to realize that boyhood dream as I was able to compete in the Toronto Supercross on more than one occasion. I was one of the lucky ones and I now have the pleasure of seeing my life

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Left: As you can see, there isn’t a lot of room in the fi rst turn in Supercross.

Left: The #46 is one tough kid. Here he’s asking for his injured shoulder to be popped back in.

Centre: After casing a triple on press day Davey Fraser was a little off the pace for the rest of the weekend.

Right: It was only fitting that Cole Thompson saved his best ride of the Supercross season for his hometown crowd.

Below: As with every year in Toronto, the deep ruts made the track one of the toughest of the season for the top riders in the world.

come full circle as I got to take my son to this incredible event.

This year in Toronto there were a lot of first time fans, parents and kids attending their very first supercross. How do I know this? Well, even though it was cold outside that night, as I arrived at the Rogers Centre I could hear kids and families talking about how excited they were to finally witness our exciting sport!

I know what this feeling felt like 30 years ago, but to get some insight as to how it feels in 2014, we asked one of our MXP designers to tell us how he felt taking his daughter to her very first Toronto Supercross.

Following are the words of Mike Chan: MOTOCROSS PERFORMANCE

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“I’ll admit that I was a little upset when I found out my seats for the Toronto stop on the Monster Energy Supercross tour were way up in the bleachers of Rogers Centre. Well, I wasn’t actually that upset because the tickets were free. Truth be told, I would’ve gladly paid to watch the event as it was going to be the first live event I’ve attended since starting at MXP. Like many sports, it is one thing to see it on television or online, but it’s a completely di˜ erent experience in person. After over a year of only seeing motocross on my screen, I was definitely excited to watch a race live.

As I walked with my daughter, Audrey, up the ramps to the highest level of the stadium, I thought back to the first and only other time I’d been to a motocross event, which was also at Rogers Centre. We were probably 20 seats back from the front, down in the 100 level. I remember being absolutely floored by the distances the riders were travelling in the air. Added to that, the fact that it was a race really impressed me. It was fast and quite exciting. This year I was up in the 500 level with a viewing distance that would make the riders look like ants.

As we got to our seats though, I realized that I didn’t consider the benefi t of being up so high – I could see the entire track! We watched the bulldozers groom the course, and we were well into our popcorn before the first race was scheduled to begin. As a snowboarder, I definitely appreciate a well maintained jump. There is enough to think about as you prep for take-o˜ ; all the proper body positions and places to grab while in the air, and then looking for that landing if you’ve done everything right. The last thing I want to be worrying about is if the take-o˜ or landing is rutted or icy. In

“THE GUY BEHIND ME SEEMED TO KNOW ALL OF THE RIDERS AND WAS COMMENTATING LIKE IT WAS HIS JOB. IT WAS OBVIOUS THAT EVERYONE UP HIGH WERE REAL FANS, JUST LIKE IN THE GREYS AT TORONTO MAPLE LEAFS GAMES!” MOTOCROSS PERFORMANCE

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A night to remember

“I TRY TO TAKE MY NINE YEAR-OLD DAUGHTER TO A VARIETY OF EVENTS AROUND THE CITY, AND IT’S SOMETIMES HARD TO PREDICT WHICH ONES SHE’LL LIKE. I WAS HAPPY TO SEE THAT SHE WAS ATTENTIVE, AND THE FACT THAT SHE WAS ASKING ME QUESTIONS THE ENTIRE NIGHT PROVED SHE WAS REALLY INTERESTED IN WHAT SHE WAS WATCHING!“ that sense, watching the bulldozers meticulously push the dirt around to ensure everything was perfect was fairly entertaining for me.

Then, in the blink of an eye, the lights were out, flames were spewing, and the riders were being introduced. The only riding I do is on my bicycle back and forth from work every day. While it’s dicey commuting from uptown to downtown Toronto and back, it obviously pales in comparison to what we were witnessing.

Before the races started, one of the riders twisted the throttle, launched himself o˜ the side of a berm and landed on the transition of a jump intended for another takeo˜ . He must have traveled at least 50 feet on what seemed like an improv stunt. The crowd cheered, and my daughter and I were with them.

We watched the first few races, and I admittedly knew very few of the riders although I knew I needed to keep my eye on Ryan Villopoto. While he made some pretty impressive passes in his first moto, he seemed to lose all of his steam after that. As well, we were noticing that after the holeshot and the first lap, whoever managed to get in the front stayed there.

As the event went on, I noticed the dudes beside me were definitely enjoying the beers regardless of ridiculously high prices. The people to my right came all the way from Nova Scotia just to watch this event, and after it was over they were

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on their way home. The people in front of me were from somewhere north of Sault St. Marie and had pulled o˜ an epic drive to get to Rogers Centre on time. The guy behind me seemed to know all of the riders and was commentating like it was his job. It was obvious that everyone up high were real fans, just like in the greys at Toronto Maple Leafs games!

I was learning quickly and tried to take in as much as I could. All of the di˜ erent flags at the finish line were pretty easy to follow. The coordination for the guys on the ground waving the blue flags really impressed me. I try to take my nine year-old daughter to a variety of events around the city, and it’s sometimes hard to predict which ones she’ll like. I was happy to see that she was attentive, and the fact that she was asking me questions the entire night proved she was really interested in what she was watching!

When it came to the last race, I proposed a bet with my daughter to try to guess the winner. If I won, I got to eat the rest of the popcorn. If she won, I’d let her stay up an hour or so past her bedtime. Against my better judgment, considering his performance and the high stakes involved (!), I chose Ryan Villopoto. Audrey chose James Stewart.

After the first few laps, both of our selections were well back from the front.

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Everyone around us was glued to the race. The guy behind us was providing expert commentary to everyone within earshot, the dudes beside us had chugged their astronomically priced beers before the race and were all focused on the main event, and the group from Nova Scotia were cheering like they didn’t care if they would end up losing their voices.

Unlike the previous heats we watched, we saw something different. The yellow Suzuki with bright yellow rims started passing guys – a LOT of guys! The first couple he passed went fairly unnoticed, but every pass after that the crowd started getting louder and louder. On the seventh

lap, he passed #1 on the inside of a turn. With only a few laps to go #7 was in the top three. The whole stadium was behind him now. When he made a pass to get into second place, the crowd went wild. Everyone knew who to keep their eyes on. I glanced over to see my daughter focusing on the yellow bike with a grin on her face. Finally, when James Stewart passed Justin Barcia on lap 15, the stadium erupted with thundering ovation.

We watched James Stewart go from 14th to 1st, putting himself second on the all-time win list in the process. Best of all, we had the perfect seats to watch the whole thing happen.�

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PHOTO//SHANE RUIZ

WESAGEE//METALMULISHA .COM

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A night to remember

As you can read from Mike’s words, the 2014 Toronto Supercross was a huge success. Whether you were a seasoned SX fan or a first timer, this sport has something for everyone as watching it live provides a plethora of excitement. This year it was series veteran James Stewart who put on the most impressive show. His mid-pack to first charge was historic as we all got a glimpse of what greatness on a dirt bike looks like. Canadian riders Cole Thompson and Davey Fraser also had great nights as Cole finished with a season high fi fth in the main event and Davey came up just short of making the night show. In the KTMJR SX race, it was the little kids’ turn to shine and put on a show. Brantford, Ontario’s Preston Masciangelo was the eventual winner as he showed the Toronto crowd that Canadian kids know how to ride SX as well.

With this event becoming so successful in the last few years, it was quite disappointing to hear talk that there might not be a Toronto Supercross in 2015. With the fast approaching Pan Am Games in Toronto, the Roger’s Centre will no doubt be one of the focal points of this global event. As impressive as the famous stadium still is, it needs a little bit of TLC both inside and out. With the Toronto Blue Jays using the field from April to October, it only leaves the winter to get some work done on the field. With any luck, the Toronto SX takes a year o˜ then comes back strong in 2016 and beyond. For long time, diehard fans like myself and for new fans like Mike and his daughter, it’s imperative that this event returns, for no other reason than it gives young Canadian Supercross fans a chance to get up close and personal with their heroes and dream about one day lining up beside them - just like it did for me some thirty years ago. See you, hopefully, in 2016!!

Above: James Stewart’s come from behind ride was one of the best of his career. He had the large Toronto crowd on their feet for much of the 20 lap main event.

Left: The last time these two were this close they were banging bars. Canadian legend Ross “Rollerball” Pederson and Jim “Hollywood” Holley share multiple Canadian supercross wins.

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~ CALIFORNIA ~

est.

1986

PEDA LING IN TO THE HE A RT OF THE POWERSPORT COMMUNIT Y WORDS BY CHRIS POMEROY • PHOTOS BY MARIN STAFF AND JAMES LISSIMORE

For over a century people have relied on bicycles as a means of travel and recreation. These days pro motocross riders around the world use bicycles everyday as an important training tool. In Canada, many of our top pro riders use Marin Bikes as their bicycle of choice. Here is the Marin Story.

Bicycles have obviously been around since before we were put on this earth. This planet’s inhabitants have used them to get around for many, many years.

Over the last century, bicycles have given way to automobiles as a means of travel and getting from point A to point B. However, in recent years, they’ve made a small comeback as a commuter vehicle as gas prices have increased and mankind’s desire to reduce their carbon footprint has also grown. It seems as though bicycles are our past, our present and they will be a big part of our future.

Athletes have also used bicycles as a means of training for many years. Back in the 1980s, motocross riders like Jeff ard and Johnny O’Mara would cross train on them, and as you may recall, they were two of the fittest riders on the circuit in those days. In fact, after his racing career ended, O’Mara transferred his skills to bicycle racing and actually won a National Championship on his mountain bike. These days, almost every single top rider uses either a road bike, a mountain bike or both to train for racing. Since bicycles are easy on a rider’s joints and considering it’s easy to monitor one’s heart rate while riding, it’s logical to see why a bicycle is a ‘must have’ in a rider’s training arsenal.

In Canada where our top riders are as fit as any in

the world of sport, a handful are sponsored by Marin Bicycles. Riders such Colton Facciotti, Bobby Kiniry, Jeremy Medaglia and Austin Politelli put thousands of miles on their Marin bicycles each year. Most days when these riders are not out riding their dirt bikes, they can be seen pedaling down the road with their heart rates to the max. If you feel like you need to improve on your level of fitness, for a few hundred dollars you can purchase a Marin Bicycle and your life will instantly improve.

Marin Bicycles have been a fixture in Canada since 1990, but their history is very interesting.

First developed in the hills near San Francisco where many claim mountain biking got its start, Marin Bicycles began selling bikes in 1986. Marin’s early models were inspired by Mt. Tamalpais, and their bicycles were originally named after the trails that traversed its slopes. Marin founder Bob Buckley was a rider himself, and back then all he had was a vision. As he rode through the trails of Mt. Tamalpais he had an idea to develop Marin bikes based solely on what terrain he encountered. For instance, the “Rocky Ridge” model was designed around one of the trails he rode that was littered with rocks. This R&D practice served Marin well as their customers loved that they could purchase a bicycle that was

specifically catered to the conditions they rode.

After Marin’s successful debut in the US market, the company solidified their presence in Canada during the early part of the 1990s. Working through the aftermarket distributor Tucker Rocky, the Marin brand did well but it seemed to be missing something to put it over the top. In the late ‘90s, Tucker Rocky gave up on Marin but shortly thereafter, Lisa Jaggard took over and Marin Canada was reborn out in bicycle-crazy British Columbia. With Lisa at the helm, the brand was able to acquire solid footing in the marketplace, which is when Canadians in the west started to embrace Marin the same way the Americans did in the ‘80s.

Everything was going well with Marin, despite the tough economic times of the mid-2000s, but unlike another American bicycle company, Specialized, Marin had yet to make inroads with athletes in the power sport and action sport industries. Of course, that was until Lisa Jaggard’s brother, Allan, saw an opportunity to connect Marin with Ontario retail giant Royal Distributing in the winter of 2012. Royal Distributing loved the idea and when spring came early in March of 2012, Marin bicycles started flying off Royal’s shelves. It was a match made in heaven. With Royal Distributing participating as the title sponsor of

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C O LT O N FA C C I O T T I Three-time CMRC MX1 Canadian Champion

HAILEY LARSON 2013 CMRC Western Canadian Women’s National MX Champion

Obviously, motocross is one of if not the toughest and most demanding sports in the world, and you have to be in great shape to be successful at it. Since it’s so hard on your body, training on bicycles is a great, low impact way of getting in shape. I’ve been riding Marin bikes for two years now and I’ve loved every minute of it. I have a road bike as well as a mountain bike and I use them both all the time. Actually, I’ve been doing a little more mountain biking lately because it simulates riding a dirt bike a little more.

I’ve been riding a long time now and I really like a certain set up on my GDR CRF450. I also have my Marin bikes set up a certain way so I feel completely comfortable on them. With my leg injury last year, the first thing I was allowed to do was ride my bicycle. Even though it wasn’t my dirt bike, it still felt great to get back on two wheels. Riding my Marin last summer actually helped my healing process and made it a lot easier to get back to doing what I love riding motorcycles.

Although I’ve only been riding a Marin bike for a year, I really do love it. I started riding one last summer during the 2013 Women’s West Series and right away I felt comfortable on it. I’ve ridden a lot of bicycles in my life, but with the Marin I feel more confident than ever before. Whether it’s hitting jumps or riding in the trails, it’s amazing how my Marin handles. I use mine for both training and just plain having fun. It’s the perfect bike for what I like to do.

the KTM Canada race team, top riders such as Colton Facciotti and Kaven Benoit began using Marin Bicycles as their number one training device.

Today, Marin bicycles are one of Royal Distributing’s top selling products because with Marin’s fleet there is a bike for all ages and abilities.

In Canadian motocross, the names of the riders that use Marin’s bikes read like a who’s who on the national stage.

With gas prices not likely to ever return to their pre-2009 levels and with everyone’s environmental awareness increasing, bicycles are and always will be a viable option for traveling short distances.

Also, with our youth spending more time indoors than ever, a good quality bicycle provides a child the perfect reason to head outside and have some fun.

Marin is aware that bicycles serve many purposes in today’s society, and their evolving product line still fits in with Bob Buckley’s vision from those early bay area days. If you want a great bike at a great price, go out and try one; you won’t be disappointed. After all, if they can withstand the torture and countless number of miles ridden by Canada’s top motocross riders, they’re probably good enough for anyone. If you’d like to know more about Marin bicycles, you can visit them at http://www.marinbikes.com/ca.

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DYL AN K AEL I N Top Contender in the MX1 Class

I have a Marin Stelvio; I absolutely love the bike. It easily motivates me to head out and get a ride in regardless of the weather. It’s a comfortable ride that also has the rigid feel for those TT rides. A few add-ons to the bicycle and it really gets people’s heads turning. The carbon clincher wheel set really looks sharp with the paint scheme Marin provides.

I love riding bicycles and I have for a long time.

Whether it’s for training, having fun or just getting somewhere, I ride bicycles a lot and it’s great to have an awesome bike like my Marin to ride.

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CHR I S POMEROY Former National #3, and 2013 +40 TransCan Champion

Since I’ve been racing for a long time and I obviously love anything with two wheels, bicycles have been a big part of my life. Like most of us, before I was able to ride a dirt bike I was bombing around on my bicycle pretending it had a motor. Over the years I’ve probably ridden about twenty different bicycles ranging from BMX to road bikes.

However, last summer when I got on my new Marin and hit the terrain on the Bruce Trail, I finally fell in love with a bicycle. Whether the trail was single track, open trail or rocky, my Marin Hard Tail handled everything with ease and I found myself actually looking forward to riding every day. I love my bike so much that I went out and bought my six year-old son a Marin, and together we rode the trails all of last summer.

Since spring is now here and summer is right around the corner, I can’t wait to get out and start riding again. Like a dirt bike, a bicycle should feel like an extension of you and you should feel completely confident on it. Right from day one I felt like I’d been riding my Marin my whole life; I think that’s what I like most about it. It’s also great that Marin makes high quality kids bicycles. My son think’s it is pretty cool that we both have matching Marins.

~ CALIFORNIA ~

est.

1986

JEREMY MEDAGLI A C M R C N AT I O N A L # 4 MXP: What type of Marin are you currently using for training, a road bike, a mountain bike or both?

JM: I currently use both a Marin Stelvio road bike and a Marin Rift Zone. I love both of these bikes and they definitely help make training fun.

Q: What do you like about training on a bicycle to get in shape for your racing endeavours?

A: I really enjoy training on my Marin bikes because it allows me to switch things up. I am fortunate enough to have both an on and off-road bike; that alone adds to the variety of training I can do. When you reach the pro level you need to be training almost every day so I definitely like to cycle and give the body a break from the pounding and wear that you get from other cardio training like running, etc.

Q: We know that since some motocross riders spend so much time on a bicycle they eventually get the urge to try racing one. Do you like bicycling as a sport or do you just do it for the training benefits?

A: I use cycling mostly as a training tool but I also enjoy getting out with a group of buddies for a spin. Riding in a group is fun because you’re training at the same time. I might look at racing bicycles when I’m done racing dirt bikes, but for now I’ll just stick to using my Marins for training and having fun.

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IT All STARTS WITH A

LITTLE FAITH B Y D A N N Y B R A U LT PHOTOS BY REDEMPTION RACING & JAMES LISSIMORE

Danny Brault goes in depth to see how Redemption Racing is competing with a higher power. osh Snider never thought it was possible to bring together his two biggest passions: Christianity and motocross. With a little faith, however, he’s grown Redemption Racing from a mustard seed into a cornerstone on the Canadian National circuit.

Growing up and racing motocross in Southwestern Ontario, now 32 year-old Josh Snider never imagined he would one day blend his love of racing with his passion for Jesus. In fact, when he first started in the sport at 16, his grandparents didn’t agree with the idea of Josh missing church to go racing on Sundays. Eventually their mindset changed, especially when they saw how Josh brought the church to the track where many may not necessarily walk

J

A top-10 finisher in Eastern MX1 rounds last year, Seth Rarick is running under the Redemption Racing banner in 2014, racing a KTM 250 SX two-stroke in the MX2 class.

into a church but will attend his trackside chapel services.

Despite a late start to racing, Snider moved up the ranks quickly, winning motos and showing good speed in Beginner, Junior and Intermediate before moving up to Pro in 2004. He was never considered a ‘title threat,’ but the longtime Kawasaki rider (his team switched to KTM in 2013) did finish on the podium in one MX1 moto—at Morden, Manitoba in 2007 when the infamous ‘rider boycott’ took place—and he’s mixed it up in the top 10 at different times. Snider is a hard worker with a humble attitude, and while it’s been a couple years since he’s been in race shape, he was a solid rider at both the regional and national level up until 2011.

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Alex Jeffrey (33) returns to Redemption Racing and, like Rarick, has chosen a 250 two-stroke and will move down to the MX2 class.

IT All STARTS WITH A

LITTLE FAITH

Since he was 18, Snider has been supporting his racing career—and a good portion of his Redemption Racing Team—working long, steady hours in the Alberta oil fields during the off-season. When spring arrives, he showers off he muck and flies home to Ontario to spend time with his wife then quickly gets things sorted out for another summer with his traveling moto-ministry.

Sunday morning chapel services began at the Canadian Nationals during 2006 when it was then conducted by Team Faith. The ministry was already a recognized name in the US with

Left: Just as he was getting back up to speed, Gavin Gracyk (4) is taking the summer off to focus on growing his personal training program and heal a nagging wrist injury.

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much of their notoriety coming from their success in the AMA Arenacross Series. After getting his feet wet working and learning from the Team Faith crew, Snider decided to go out on his own and rebrand the Canadian arm, Redemption Racing.

“Because Team Faith was racing in the US and Canada, sponsors were being shared but some of them wanted to keep their support closer to home in the US,” says Snider. “We wanted to keep it going, and so we created the name ‘Redemption Racing.’ I still keep in touch with Team Faith, but they operate as the US ministry as we do in Canada.”

One of the first sponsors to jump on board with Redemption, and the one that really gave the young pastor a shot in the arm to keep going, was Mainland Sand & Gravel out of Langley, BC. After experiencing their family’s first National in Nanaimo in 2009, Brent Carlson and his wife were inspired to donate to Snider’s ministry.

“It was ten o’clock the night before the Nanaimo National, and I said to the kids, “Hey, we’ve never been to a National, let’s go to The Wastelands tomorrow!” recalls Carlson. “During intermission at the race, I walked over to the Team Faith pit and just said ‘Hi’ to Josh’s dad, Dave. Well, you know Dave, right? He’s just a great guy and we talked for a bit. My kids laugh at

me for going up to people and starting a conversation out of nowhere, but that’s me and I’m glad I did. They have such an amazing, warming presence.

My son Trevor races motocross and, for me, it’s important for him to have a place like that to go and share when things get tough.”

That conversation with Dave Snider, and experiencing what Team Faith and their family was bringing to the track, stuck with Carlson.

“We hadn’t even talked to Josh, but the next spring, my wife and I agreed that we thought this was a good thing and we wanted to see it keep going, so we put a cheque in the mail, nothing huge, and sent it to Josh.”

Upon receiving the donation, it felt like an answered prayer to Josh as he was worried if he would have the funds necessary to go racing that year.

“I really couldn’t believe it,” he recalls. “It was just what I needed, right when I needed it most. That’s when I decided it was meant to happen and kept pushing forward.”

Along with Mainland Sand & Gravel and the Carlson family, Snider has enjoyed a longtime friendship and partnership with Scott Jeffrey and his family, who are based out of Whitby, Ontario. Scott’s sons had spent time practicing and training with Josh and they too saw potential in his idea to provide services at the Nationals.

“It’s been a really great experience and we’ve learned so much from the riders, mechanics and going across the country following the series,” says Scott, who sponsors Redemption heavily through his company Jeffrey Homes. “I really hope to be working with Josh in the long term and developing Redemption into a champion contender. I think we can do it. We have All Weather Windows from Edmonton stepping up this year, which is an outside sponsor and those are usually the hardest ones to secure.”

Redemption Racing has yet to benefit from any type of major manufacturer affiliation, but if they keep achieving results like they have been, it may not be long before one signs on.

At the moment however, Snider is quite happy with support he’s receiving from GP Bikes, a KTM dealership in Whitby.

“The owner, Jerry (Ordanis Jr.), is a Christian and really likes what we’re doing,” says Snider. “He’s not necessarily a huge motocross fan, but he’s been

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really good to us and is continuing to help us with bikes and parts.”

Some notable riders have ridden under the Team Faith/ Redemption Racing banner in Canada including Kevin Johnson, Mason Phillips and most recently Gavin Gracyk. After taking some time off acing due to some hardships and lost loved ones, Gracyk completed two full seasons with Redemption and was starting to get back up to the speed that once made him a title contender.

Once again, though, Gracyk is deciding to sit this year out.

“Gavin hurt his wrist at the second round of AMA Arenacross series and it’s still causing him some problems,” says Snider. “We talked a bunch and decided it was best for him to take a break. He’s been training Zach Bell and some other fast kids in the States, and he’s also a personal trainer at a gym. That’s what provides most of his income so he’s going to focus on that for now.”

With a humble budget like Redemption’s, it won’t be easy finding a rider to fill Gracyk’s shoes. Someone who doesn’t break the bank but can consistently fight for top-5, top-10 finishes.

“Along with the Jeffrey brothers, we have Seth Rarick from New York joining us,” discusses Snider on their lineup for 2014. “He came to Canada for the first time last year, did some of the East Coast MX1 rounds and was top 10 every weekend. At the end of last year, he decided that he’s going to race a 250 two-stroke, which is what our riders are riding as well. We’ll take his bike and gear across the country, give him a place to stay, a pit area, and make sure he’s well fed. We don’t have a lot to offer him, but he’s happy and just pumped to be able to do the entire series.”

At one point, there was talk of Tyler Villopoto replacing Gracyk, but unfortunately things didn’t quite line up.

“He’s searching for direction in life,” says Snider. “Chad Goodwin has a good relationship with him. Tyler was into the idea, he was on board, but of course we couldn’t really pay him to race for us. It was basically to keep him racing and help get things straightened out. After more discussions, he decided that he’s going to stay home in Washington; he’s got a girlfriend that he’s serious with so he’s going to get things organized there.”

Of course, racing success is secondary for Snider and Redemption Racing. The main objective remains

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Left: Jeffrey breaking in his new 250 SX at South of the Border in South Carolina.

Below: Team owner Josh Snider, Crew Chief Chad Goodwin, and Rarick take a break during spring testing.

Racing always comes down to results, and Redemption Racing is delivering them in racing and ministry. If things keep progressing as they are, Redemption will no doubt one day become a serious contender for race wins. They certainly aren’t short on faith and a love for motocross.” spreading the Word, and it’s been growing just as well as their results on the track. Looking back, Snider admits he’s not overly comfortable speaking in front of large groups, and it definitely wasn’t easy to get on stage and share his beliefs at the Nationals.

“I remember the first time I spoke, I was so nervous,” he recalls. “I never could have imagined going up in front of everyone and being so public with my faith. After my first service, Mason Phillips came up to me, shook my hand and said “Hey, thanks, that was really good. That really spoke to me.” A couple of other riders said the same thing. It was really encouraging. If I can help them out for an hour, a day or for their entire life, that’s great.

Our original goal was to see at least one person attend our services. We saw more than one, and the last couple of years we’ve had at least 30 people stick around after rider’s meeting to listen to the service.”

Always a controversial subject, faith and religion, it’s interesting to learn what the most common question or comment that Snider hears.

“The most common thing I hear is people don’t think they’re good enough, that they’ve been too bad,” says Snider, “But we try to focus on the grace and love of God because that’s what it’s all about. It’s about a relation-

IT All STARTS WITH A

LITTLE FAITH

ship, not based on works. We’re there to help people who are struggling through some things and may never turn to God. But because they are telling you the situation, you can share God with them. Hopefully it opens their eyes to the life that God has in store for them, and not necessarily the life that the world says they should have.”

Every year, the Redemption Racing pit area has improved in professionalism and appeal. For 2014, things go a step— well, three steps—further as they have purchased a full-on racing semi and truck.

The truck comes from Mark Boot of Boot Trucking in Lethbridge, Alberta. Boot has known Josh for some time, as Josh raced some Southern Alberta events while working out on the rigs. He too sees a lot of value in the Redemption Racing program and has offered to loan the team a truck, gas card and drivers for all 10 rounds of the National series.

The new truck will be pulling a fully kitted-out racing semi, thanks to Scott Jeffrey, who spotted a good deal on the hauler in California.

Racing always comes down to results, and Redemption Racing is delivering them in racing and ministry. If things keep progressing as they are, Redemption will no doubt one day become a serious contender for race wins. They certainly aren’t short on faith and a love for motocross.

“I love being at the races and doing what we’re doing; everyone loves it— my family, the Jeffreys, our sponsors,” adds Snider. “I would love for it to make some sort of income so I don’t have to work on the oil rigs and be able to spend more time with my wife, but even if it doesn’t, it’s been a great experience.”

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THE

ONE PERCENTERS

Leticia Cline takes us through how resilient women have become in this male dominated industry

BY LETICIA CLINE

ecently, while at Daytona Supercross, I escaped from the exhaustion of walking around and standing in long lines for a much needed break in the media tower. While there, I looked out over the track and pit area and noticed something I sadly hadn’t before. In the sea of people there were women, lots of women.

From Monster Girls, mothers, wives and fans, the amount of females in the crowd seemed to be equal if not be more than the amount of men.

In the past, extreme sports and women have not historically gone together in the same sentence but now that seems to be changing; stereotypes about women on bikes are becoming more and more outdated. In fact, women are now the fastest growing demographic in the motorcycle world. According to the Motorcycle Industry Council, one in every four riders is a woman and that number grows by 67 percent every 5 years.

If this is the case then why has the world of women racing been slow to the change? There are too many factors as to why and this article is hardly long enough to do each answer justice, but I think the biggest concern is that the AMA and MX Pro Racing has not adapted to making women feel more welcomed. This is evident in the downsizing of women’s races. Instead of celebrating women who ride, they seem to pay little to no attention at all, therefore fewer women show up to starting lines at races. Why would they risk their lives for very little acknowledgment?

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Above: Manitoba’s Ami Houde has generated quite the following through social media.

“IN FACT, WOMEN ARE NOW THE FASTEST GROWING DEMOGRAPHIC IN THE MOTORCYCLE WORLD. ACCORDING TO THE MOTORCYCLE INDUSTRY COUNCIL, ONE IN EVERY FOUR RIDERS IS A WOMAN AND THAT NUMBER GROWS BY 67 PERCENT EVERY 5 YEARS.”

The track life isn’t exactly glamorous. Being one step up from constantly camping, it’s a hard, isolated life for anyone and even more so when you’re the minority. It’s not that port-a-potties aren’t great places to do your makeup, the problem is that the amount of focus, dedication, drive and travel tend to separate you from the safety of the rest of the world. A lot of people don’t understand why someone would put their life at such a risk, and they really don’t understand why a woman would do it. Riders, mechanics and teams travel across the country like a traveling circus where the sideshows are the women who ride, the freaks of nature.

Think about it, women have challenges no one else faces in the industry. Everything from whom they date to what type of gear they wear is under a microscope with very little room for error. Women riders are held to a much higher standard, starting out as a negative and having to prove not only their value on a bike but also to constantly maintain their worth. In the eyes of those who don’t understand it, there’s a thin line of being labelled a “Racer Chaser”, “Diesel Dike” or “Renegade”, and one mistake can send you

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flying into the wrong rut for the entire race.

So why do they subject themselves to all of this?

Believe it or not, they love it.

They are the One Percenters; the few who broke away from that limiting societal box and decided to trade their heels for boots, blush in for mud and daintiness for selfrespect. Since they had to fight to get there, women are more committed to the role.

Women should not be put off by a male dominated environment but instead encouraged to embrace the opportunity to push the boundaries.

From a personal perspective, Canada seems to be pulling the holeshot when it comes to having more women involved in motorcycle racing. Riders like Ami Houde, announcers like Erin Bates and Women’s Nationals supporters such as Camille Baker and Denaye Giroux have all helped change the sport in tremendous ways. With more and more women coming to the forefront and showing a genuine interest in the sport, the two former racers worked hard to get sponsors on board and support an East and West Women’s Series. And it looks like this year’s events will be even bigger than the last.

A short time ago I got the opportunity to sit down with my dear friend and rider Ami Houde to get her thoughts on this topic. I met Ami on a motorcycle publicity tour for Honda and Ontario Tourism some time back and gained respect for her after experiencing her talent first hand. I thought that if anyone could shed light on the ups and downs of women motocross it could be her since she has been riding longer than most guys she races against!

You got your start as a little girl on a PW50. What got you interested in motorcycles at such an early age?

My father is a former Canadian National Champion and a Vet World Champion and my parents even met at the race track, so I guess you can say racing is in my blood. My parents never pushed me to race; dirt bikes were introduced to me as just a hobby, and it wasn’t until I was in the Super Mini class (all boys) and getting dead last that my mindset changed.

I was going to do everything I could to get faster and make a name for myself. That is when motocross became my lifestyle.

Q

A

Was that your first introduction to racing?

Actually, there was no 50cc class in Manitoba when I started riding, I just rode around the pits while my Dad raced. It was my Dad who actually started the first kids class in 1993 (when I was 4 years old) with only one other racer kid, who happened to be another girl.

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I’ve noticed the huge following you have on social media sites and seen it first hand at the track; people look up to you. A lot of your supporters seem to be girls who want to become a racer like yourself.

Why do you feel that is?

It’s crazy to think people actually look up to ME because I am still figuring myself out. But I think people can relate to my journey because I have started where the majority of people do… THE BOTTOM. I always had used bikes and used gear; never allowed to be home schooled, not to mention that I even juggled five years of university while I was racing. I went to the races every weekend with my Mom and Dad (and still do). I think most people can relate to the “homegrown” story because it reflects their journey. I share my accomplishments, struggles, and determination to hopefully inspire others. If I can do it, they can too.

Q

Right: Twotime Women’s Western Canadian Champ, Hailey Larson

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Fast forward to 22 years later, what would be some of your best and worst experiences involved in racing?

Best? My best racing experience would have to be being the first Canadian out of men and women to be invited to race the World Championships in Europe. The women’s series there is huge and the fan following for the girls is incredible. But my most meaningful memories I will cherish from my racing career would have to be the emails I receive from girls and boys around the world who tell me that I have inspired them to never give up on their dreams and/or ask for advice and share their stories with me. It’s so humbling and I feel honoured especially after coming from nothing, and working so hard and struggling with the challenges of trying to make a name for myself in this industry. It makes all of that completely worth it when someone tells you that you are his or her role model.

It’s a bigger accomplishment than any championship I have ever won. I want every person to know they can make their dreams reality.

Worst? Being invited to race the World Championships in France and having my shoulder pop out in the first moto. It was a very devastating moment.

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You would have thought women would have proven themselves by now. Why do you think it’s hard for women to make it in racing?

Let’s be honest, there is a very obvious lack of sponsorship and backing from the industry for women.

When I was a girl, the dream was to one day race the WMA, which was the goal for every young girl starting out racing.

I looked up to Sara Whitmore and Stefy Bau and kept working hard to one day be able to race in the Pro Women’s class in the USA. Where does that dream go now for the girls? The renamed WMX cut back to three races last year and now run with amateur rounds for 2014.

The number of women riders multiplies every year and they are faster than ever, but the industry lacks credibility and recognition in a professional female division.

Right: Sara King with Cycle North’s Kourtney Lloyd

Q

A

Right: Camille (Baker) Bunko and Denaye Giroux are raising the Women’s Nationals to a higher level.

I agree with Ami, I think one day women may not be completely accepted but they will definitely have a stronger presence as long as we continue to have martyrs like Ami, Erin, Camille and Denaye out there not giving up the race. For me personally, when I’m on my bike, nothing else matters. I’m not thinking about the fact that I’m a women in a man’s world, instead I’m just in the moment and I ride. I may not be a racer but I look up and follow the women who have the strength and courage to do it, and there are thousands of other women out there like me. There may be a lot of obstacles in the road ahead for us but the only setbacks are the ones we let get in our way.

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E VO LVED N UT RIT ION

EMBR AC E THE S UC K!

ew Year, new you? Have you been here before and failed to reach the goals you set out for yourself? Have you started towards a weight loss or fitness goal then weeks, maybe months later you lost track and fell off he path towards those goals? Let’s look at why, and then explore new ways to help you achieve what you set out to do.

I’m going to start with a little background in regards to how our brains work. First, we need to understand that our brains are wired to pay attention to visible, large, scandalous, sensational, shocking, fast changing, loud, graphic onslaughts of stimuli. There have been recent studies discovering that the human brain is highly plastic. Now I’m not saying that your head is full of plastic, rather ‘plastic’ referring in this case to the fact that our brains are moldable. The old adage; “you can’t teach old dogs new tricks” has been proven wrong. The brain, at any age, can ‘change’; nerve cells routinely break old connections and form new ones. In a recent study, they found an alarming increase during the last ten years in anxiety and shortened attention spans, along with various other mental and physical problems. WHY? Well, let’s stop and take a look at the world around us. Look at the news, Facebook, Twitter and other forms of social media sources and stimulus. They all contain short, quick stories, big headlines, quick points, and a lot of the time, vivid images. Facebook is a status update, a quick way to see what out ‘friends’ are doing. Twitter has risen in popularity recently, reporting more new users signing up each month than even Facebook. WHY? It’s quicker, you can skim the ‘news’ or updates faster. On Twitter you’re limited to 140 characters to update people on your thoughts and happenings.

Ask yourself how many times a day or hour you check your phone or computer to see what is new, or if you received a text? I bet a lot of your phones sound like R2D2 having a seizure!! We are in a constant state of looking for our next ‘news’ fix or updating our ‘status’ in life; it’s like candy for our brains.

Let’s draw some lines and put this all together now. Our brains crave sensational, quick, stimuli; our brains are moldable, able to change and learn new things and we are surrounded by a constant stream of ‘instant’ news and ‘highlight reels’.

Other factors that cause us to fail; we are not willing to make a true choice, we don’t have the courage to start, and you don’t have the courage to finish. When I say “we fail to make a choice” I mean we rarely make a choice that would substantially improve the quality of our lives. We make small choices every day, but we need to sit down and make an honest choice to better ourselves. Why do we do this? I believe that both failure to make a choice and failing to start are fueled by the same root cause.

N

“Identify that you want to quit, then go back to your goal, ask yourself why you started and take another step towards that goal. The fact is we don’t know if we can accomplish our goal, but you need to try to tell yourself to keep going, to take one more step.”

WITH DREW ROBERTSON PHOTO BY NICK HILL

Many people will talk the talk, but few will step up, grind it out and do the work. These two choices are fueled by fear. I think most people don’t think they are good enough or that they have something wrong with themselves; SELF DOUBT. Thirdly, having the courage to finish. People are afraid of finishing and maybe not accomplishing what they set out to do. I find that this applies more in terms of fitness than weight loss. I have seen extremely talented athletes put in a half-hearted effort, compete and then say “Well, if I would have trained harder I would have won!” People are afraid of giving it their all and failing.

When you combine all these factors, we do have a monumental challenge ahead of us. We inherently are afraid of the unknown. We are looking for quick ‘fixes’ so we can update our life’s status, then we are constantly bombarded with other people’s highlight reels fueling further our fears of failure.

WHAT DO WE DO? First off, we need to realize the process is going to be hard, the results won’t come over night and we are going to want to quit. Along this journey, we are going to encounter quitting in many ways. We might say “this is crazy”, “I can’t believe I’m doing this”, “I’m not good enough” or “this person is holding me back”; quitting is going to sound and take on many faces.

This is a huge battle. Don’t just put it away, it will build up and consume you. Identify that you want to quit, then go back to your goal, ask yourself why you started and take another step towards that goal. The fact is we don’t know if we can accomplish our goal, but you need to try to tell yourself to keep going, to take one more step. Another reality is we don’t know what is going to happen ten seconds from now, one hour from now, or next week. Paul Bryant once said: “The first time you quit it’s hard, the second time is a little easier and the third time when you quit, you don’t even have to think about it.” You need to stand tall and refuse to quit. You need to act as though it is impossible to fail!!

You made the choice – “I’m going to lose twenty, maybe thirty pounds,” or “I’m going to run that 5K race I always wanted to do!” Great, step one done.

Step two, you need to create a plan, a road map if you will. Think of it like this: you’re traveling to a city or place where you have never been; how do you get there? You’re going to need help with this, you need someone to set up road signs, draw a map and support you along the journey. I have heard countless people say “I can’t do it”. Sure, that is why you set out on this path before and failed. Asking for help and guidance isn’t a bad thing; get over yourself, check your ego at the door because asking for help is not a bad thing. Your coach or mentor and you are going to have to sit down and plan out your workouts, your diet, your rest / recovery and

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SUMMER GEAR UP

various other things. I recommend someone new to working out or with a lower fi tness level to ease into it a bit; workout out every other day. Yes, you are going to hurt a bit, but coming out of the gate wide open is only going to cause so much pain that you can’t move. You want to sit down with a calendar and schedule activities and workouts. You will need to treat these like you would a doctor’s appointment or dentist appointment; the workouts / activities aren’t going to get done without you!!

Step three, each day achieve these smaller goals of working out or maybe go for a walk with a friend. We need these little victories along the way, we need to update our status, so-to-speak.

Be proud of yourself for taking that step. I said we shouldn’t look for quick fi xes, and we shouldn’t. We aren’t going to lose the 20lbs in 10 days and have it stick, no matter what the infomercial says. We can, though, take pride and congratulate ourselves for getting through another workout or another day on our way to our goal.

Third step, every other week or maybe every month, sit down and reevaluate the process, not the goal, it can stay the same. We need to be realistic in how we are doing, and if needed, make changes. We need to be dynamic; think of our goal as a target.

If things around us change, we need to be able to shift in order to hit that target. This is where a

14.02_Evolved.indd 2

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E M B R AC E T H E SUCK!

good mentor or coach comes into play. They will recognize setbacks, or progress and change the input or stimulus. Let’s say we are running every day and start to develop shin splints. Well, we don’t just run through this and we don’t just quit all together. In this case, we might add some physical therapy to help deal with the shin splints, pull back on the running and maybe substitute it for some swimming or biking. We become dynamic but still focused on our goal.

One of my favourite sayings is: “Life begins at the end of our comfort zone,” so along the journey to the goal, I like to challenge people. I do this because I think each person is capable of ten times what they think they are. I like to get clients and athletes to challenge themselves in physical ways. Vince Lombardi said: “Fatigue makes cowards of us all”.

We should take on a task like a “Tough Mudder”, “GoRuck Challenge” or a crucible workout. I’ll give you an example: for the last four years, I have hosted a challenge camp out in Ontario with athletes from all over North America that attend. The first day we test, do a two mile run, push-ups, pull-ups, sit-ups and so forth, then we spend the next three days hammering on them. They workout, they carry logs, they run, they compete in the ‘O’ course; we truly put them to

the test for 7-9 hours a day. Then after all that, we run them through the same test that we did on day one. What happens? Well, 95% of them beat all of their first day scores, and 100% of them beat at least one of their first day scores. WHY? We change their perception of ‘failure’, we change their perception of what they are capable of. We show them what true failure is then how to react under that stress, teaching them to put one foot in front of the other.

By challenging ourselves, we discover what we truly are and I mean truly capable! I’ve seen people come out of these challenges saying, “I can’t believe I did that”, “that was awful but I did it, I can’t believe it!” They come out with a greater understanding of what they have inside themselves. This new sense of what they are capable of helps them when they have that ‘quitting’ conversation come up.

They remind themselves that they got through that incredibly hard work out, and can get through whatever obstacle confronts them at that time. The challenges have to be scalable. You’re not going to have someone do 1000 burpees. Let’s say if they just started working out, a good coach will push the limits at an appropriate pace.

You’re all jacked up now, you’re excited, and you think to yourself, “Drew, you’re right, I can do this!”

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E M B R AC E T H E SUCK!

So get up, right now, head to the shower, turn the water on cold, and hop in! I could tell you all about the multitude of health benefits that cold showers have (weight loss, strengthening your immune system), but that’s not the point. I want you to make yourself uncomfortable. Scream, make noises; stay under the cold water as long as you can. What happened? If you’ve never done this before, was it as bad as you thought? It was stressful right, it sucked?! Look though, you’re still here! If you actually did it, then you know you can, it’s not an unknown anymore! Next time, challenge yourself to stay under longer. If you’re one of the few that did it, then you have the courage to make a choice, you have the courage to take a step into the unknown. Be proud of yourself because most don’t!! If you didn’t, ask yourself why? Why didn’t you try it? Are you saying to yourself “I know it’s cold and it’s going to be awful? Don’t kid yourself, that is quitting, and that is how easy it is to fall victim to it.

Get out some paper, make a goal, get some help, hire a coach, mentor or trainer, map out your path to your goal, and set your targets.

“Embrace the Suck”, in other words, realize and be honest with yourself; The journey is going to be tough Believe that inside you lives an extra 10-20-30%.

We are at some point going to want to quit.

You’re going to overcome the ‘quit’ by recognizing it, acknowledging it, and returning your focus to your goal.

You will learn to act as though you can’t fail. As I say when I undertake a huge challenge, “Ain’t dead, can’t quit!”

You’ve never done this before, so ask for help.

Set out each day to accomplish your goal then take pride in the small targets.

Challenge yourself in new and unique ways.

Enjoy the journey; no one tells stories about the time they sat around the house doing nothing.

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UR AMAOTTELIGHT SP

n y v e D ith Sm Devyn Smith isn’t just a great rider who loves to race dirt bikes and hit big jumps, this energetic kid from Mission, BC loves school and hanging out with his friends too. While off the bike, Devyn may seem quiet and reserved, but once he puts on his helmet he becomes a fie ce competitor. Each year, he gets closer to his goal of being the top mini rider in Canada. This past winter while competing in the Kawasaki Canadian Arenacross Championships, Devyn spent a lot of time on the podium. When the series wrapped up in March, Devyn was the 50cc series champion. We caught up with Devyn as he was preparing for a great outdoor season this summer racing his Maple Ridge Motorsports KTM. Hey Devyn, thank you for taking the time to speak with us. Let’s begin with where you and your family live and how long have you have lived there?

We live in Mission, BC and we’ve been here my entire life.

Mission is a beautiful area in BC. What is the coolest thing about where you live?

The coolest part other than the scenery is that I can ride in my backyard. It’s nice not to always have to load up and drive far to go riding.

How old are you and when did you start riding?

I’m nine years old and I started riding when I was four, so I’ve been at it for a few years now. So far I’m happy with how racing has gone. I’m still young so hopefully I can keep improving each year.

Are you one of those kids that can’t wait to get to the track and ride?

I love going racing! So yes, I’m one of those kids that can’t wait to get to the track. I’m not sure why I love it so much? I guess with my Dad owning Maple Ridge Motorsports, I’ve always been around bikes.

I think when a kid is around this sport at a young age it’s very easy to get hooked. What made you get into riding?

Well, as I said, just being around bikes got me into it. When I turned four, my parents got me a KDX50 and that was it. I started riding it and I didn’t want to stop.

Sounds like you really do love the sport, Devyn. How did the past year of racing go for you?

It was good, especially my indoor season. I had a lot of fun racing the AX series in BC. I rode hard and ended up placing first overall in the 50cc class and third in the 65cc class. My parents and my sponsors were very proud of me.

“I’M NINE YEARS OLD AND I STARTED RIDING WHEN I WAS FOUR, SO I’VE BEEN AT IT FOR A FEW YEARS NOW.”

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UR AMAOTTELIGHT SP

n y v e D ith Sm What was your favourite part about racing the AX Series?

I think just the fact that I was racing indoors, I really like that type of racing. In the 65cc class, the series came down to a points tie between me and my friend Garret Horseman.

He ended up beating me at the finish line by half a wheel to finish ahead of me. It was a fun race and a great battle all winter long.

That’s awesome, it sounds like you two had a great battle. So now that AX is over, what are your plans for 2014?

Last year was a little tough with injuries, so for this summer my main goal is to try and not knock out my front teeth again, and mostly have fun!

“ LIKE MOST KIDS, I LOVE TO JUMP; THE HIGHER AND FURTHER THE BETTER. IT DRIVES MY PARENTS CRAZY!”

That sounds like a good goal for the summer. What is your favourite part of the track and why?

The straightaways and the jumps.

I love the feeling of coming out of a corner and knowing that I can just pin it and go fast. Also, like most kids, I love to jump; the higher and further the better. It drives my parents crazy!

I can understand why your lack of fear would bother them. What do you like to do other than motocross?

I like to play lacrosse; that is a cool sport. It’s very intense and it involves a lot of running so it’s good training for motocross. Other than that, I really like riding scooters.

You can pretty much do anything on them, so that’s fun also.

Okay, let’s keep rolling here with your favourite things. Please tell us your favourite food and your prerace meal?

If I had to choose one thing then I would say my Mom’s Caesar salad - it’s so good. As far as a pre-race meal, since we’re usually driving to the races in the morning we always stop at Tim Hortons and I get a breakfast Panini. They’re really good. Whenever I have one I know I’m ready to race.

What school do you go to and what is your favourite subject?

I attend Hatzic Elementary School and you can probably guess that my favourite subject is Gym. Is Gym a subject? Okay, one more.

Who are your favourite riders?

Well, since I ride a KTM, all my top riders ride orange. I really like Ken Roczen, Ryan Dungey, and since Jason Anderson is doing so well this year then I have to say him as well.

So you’re currently nine years old, so in ten years you’ll be 19. What do you think you’ll be doing then?

I hope I’m still racing dirt bikes and having fun doing it. Other than that I will probably be working at my Dad’s shop as a mechanic. That would be cool.

Okay Devyn, one final question: Who are your sponsors and who are the people you would like to thank?

Maple Ridge Motorsports, KTM Canada, Atlas Braces, 100%, Fox, RMR Suspension, TCX Boots, Ryan Lockhart, Kyle Beaton and my family for all their support.

That’s perfect Devyn, best of luck this summer.

Thank you and we really appreciate you choosing me for your Amateur profile in this

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H I G H OCTA N E HUMA N PE RFO RMANCE

F U ELING UP

BY: CR AIG STEVENSON, B.P.E. (HON), FOUNDER ACTIONETIX

f asked what would I like more of in life, one of my top answers would be time. However, we all know that time is fini e and there are only 24 hours in each day. With all of our commitments to work, school, family and a long list of other daily chores, it’s tough enough to get the time you’d like to practice and race let alone train in the gym to be in great shape as you pursue more and more speed. I’m going to introduce you to a training technique that can not only completely change your strength and stamina, but you can do it all in less than 30 minutes – that training technique is called High Intensity Interval Resistance Training (HIIRT).

A study published in the Journal of Translational Medicine (2012) investigated the effects of two different types of resistance (weight) training exercise bouts on resting metabolic rate in trained males. One group performed a more traditional weight training program, and the other group was trained with a unique program of resistance exercise that used high intensity interval training principles. The programs for each of these groups were: Traditional Training Group— This group performed four sets of eight different weight lifting exercises where they would reach muscular failure between 8 and 12 repetitions in each set.

High-Intensity Interval Resistance Training Group (HIIRT)—This group performed three different multijoint exercises (leg press, bench press, and lat pull down) with the following routine for each exercise: The athlete would complete six reps of an exercise and then rest for 20 seconds; complete a second set with the same weight for two to three repetitions, they would then rest for another 20 seconds; then complete a third set with the same weight for another two to three repetitions. This was done for two more series and was replicated for the three different exercises (leg press, bench press and lat pull-down).

The researchers then measured resting metabol-

I

“What you do at the track for nutrition is as important as what you have done the days, weeks and months leading up to races.

Consistency and preparation are the keys to finishing the ace day as strong as you started.”

ic rate (how many calories your body burns at rest) before any resistance training and then again 22 hours after resistance exercise on the following morning. The traditional weight training routine took about an hour to complete while the HIIRT routine lasted about 30 minutes. Also, the total volume of work completed in the HIIRT group was significantly less than (~50%) the volume of work completed in the traditional training group (getting the drift here – shorter time training, less work and as you’ll see greater benefi s).

Even though the HIIRT group only trained for 30 minutes at a time and did a lower amount of total work (reps and weight), the HIRT group significantly elevated resting metabolic rate by approximately 24 percent in comparison with the traditional resistance training group increase of approximately 5%. When you elevate your resting metabolic rate, you are burning more calories and in this study a large percentage of those additional calories were from fat.

Try the following routines 2-4 times per week while in race season (they only take 30 minutes each) to keep your metabolism high, strength elevated and cardio supported. There’s really no excuse now for not being in shape.

Note: for safety reasons, it is important to warm up appropriately before raising your intensity for these workouts.

Of course I always recommend some focused core work that strengthens the abdominals and lower back, but my point with this type of training is to show you how to be tight on time but big on results. If you are interested in learning how to do the exercises listed above, just go to ACTIONETIX.com and click on the Training link on the main menu. Also Like our Facebook page (Facebook.com/ACTIONETIX) to stay up to speed on the latest info from us including new articles, product discounts and other great information, or email us with any questions at info@action-brands.com.

ROUTINE 1 Squats

6-8 reps with near maximum weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 60 seconds and repeat two more sets

Bent Over Rows

6-8 reps with near maximum weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 60 seconds and repeat two more sets

Bench Press

6-8 reps with near maximum weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 60 seconds and repeat two more sets

Leg Press

6-8 reps with near maximum weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 60 seconds and repeat two more sets

Chin-Ups

6-8 reps with near maximum weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 60 seconds and repeat two more sets

Incline Bench Press

6-8 reps with near maximum weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 20 seconds and do 2-4 more reps with same weight

Rest 60 seconds and repeat two more sets

ROUTINE 2

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Fresh women’s threads from Fly Racing and trick eyewear from Dragon

PHOTOS BY VIRGIL KNAPP M O D E L : K E L LY M

After what seemed like a winter that would never end, the snow and ice has finally melted for good and that can only mean one thing: The motocross season is upon us! We here at MXP thought this would be the perfect time to roll out some hot new products from our friends at Fly Racing and Dragon Optics.

While Dragon has a loyal following spread out across much of the action sports world, Fly’s roots have always lied strictly in motocross.

The company worked hard to establish a trusted line of MX gear and has now stepped up their game on the casual side. As you can see in this spread, they have a solid line of women’s apparel available for 2014. What better way to get in the good books with the wife or girlfriend than surprising her with some new threads! Visit your local Gamma dealer for more information.

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O N T HE CUT TING ROOM FLO O R

N H L PLAYOFFS …OH BA BY !!

know I say it every year at this time, but man, are the NHL playoffs not the best of the best? Every night there is a bevy of games, each more exciting than the next.

Combine that with the Raptors in their fi st playoff round in six years and the Blue Jays playing well, for a sports fan, this may be as good as it gets.

It is funny how things evolve. I have noticed it more and more these days as I watch my TV viewing habits change. First of all, I am blown away by how expensive it is to watch TV in the year 2014. Not in the grand scheme of things or on a day by day basis, but when you add up your cable or satellite bills, a year’s worth of TV is over a thousand bucks. If I were to break it down, I am paying that much just to watch sports on TV, and that’s it. My subscription to Netflix (a paltry eight bucks a month) supplies me with so much useable content for normal TV watching, I feel my cable subscription may be going the way of the dodo bird. BUT, then I realize that I could never get rid of my cable package, because then I would miss out on all of the live and live to tape sports, so I continue to play the high monthly rate. When you look at what Rogers just paid for the next 12 years of NHL rights in Canada, there is no question why my cable bill is so expensive. Add in the fact that Rogers also owns the Blue Jays, and my cell phone bill, they are bringing in quite a bit of my money to pay for their habits. I know it makes sense; if you want it, you have to pay for it and I will. Having the ability to watch Supercross live is also one of the biggest benefits of my expensive cable bill. Think about how far watching MX/SX on TV has come in such a short while. When I started in this business, catching anything US MX on our regular feeds was unheard of.

Now with Speed I get live SX, and by picking up CBS Specialty Sports I am even able to watch the FIM World Championship GP series and the Des Nations.

Yes, I know most of this content is available on the internet, and when you see how people are actually watching TV these days, on tablets, phones, laptops, it is obvious that eventually broadcasting as we know it will be obsolete, but for the time being this is the way we watch. I feel sorry for the subscribers in Canada whose service providers did not run Speed.

I still can’t figure out how the whole Fox Sports / Speed deal works, but regardless, with my Cogeco subscription I have not missed a week, and for a FANatic like me, it’s win win!

I

“NOT SINCE 2001 HAVE WE SEEN A TOP TEN LINE UP WHERE A RIDER COULD WIN ONE WEEKEND AND FINISH TENTH THE NEXT.”

WITH MARC TR AVERS PHOTO BY JAMES LISSIMORE

NEW HORIZONS… With the return of Canadian motocross to the Canadian airways this summer, there will be a few interesting changes. I’m sure SPI will be putting out a formal press release, but for now it looks like we will be moving to 30 minute broadcasts: one class, two motos per show.

Basically you will be getting the same content as before but you will be catching it in “per class - per round episodes”. The other interesting tid bit is that we will be broadcasting on a basic cable station, coast to coast.

No more affiliation o SportsNet and their specialty channel tiering. It’s funny, it has always seemed like a bonus to be associated with Sportsnet. It felt kind of special. But when you actually break it down, there is a very limited number of households in Canada that actually receive the extended SportsNet package, so trying to watch our show on a different SportsNet Region or on SportsNet One was proving to be difficult or most people. Now you will be able to pick up the series with rabbit ears, or the most basic of cable subscriptions, and coast to coast. This is a real strong step forward.

What can we expect with our new broadcast? Well, with the new relationship with Rockstar Energy Drink, you are going to see new opening titles, graphics, music and slightly different delivery of the show in terms of format.

Sure, you will still get your fill of “ abulous” Brian Koster and Greyhound Gauldy, but things will look a bit different this year.

AS BOLD AS BRASS TACKS… Being a music fanatic, I am very pleased with the steps that SPI is taking to include live bands at four of the ten rounds this year. I like the venues where there will be music, I like the bands that are going to be playing, and I believe this is a great direction for the “live motocross show” in Canada. “Motofest” will bring more people to the track, it’s that simple. It is a bold and expensive step, but one I believe in. I know we have had music at the track before, but this is different. These are big named acts that will have their own Saturday night after the racing is over. For the target demographic, this is the perfect compliment to Canadian motocross racing.

It will be young, brash, loud and in your face, the same way the racing is, and a great way to bring new fans to the track. SPI, I applaud you! Cheers.

Well, there you have it. It is almost time to head out West for Round 1. I don’t have any words left to even talk about how exciting it is going to be to see Mike Alessi at the Wastelands. Holy crap, what an absolute bomb!! See you soon…

Travers OUT!

130 M O T O C R O S S P E R F O R M A N C E

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