17 03 MXP Magazine

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FIRST RIDE

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25 YEARS OF CMRC NATIONALS PART 2

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Living the Dream

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THE NEXT CHAPTER

2 0 1 8 C O L L E C T I O N D R O P S 7. 2 4 . 17

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M O T O C R O S S P E R F O R M A N C E // V O L U M E 17, I S S U E 3

MX P C O N T E N T S F E AT U R E S 25

30

C OV E R S T O RY Tyler Medaglia Living the Dream

44 50 56 62 66 70 74 78

80 86

YEARS OF CMRC PRO NATIONAL S - PART 2

Mike McGill continues to tell this incredible story.

NEW KID ON THE BLOCK

Introducing the new Huber Racing Motorsports Team.

WRIGHT OUT OF THE GATE

Dylan Wright takes us through his opening rounds.

FIRST RIDE: 2018 K TM250 XC-W TPI

Palms goes Extreme in Erzberg.

M XP CHAT TER: TIM TREMBL AY

Tim tells us about his new summer job.

CADE CL ASON STORY

Andy White talks to this Unsung Hero.

RIDING INTO GYPSY WIND WITH LETICIA CLINE

These ladies are getting ready to ride.

THE 2017 GR AND PRIX DE MUD

Getting dirty with Husqvarna.

ONE ON ONE WITH STEVE BEAT TIE

Steve takes on a new role with Cole Thompson.

THE MONTE PEREPELKIN STORY

Monte takes us through his perfect life.

YOUNG AND ON THE RISE WITH M A X FILIPEK

Palms talks to this fast young Ontario rider.

SPECIALS 16 22

EXPOSED CAUGHT ON CA MER A

COLUMNS

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GEARING UP

24 26

FA M O U S L A S T W O R D S

with Chris Pomeroy

GUEST COLUMN

by Krysytn Slack

28

UPSHIFT

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E V O LV E D N U T R I T I O N

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INSIDE LINE

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FROM THE DESK OF

by Brian Koster with Drew Robertson

by Andy White

Mark Stallybrass

10 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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PODIUM PERFECTION

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NO EYE CONTACT Photo by James Lissimore During their first moto battle in Prince George, Cole Thompson and Shawn Maffenbeier try and go their separate ways.

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PHOTO FINISH Photo by James Lissimore Christophe Pourcel’s pass at the finish line thrust him ahead of Matt Goerke for the win by .08 seconds.

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NEW KID ON THE BLOCK Photo by James Lissimore Dillan Epstein decided to take a unique, horizontal look at the track in Calgary.

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EXPOSED

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MUD SCRAPERS

WHEEL SEALS & BEARINGS

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MOTOCROSS PERFORMANCE VOLUME 17 ISSUE 3

FOR SUBSCRIPTION INQUIRIES CALL SUBSCRIPTIONS: 416-635-MXP1 PUBLISHER: Charles Stancer/Mark Stallybrass V.P. OF SALES AND MARKETING: Charles Stancer EDITOR: Chris Pomeroy SALES MANAGER: Al Jaggard SENIOR WRITERS: Brian Koster, Brent Worrall, Mike McGill SOCIAL MEDIA DIRECTOR: Blake Breton STAFF PHOTOGRAPHER: James Lissimore CONTRIBUTING WRITERS: James Lissimore, Drew Robertson, Brian Koster, Virgil Knapp, Leticia Cline, Andy White, Matt Wellumson, Kourtney Lloyd, Krystyn Slack CONTRIBUTING PHOTOGRAPHERS: Krystyn Slack, Virgil Knapp, Clayton Racicot, James Lissimore, Bill Petro, Matt Wellumson, Frank Hoppen, Hoppenworld, Summer Denzler, Matt Wellumson, Steve Dutcheshen COVER PHOTO: Cory Walters

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Ms. Lloyd and her crew put on a great show in PG.

Andy takes the races very seriously.

These two are so cute together.

Who knew that Chloe and Claudie knew how to run a grill?

It’s lunch time for Turcotte and his Monster friends.

The race face of a Canadian warrior.

Keith has found his doppelganger.

20 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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The former World Champion loves his new Canadian fans.

Donk is happiest when he’s working.

Dads always seem to know what’s best.

The Hoyer family were happy to back at the track.

With the help of Rockstar, FXR and Yamaha, Maff is a triple threat.

Tim Tremblay is enjoying his new summer job.

Jacob Hayes loves his new friend in PG. 22 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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L IFE IS A HIGH WAY WITH CHRIS POMEROY ere we are on the eve of Canada’s 150th birthday and it sure looks like it’s going to be a massive celebration. I guess, like most kids who grow up submerged in motocross, Canada Day was usually a mix of wishing happy birthday to Canada and then a day of moto, whether it was racing or just practicing. In fact, I remember thirty years ago there always used to be a Canada Day race at the Uxbridge Fairgrounds. That race was always cool as it had a large group of spectators, and the track was like a mini supercross track. I also recall back in those days listening to my parents and grandparents talk about how Canada was during their sometimes misspent youth. Obviously, technology has changed the way we live today, and the more we get, the more we want. I mean, imagine trying to explain Instagram or Facebook to your grandfather who grew up reading newspapers and listening to hockey games on the radio. Yes, our parents, their parents, and their parents before them lived in a much simpler time. I also love listening to my Dad talk about his teenage years, when all he did was work at a small motorcycle shop in Peterborough and ride his very rudimentary Norton bike around the dirt roads outside town. Of course, now those dirt roads are paved, with restaurants and shopping malls lining them. In so many ways life is much more convenient today with cell phones, online shopping, and numerous other items (how many kids out there even know how to read a road map?). However, as convenient as life is today, our parents and grandparents definitely lived a much simpler life.

I was watching the news the other day and one of the questions they were asking their viewers was how much of Canada have Canadians actually visited. I was astonished to hear that very few people have actually been across this great country. If I had the time or patience to call in and sit on hold for probably what would’ve been an hour, I would’ve spoken about what my past few summers have been like.

Nanaimo, Calgary, Moncton and Halifax are just a few places I’ve been lucky enough to have visited in the past few years. And while all of these places are inside the Canadian border, each

H

F A M O U S

L A S T

W O R D S

“AGAIN, THESE ARE ALL GREAT TRACKS, INCLUDING ANOTHER NEW ROUND IN KAVEN BENOIT’S HOMETOWN OF NOTREDAME-DU-BONCONSEIL.”

city or area is unique in its own right, and each one has provided different memories for me to take back home. As the saying goes, “It’s not what you know, it’s where you go.” Growing up in a family where my Dad was a world travelling airline pilot who would frequently take us places, as well as a family who burned up the highway travelling to motocross race after motocross race, I sometimes feel like that saying should be tattooed on my forehead.

This past month, the Rockstar Energy Drink MX Nationals travelled to a new venue. For the lucky people that get to attend each round of the series, this was a unique opportunity to visit not just a new track but also a new city. Prince George, BC is a very interesting city that sits about 800km east of the Pacific Ocean in Central BC. Surrounded mostly by trees and riding trails, its main industries are the pulp and paper mills, as well Cycle North Powersports. Now, I may be exaggerating on the Cycle North part, however the dealership is massive and it was the driving force behind Round 2 moving there from Nanaimo, BC. Well, despite maybe lacking some of the beautiful scenery that the Nanaimo area has to offer, as well as a reliable cell phone signal, every single rider I spoke to loved the track in Prince George. The first time racing on this new national circuit was simply amazing all weekend, and everyone is looking forward to going back there in 2018.

From there, the series moved to more familiar locations in Calgary and then Regina for Round 4. The western rounds in 2017 were incredible, as prior to each gate drop, no one could predict the winner. Now the tour moves east to Ontario, Quebec and the Maritimes. Again, these are all great tracks, including another new round in Kaven Benoit’s hometown of Notre-Dame-duBon-Conseil. These upcoming eastern rounds also present more exciting travel opportunities.

As for how the MX2 and MX1 classes sit right now, it would be impossible to predict who might come out a champion when the ten round series concludes in August.

So sit back, buckle your seat belt, enjoy the summer and enjoy this new issue of MXP Magazine. With one of our Canadian heroes, Tyler Medaglia, gracing the cover, this issue is once again full of really interesting stories.

We take a look at the new Huber Racing Team that is taking the Nationals by storm, we get Dylan Wright’s take on his very difficult first few rounds of the MX2 series, and Mike McGill tells the cool story of the CMRC Pro Nationals from the years 2000-2009. As we celebrate Canada’s birthday and reflect on all of the things great about this country, I wish everyone a safe and happy summer. If you can, get out and travel and enjoy a few of the cool sights Canada has to offer. I hope you enjoy reading this issue of MXP Magazine and I will see you at the track!

24 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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S UMMER DREAM WITH KRYSTYN SLACK

s every round of the Lucas Oil Pro Motocross Championship Series elapses, I am constantly reminded how utterly savage motocross athletes are, operating in peak physical condition while navigating the challenges of “effortlessly maneuvering a nearly 250 pound motorcycle over treacherous terrain for 30 minutes + 2 laps at max heart rate, not once, but TWICE nearly every Saturday in the summer. The drive to win and to compete is woven so intricately into their being that lining up in a 40man gate is not only the goal, but something essential to their existence. Not only do professional motocross athletes test themselves physically but mentally as well, and if at the end of that 30 minute + 2 lap moto you havent left everything youve got on the track, then youre doing it wrong.

During Round 1 at Hangtown in Rancho Cordova, California, Rockstar Energy Factory Husqvarna rider Jason Anderson was hit so hard with a rock on his first lap that his goggle frame bottomed out, splitting his eye open as blood instantaneously filled the left side of his goggles.

G U E S T

C O L U M N

A

Not being able to see anything but a lens full of blood, Anderson immediately ditched his bike to be tended to by the Alpinestars Mobile Medical Unit. With that kind of injury, less than a lap into the first race of the season, youd think Anderson would hang up his boots for the day, regroup, and be ready for the next race the following weekend.

Well, he was ready for the NEXT race, the second moto of the day, in fact. He was stitched up and then lined up for Moto 2 that very same day.

Bumped, bruised, and swollen but never defeated, Anderson even managed a 6th place finish in the second moto, scoring him in 13th place overall on the day. Shout out to Dragon Motorsports, though, for their seemingly indestructible goggles.

In Round 2 at Glen Helen, more newsworthy events took place as Red Bull KTMs Marvin Musquin captured his career first 450 win in Moto 1, followed by Jason Anderson taking his career first 450 win in Moto 2, and Blake Baggett earned his first Pro Motocross podium position since 2015 and the first podium for the newly formed Rocky Mountain MC/ATV WPS KTM team. Marvin also went on to take the overall win, a career first for the Frenchman, which also awarded him the Red Plate for the first time in his 450 career. Many thought the news of multi-time Champion Ryan Dungeys retirement would be the most buzzinducing story of the Lucas Oil Pro Motocross season, but two rounds in and attention had already drastically shifted to his teammate, and then points leader, Marvin Musquin. Round 2 was also dotted with a barrage of mechanical failures for nearly every factory Kawasaki rider in the field, well every rider but the #36 of Adam Cianciarulo.

And then there was Christian Craig, who suffered a boxers fracture in his hand, had surgery two days later, and then returned to racing only 14 days after surgery.

As we headed East to Colorado, it was expected that we wouldnt see more of the drastic surprises that 2017 had already delivered to racing fans. We couldnt be more wrong! In the first 450 moto of the day, RCH Racings Justin Bogle shot off like a rocket, taking a commanding lead and ultimately winning that first moto, a career first for the #19.

Youd think thats the most exciting part of this story, another rider earning a career first 450 moto victory, but this all came on the heels of the RCH rig catching fire; yes, actual fire. One team member lit a blowtorch in order to adjust some of the graphics too near where Tickles mechanic was refuelling the bike and BOOM! Blowtorch + race fuel = fire! Luckily, neither

Bogles nor Tickles bike were damaged. Not even fire is the end of the story in Colorado. We cant forget that Blake Baggett, Josh Grant, and points leader Marvin Musquin all went down in the first turn of the first moto. Sure, first turn crashes happen often enough, but its not often that the riders involved are able to ride anything but a “points salvaging moto and hope for the best. Not Baggett and Musquin, they would finish 3rd and 4th respectively. Fire, a new winner, and a first turn pileup, there couldnt possibly be more excitement and grit to write about. That is until El Chupacabra was summoned and released. For those of you that dont know, El Chupacabra is the nickname given to Blake Baggett by Racer Xs Jason Weigandt at High Point in 2011, but it remains a mystery as to why it came about. Well, the nickname has stuck and Baggetts mythological creature alter ego reemerged in Colorado. Baggett would go on to win Moto 2, making him the fifth different rider to win a 450 moto in 2017. His 3-1 score also earned him his career-first 450 overall win. Where almost everyone assumed that Eli Tomac would make an early run at the championship, it had become quite clear that in Pro Motocross anything can happen, which means it usually does.

We know these athletes are tough but just how tough? At Round 4 at High Point Raceway, we would learn that Marvin Musquin was muscling through the day with a torn meniscus in his left knee. He went 16-6 for 11th overall at High Point in an effort to salvage as many points as possible and not let his run at the championship slip right through his fingers. As someone who is twelve weeks into recovery on an MCL tear and dislocated patella in my right knee, and I STILL cant even walk down the stairs like a normal person, I dont know how Marvin was able to ride both motos and even finish in 11th overall. But the plot thickens as Blake Baggett claims his second overall victory in a row, as well was awarded the Red Plate for the first time in his 450 career. The points lead has changed hands three times already this season with plenty of racing remaining. The day started off great for Baggett at Round 5 in Tennessee, but in Moto 2, disaster struck, or what seemed like a disaster as Baggett went down in the first turn of Moto 2. He was scored in 31st after that first lap.

Enter El Chupacabra! Baggett was able to claw his way past almost the entire field of riders, finding lines and speed in places on the track that didnt even seem possible. In the comeback ride of the century (again), El Chupacabra finished in 3rd place for 3rd overall, maintaining the points lead of four points ahead of Eli Tomac.

Grit. Tenacity. Absolute Beast Mode. Whatever you want to call it, there is no denying that Pro Motocross athletes are some of the most finely tuned and utterly savage athletes around. If you havent tuned into the series yet, I suggest you do soon before the wildest season of Lucas Oil Pro Motocross fades off into the sunset. Lets go racing!

26 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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W ESTERN ADVENTURE WITH BRIAN KOSTER

“THE TRACK IN PRINCE GEORGE IS PLAIN AND SIMPLY AMAZING AND PROVED TO BE A BIG HIT WITH RACERS AND FANS ALIKE.”

U P S H I F T

W

ell ladies and gentlemen, it has been a helluva start to the Rockstar Energy Drink Motocross Nationals. With several different winners and super tight racing, 2017 has proven to be one of the best yet! It has been a lot of travel for me as I went from the new Blackwater Motocross Track in Prince George, BC directly to Marin County, California for the launch of the 2018 Marin Bicycle line and the all-new Wolf Ridge Mountain Bike.

All I can say is the new Wolf Ridge is the most incredible MT bike I’ve ever ridden and recommend that bike for any hardcore rider to help elevate their game. From there, I flew directly to Calgary for Round 3 of the series. Speaking of Calgary, it’s just awesome to be in the heart of the city for a big race and to see the many race fans and old friends

from the area. While there, it was a pleasure to see ex-MXP columnist and ex-Pro racer Monte Perepelkin, who just completed his autobiography called “The Perfect Life.”

Round 1 at Kamloops’ Whispering Pines Raceway is always a highly anticipated event with thousands of motocross fans from around the globe interested in the outcome.

This year certainly didn’t disappoint with surprises around every corner in both MX1 and MX2. French rider and previous World Champion and US Supercross Champion Christophe Pourcel may or may not have been a favourite coming into the series but he certainly had created a lot of buzz surrounding Round 1.

One rider to enter Kamloops way under the radar was Californian Dillan Epstein on his Nut Up Industries Kawasaki 450. Epstein had previously dabbled in Canada but that was in MX2 on a KX250F so he was a bit of a wild card on the bigger bike. He impressed everyone by setting the fastest time in qualifying and nailing down the pole position, pitting out of the team Sprinter van set-up adjacent to the Monster Energy Alpinestars Kawasaki Team.

He promptly went out and scored the first moto win after Kaven Benoit threw away a near 15 second lead with an ill-timed high speed slide just past the mechanics’ area.

A nice surprise for 2017 is a new team, running out of a beautiful tractor trailer, called Royal Distributing Motovan Piller’s Racing presented by Huber Motorsports.

A mouthful to be said, but boy did they impress with both pit presence as well as on-track results!

Long time OTSFF employee Adam Robinson teamed up with the Huber family to put this deal together, finalizing things just barely a month before the gate drop in the Loops. Securing Canadian riders Tyler Medaglia, Nathen Bles and previous MX2 Canadian Champion and US National #11 rider Kyle Chisholm out of Florida and you have

a solid foundation for podiums. The Rockstar Energy OTSFF Yamaha Team added US Snowcross World Champion Tim Tremblay to partner with OTSFF mainstay rider Matt Goerke and ended Round 1 with Goerke grabbing a podium spot with third in the second moto. The Honda Canada GDR Fox Racing Team is a fan favourite with Colton Facciotti leading the charge for the Red Riders. KTM Thor Racing rider Kaven Benoit nailed down two holeshots and the Royal Distributing Triple Crown on the day, but Colton got by him right away then promptly laid it down in about the fifth corner, a tight right hand turn that saw half the pack blast by while he gathered things up. Yotes went on to pass everyone and was parked on eventual winner Pourcel’s back fender by the checkered flag.

Perhaps another lap or two and those positions may have been swapped.

The MX2 class also brought a lot of surprises with Shawn Maffenbeier switching to an MX101 Yamaha and taking the clean sweep. His teammate, Jess Pettis, followed little Muff to second in Moto 1; he’s on fire this year. Reigning Champ Cole Thompson went 4-2 on the factory KTM but it was Redemption Racing rider and newcomer to the series, American Josh Osby, that also impressed going 3-3. Hayes was good as was Epstein’s teammate, another Californian, Ryan Surrat, whose father Willie was a Pro National rider on the AMA scene many moons ago. The track in Prince George is plain and simply amazing and proved to be a big hit with racers and fans alike. Providing nail biting action with 95% of the track easily viewed from the main spectator gallery and you have a solid winner! What a day it was to witness history in the making, and for certain, a venue the Nationals will visit again. The second MX1 moto came down to an incredible photo finish with Pourcel stealing the win

from Goerke in front of a privileged crowd who revelled in the action.

Calgary, as always, was amazing, providing dynamite on-track action in a race setting second to none. Goerke swapped moto wins with Epstein, therein taking the overall with the Kawi rider pretty pumped with his second on the day even though he led most of the laps and went down once. Facciotti is poised for a win as he fought hard yet again. A small tip over in the second moto cost him dearly on his way to challenge Goerke’s Yamaha for the win.

Calgary is a fine town with many good places to eat and a healthy downtown night life. I always enjoy this race but this year I must admit was a little bit special for me. Not because it’s the CMRC’s 25th Anniversary of the Pro Nationals but because former MXP contributor Monte J. Perepelkin had completed his book titled “The Perfect Life” and launched the book at the national. For those who don’t know, Monte sustained a spinal cord injury racing an Arenacross in Lethbridge, Alberta back in February of 1999.

The resulting injury has deemed Monte a quadriplegic. Yes, our sport is dangerous but it’s always our belief that injuries of this magnitude only happen to someone else.

Monte’s words are wonderfully pieced together and carry many messages of the human condition. I am so proud of what he’s accomplished with his autobiography.

Typing every key stroke with a tool placed in his mouth is certainly a feat in itself, but it is his use of language and the stories he tells that I can’t help but find compelling.

I would urge you to order a copy on Amazon, not only to help support Monte but more importantly for your own enlightenment. Monte bares his soul, and from a person up against tremendous odds and a most difficult circumstance, one can only come out the other side of this read a better, perhaps more understanding and compassionate human being. Well done Monte, and thank you for your work and the beautiful note you included in my limited edition signed copy. Mine is number 23 of 50 and I am honoured for this privilege!

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Living the dream

BY CHRIS POMEROY PHOTOS BY JAMES LISSIMORE

For each issue of MXP Magazine, choosing the rider, or in some cases riders, who will grace the cover is obviously a very difficult decision. In most cases, our first choice is always a Canadian rider, as after all, MXP is first and foremost a Canadian magazine. If we cannot think of a deserving Canadian rider then we look for a rider from outside of Canada who has some sort of connection with our incredible country. ven in this day and age with websites and Social Media taking up so much of everyone’s time, being featured on a magazine cover is still an amazing honour and one that every rider looks forward to. The search for this month’s cover boy led us down a few different roads as there were numerous riders who we feel had earned the right. However, after much discussion, we decided that one of Canada’s longest serving Pro riders and fan favourite, Tyler Medaglia, would make a great choice.

If I was sitting down to compose a book about the life of Tyler Medaglia, there would obviously be many chapters. Since Tyler began riding a dirt bike at a very young age, he has been enamoured with this sport.

Through all of the good times and bad, Tyler has never lost sight of who is he is and where he wants to be. Over the years, it wasn’t his abilities on the bike that have impressed people, it’s been his focus, his work ethic, and also his regular Joe attitude. He has been one of the very few riders who can submerge themselves in

E

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an all-out battle on the track one minute and then remove his helmet and carry on a conversation with a fan the next. He makes that fan feel like they know Tyler, and more importantly, Tyler gives the impression that he knows them. This is a very important quality to have and it’s one that Tyler has in spades. It is one of the attributes that over the years has made him a sponsor’s dream.

Yes, at times Tyler is controversial and not afraid to speak his mind, and yes one could argue that he’s only ever won a few MX1 races in his career, but it’s his innate ability to connect with people that has kept him at the forefront of this sport for such a long time.

For the past few seasons, Tyler Medaglia had been a big part of the new Husqvarna Canada racing program. With this legendary brand needing a well-respected rider to carry their flag across Canada, Tyler was the perfect choice. Not only was he providing results on the race track, but he was also building brand recognition as he competed from coast to coast in the Rock-

star Energy Drink MX Nationals presented

by Motovan. Even if he wasn’t at the front of the pack or in a podium position, fans still loved watching Tyler give everything he had on his shiny white Husqvarna. After a strong podium finish at the final round last year in Barrie, ON, which vaulted him to sixth overall in the MX1 class, Tyler headed to Italy as part of Team Canada.

His performance at the 2016 MXoN helped Team Canada achieve one of the best results they’ve ever had at this world class event. It was a crowning moment in Tyler’s career and one that, he thought at the time, would secure him another season with the Husqvarna factory.

As the hype from Team Canada’s stunning results in Italy slowly subsided and the off-season began, Tyler and Husqvarna found themselves with slightly different visions on what his 2017 season should look like. Tyler wanted to continue with the status quo, perhaps with even more support from the factory, while Husqvarna wanted to utilize Tyler’s outgoing personality and

“OVER THE YEARS, IT WASN’T HIS ABILITIES ON THE BIKE THAT HAVE IMPRESSED PEOPLE, IT’S BEEN HIS FOCUS, HIS WORK ETHIC, AND ALSO HIS REGULAR JOE ATTITUDE.”

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move him into more of a long-term ambassador role with the company. With Tyler and his partner Heidi Cooke expecting their third child, this type of role with Husqvarna definitely interested him. However, deep down, Tyler still had the burning desire to compete at the highest level and try to win his first ever Canadian MX1 Championship. At the end of the day, he wanted to remain loyal to the Husqvarna brand, but the desire to try and win trumped everything else. So, when the upstart Huber Motorsports Racing Team came calling with an offer that he couldn’t refuse, Tyler closed yet another chapter of his career and began another.

For most riders, switching teams sometimes can turn into a stressful adventure as they struggle to get familiar with their new bikes and their new team.

But for Tyler, the transition to the Huber Motorsports Team has been a breeze. With Team Manager Adam Robinson and Tyler being old friends and old coworkers, both men already knew what to expect from one another. Also making this transition easier was the fact that this new team would be racing the completely redesigned 2017 Honda CRF450R, a bike that Tyler instantly fell in love with, and right from his first ride on it felt very comfortable. With his old friend as

his new Team Manager and a new, strong motorcycle underneath him, Tyler Medaglia headed into Round 1 in Kamloops, BC full of confidence and excitement.

The opening round for every team and every rider is usually an anxiety filled adventure as no one really knows where they stand. But, for Tyler and his new team, there was definitely more excitement than nervousness. With pre-season testing going very well and a large amount of unity under the tent, it was really about dropping the gate and going racing.

This laidback atmosphere has really served Tyler well during the first few rounds of the 2017 series as he’s made numerous trips to the podium, as well as led a few motos. This is exactly the situation that Tyler envisioned when he made the choice to sign with this new team. He was after a fresh start, a rebirth, and another chance to try to reach the goals he set for himself over a decade ago. Call it whatever you like but 2017 looks to be just what the doctor ordered for this cagey veteran. And what does the future hold for Tyler in this sport? We bet he doesn’t know as he’s just taking racing and life one day at a time. Congratulations to Tyler Medaglia for being this month’s MXP Cover Boy.

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O F T H E C M R C C A N A D I A N P R O N AT I O N A L S

Part 2

THE NEW MILLENNIUM

BY MIKE MCGILL PHOTOS BY JAMES LISSIMORE

n the last issue of MXP Magazine we had a look back at the first decade of the CMRC Nationals; the years ‘93 to ‘99 to be precise. Those were the formative years for the series, which turns 25 this season.

What started out as a one day event back in 1993, had developed, in a relatively short span of time, into a legitimate, seven race National Motocross Championship that spanned the entire country. The momentum, which had built throughout the ‘90s, was about to be put to the test as the new millennium approached. Many questions loomed in the minds of Canadian motocross enthusiasts. Would the series continue to grow? Would fans and sponsors continue to support Mark Stallybrass and

I

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his vision? Who would be the next great Canadian motocross star? These questions, and more, would be answered in the next several seasons as the CMRC National Motocross Championships were about to go big-time. Support was about to be ramped up to an unprecedented level, and a new French Canadian star would emerge and eventually dominate, on his way to taking his place next to the legendary Ross “Rollerball” Pederson as one of Canada’s greatest motocross racers.

2000 was an interesting year, not only in Canadian motocross, but in the world, generally. For those old enough to remember, people were generally freaking out at the end of ‘99 amid concerns over the “Y2K” bug. Widespread computer failures and malfunctions were being predicted, but fortunately this passed without any major incidents. Airliners did not fall from the skies; the banks did not collapse and most traffic lights continued to work properly. It was much ado about nothing really, and the world continued with very little disruption. In fact, the North American economy, which so many people were so concerned about, seemed to be growing faster than ever, and in terms of motocross the big manufacturers were ready and willing to spend money. Big money as a matter of fact, and the CMRC National series was about to reap the benefits of this newfound largess.

Blair Morgan was the defending champ in both the 125 and 250 classes going into the 2000 season. The 125 class, or MX2 class as it is now known, took on a bit of a different look in 2000 as the series, which had now expanded to ten rounds, was split into an east and west coast series. The reasons behind this regional split were two-fold according to CMRC President Mark Stallybrass. “Obviously, it made it more affordable for the young Pros just starting out, and it added another championship to fight for so that made it even more attractive to some of the perspective teams who were looking to field a team in the 125cc class without spending a fortune.”

While the regional split in the 125 class was big news for the 2000 series, the really big story was the somewhat surprising entry of former top U.S. Pro Doug Dubach into the MX1 class. Dubach was

of course well known to any motocross enthusiast, having competed in the U.S. National Series and Supercross for the Factory Yamaha team for many years. In fact, Dubach was arguably the biggest name to ever compete in any Canadian National Motocross Series to that point in time, and even though he was at the tail end of his career and approaching the age of thirty-eight, the Costa Mesa, California resident was obviously still going to be a force to be reckoned with.

The architect behind bringing Dubach to Canada in 2000 was none other than Dave Gowland. Dave, of course, had a long history of involvement with the sport in Canada having raced himself as a youngster growing up in and around Mississauga, Ontario. Dave would later transition to the mechanical side and wrench for Canadian motocross legends Ross Pederson and Carl Vaillancourt before packing up his toolbox and moving Stateside in ‘95. In 1999, Gowland was working for an Indy Car team in that series, but when the deal he was working on for the PPI Racing team fell through he immediately began looking for an opportunity to get his foot in the door in the CMRC Series with the goal of starting up a team in mind.

“I had been talking with Mark (Stallybrass),” recalls Gowland, “and I really just wanted to come home and go racing. I didn’t really have any long-term goals at the time. Like I said, I just wanted to go racing.”

Of course, it was all pretty last minute for Gowland and his new team. “It was actually after Christmas when I really started to get serious about doing it so I had to act fast,” remembers Gowland. And so, with the limited support he had been able to secure through an old Indy Car contact at Fed-Ex and John Bayliss from Yamaha Canada, he decided to take a flyer and put in a call to Mitch Payton at Pro Circuit to see if he would be willing to help at all. “Mitch was all for it,” chuckles Gowland, “and he also told me, ‘hey, I know just the rider you should hire.’” That rider turned out to be Doug Dubach. It should be noted that Dubach, at the time, had fully transitioned from active racer to full-time test rider. In fact, Dubach was pretty much the main test rider in the development of the four-stroke YZ program having taken

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the bike right from its infancy in the early stages of 1996 right up until the release of the production YZ 426F in 1999.

“He pretty much cold-called me,” remembers Dubach, when speaking of Gowland. “It was certainly a last-minute deal and I even joked with Dave at the time that I had better hurry up and accept the deal and get off the phone so I could go and get in shape.” This was an exaggeration, of course, as Dubach, through his test riding duties with Yamaha, had been riding pretty much every day but he had not actually raced competitively in over a year at that time. He was game to give it a try, however, and along with his friend and mechanic Alan Olsen, the team showed up, to the surprise of many, at the opening round of the series in Nanaimo, BC. “It was really a perfect storm,” remembers Dubach. “I joke around with my old mechanic (Olsen) to this day that we could never duplicate that season again, even if we had a thousand chances to do so.”

Dubach showed up at the opening round with handlebars, forks, a shock and a bone-stock YZ 426, which caused Gowland some distress. “He was always asking me if we should be doing some motor work, or changing pistons or something like that,” laughs Dubach. “I would tell him no, just change the oil and clean the filter. It was pretty funny,” recalls Dubach. “Back home in California and throughout the States, for that matter, the four-strokes were already quite popular. They were really starting to catch on but I’m telling you, in Canada mine was literally the only one on the starting line. I had the choice between riding the two-stroke or the four-stroke but by this time I was pretty much known to be a four-stroke guy. I knew that was the future,” he laughs, “but apparently in Canada they didn’t know yet.” But they were about to find out.

After a rough start in Nanaimo when he tangled off the start of the first moto with fellow American Ryan Huffman, Dubach went on a roll and pretty much domi-

nated the series. “The Crafty Veteran”, as the television analyst, at the time, Ross Pederson referred to him as, swept the next round in Calgary and never looked back. “Blair Morgan, was real fast,” recalls Dubach. Blair was of course the defending CMRC National Champion but he crashed and broke a couple of bones in his hand at Calgary, and while he continued to ride he was never really a factor after that. “There were some other great riders as well,” recalls Dubach, citing Marco Dube, Darcy Lange and Jason Thomas as his next closest competitors. Of course, Canada’s top rider, Jean-Sebastien Roy, was contesting the U.S. National Series full-time in 2000 and only made it to three rounds of the Canadian Series, which is something that Dubach regrets a little bit. “I was really looking forward to hooking up and battling with JSR,” recalls Dubach, “but it never really happened. Even at the rounds he attended something always seemed to happen and we never really got to mix it up.”

“All in all, I would have to say that racing the CMRC Nationals was one of the best experiences of my racing career,” recollects Dubach. “I still think about it all the time. My wife and my two kids, who were 1 and 3 at the time, travelled to all the Eastern Canadian rounds with me in a motorhome. We got to see more of the country than most Canadians do, I think.

It was truly a great experience. And of course, winning was nice too.” The only regret that Dubach has from his stint in the CMRC National series was the fact that it didn’t last longer. He never got to come back to Canada with the #1 plate on his bike and defend his title the following season. “Gowland was moving on to other things I guess, and Yamaha Canada was non-comital so it just didn’t happen,” says Dubach. “It’s a shame really, that would have been fun but it was a great experience, for sure.” Gowland, on the other hand, is a little more blunt when expressing his frustration over the fact that Dubach never got to defend his title. “It

Right: No, Colton Facciotti isn’t too tired to stand, he’s just asking his favourite girl to be his wife.

Far right: Damon Huffman was one of the many top American riders who travelled north searching for success in Canada.

Below: Two years before Blair Morgan’s tragic injury, he was flying high on his Blackfoot Honda.

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really sucked,” says Gowland, “that Doug didn’t get to come back and run that #1 plate.” Unfortunately, the Fed-Ex money was only good for one year, and as Dubach had mentioned, Yamaha just couldn’t seem to commit to support for the 2001 season.

For his part, Gowland would resurface on the Canadian scene the following season as Manager of the Richmond-Gowland Kawasaki Team. “I met with team owner Mike Eyre over a few beers while I was in Vancouver for the Indy Car Race,” remembers Gowland, “and he basically said, hey, why don’t you come and work for me.” The relationship between Gowland and the Richmond team would last until the 2004 season and saw several top riders including Darcy Lange, Craig Decker and Pedro Gonzalez throw a leg over a Richmond-Gowland Kawasaki.

“After the 2004 season I decided my vacation was over and it was time to head back to the States and get a real job,” laughs Gowland. “I’m not just saying this because I was involved,” Gowland continues, “but I think that period between 2000 and 20004 really was the best in the history of Canadian motocross. You know, teams like Ron Ashley’s Two Wheel Motorsports, and I give him a lot of credit for this,” states Gowland. “He really got the ball rolling in the late ‘90s and then guys like me, Jason Mitchell at Blackfoot and Bill McLean at Pacific Yamaha just tagged on and went big.”

If nothing else, the participation of Dubach and the FedEx Yamaha Pro Circuit Team showed

everyone else a new level of professionalism had arrived in the series and if they wanted to win they were going to have to raise their collective games to a level that had never been seen before in Canada.

And that’s exactly what the Blackfoot Honda Motorsports Team out of Calgary did for the following season.

While Gowland and Dubach’s Fed-Ex Yamaha Pro Circuit team had begun the new millennium with quite a showing in 2000, the rest of the first decade of the new century clearly belonged to the Calgary based Blackfoot team. They dominated the series between the years 2001 and 2009, and the number one reason for that was Jean Sebastien Roy. Hailing from Acton Vale, Quebec, Jean Sebastien Roy, or JSR as he came to be almost exclusively known, had spent almost all of the previous ten seasons racing south of the Canadian border in the AMA Supercross and National Series. He would hit the odd Canadian race if his schedule allowed but the main goal was to make his mark in the U.S. In 1998, Roy had a breakthrough season in the AMA 250 National series placing 9th overall in the final standings. This, coupled with an impressive 17th in the Supercross Series, was enough to land him a ride on the Planet Honda Team based out of Wilmington, Pennsylvania for the following year. While it wasn’t a full-on factory ride, it was the next closest thing and hopes were high going into 1999 season. Unfortunately, JSR was not able to duplicate the results

he achieved in ‘98 over the next two seasons, and after a mediocre 2000 race season he found himself a free-agent, shopping for a ride for 2001. That’s when Jason Mitchell and Blackfoot came calling. The timing could not have been better as several factors made the choice to come back to Canada easy for JSR. “Honestly, I was getting pretty tired of living out of hotels and sleeping in box vans,” explains Roy. “I was twenty-six-years-old and even though my results in motocross were still quite good, the odds of me getting a full-factory ride in the U.S. were growing smaller. Honda Canada and Blackfoot put together a strong proposal and the CMRC Series was really gaining momentum and had become very professional. I did have some offers for ‘01 in America but decided that going back home to Canada would be the best thing for me.”

It turned out to be the right choice as JSR went on a tear winning the MX1 National Championship for five consecutive seasons between ‘01 and ’05, and while he may have made it look easy on the track, Jean Sebastien is quick to point out that it was anything but. “Many people thought it was going to be easy for me but I was not expecting it to be and it wasn’t, it never was,” Roy explains. “I was fortunate to have a great team and we had very competitive bikes. The technicians worked full-time year-round testing and working to make the bikes better. Every detail was taken care of,” says Roy, “and other than a few suspension parts that we were not able to get

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in Canada, the bikes were the equivalent of the factory Hondas in the States.” Roy goes on to explain that his teammates were always provided with the same equipment as he was and that he had many very good teammates during his time at Blackfoot.

“Blair was there of course,” states JSR, “as were guys like Damon Huffman and Mike Craig. They were fantastic riders. Huffman was incredible on the hardpacked surfaces but struggled a bit when the series went east and the tracks were softer and more rutted. Mike Craig could have won the championship as well but had some injuries.” For his part, JSR believes that while he may not have been the fastest all the time, his ability to remain consistently quick on all of the different surfaces the tracks on the CMRC circuit had to offer is what helped make him a champion. “I knew the different tracks and I was able to ride well on all of them. That really helped,” explains Roy. Perhaps no other season demonstrated Roy’s dominance of the series more vividly than the 2004 campaign. Faced with extremely stiff competition in the likes of such notables as the aforementioned Damon Huffman and Blair Morgan, as well as former US Factory star John Dowd and Canadian youngsters such as Darcy Lange, Colton Facciotti and Dusty Klatt, JSR went out and banged off ten straight moto wins in the process of winning the first five Nationals of the year. Had it not been for two flat tires in the first moto at Riverglade MX Park in New Brunswick, Roy could very well have had a perfect season. “We had no mousses back then,” chuckles JSR, “but it would have been tough,” he says when referring to the possibility of a perfect season. As it was he still went on to win three of the final five motos of the season and took the championship in dominant fashion. In fact, at season’s end, he held a 74-point advantage over Huffman, his next closest competitor. He is quick to reiterate, however, that it was always tough to win these titles. “There was a lot of pressure on me,” states Roy, “especially in ‘01, but really in every season. I had a lot of injuries every year that I never talked about but that obviously made it even harder. It was a very competitive series with many great riders.” While this may be true, JSR was undoubtedly the class of the field during this period of Canadian racing. As Mark Stallybrass puts it, “It was really just a battle to see who was going to get second place. JSR was that good.”

While the level of racing on the track was at an all-time high, the business and behind the scenes action in the series was continually changing and evolving. In ’01, the tobacco giant Export ‘A’ came on board as title sponsor for the series incorporating the Nationals into their Export ‘A’ Extreme Sports

The first half of this decade could simply be called the “JSR Years.”

Series. “Having Export ‘A’ involved definitely raised the profile of the series once again,” states Stallybrass. Of course, all the major tobacco companies were heavily involved in sponsorship of all aspects of motorsports at the time from F1 right on down, so it seemed like a natural fit. “It was a good fit at the time,” agrees Stallybrass, and Export ‘A’ stayed with the CMRC National series right on through the ‘04 season until government legislation banned tobacco companies from advertising or sponsoring any kind of sporting events in Canada. Something which seems completely normal today, but at the time it put a major crimp in the advertising and sponsorship budgets of many teams and series throughout the country who had relied on the cigarette companies to help fund their racing.

With the departure of Export ‘A’, the CMRC series went through a two-year period in ‘05 and ‘06 without a title sponsor but there was a light at the

end of the tunnel. In 2007, Stallybrass and the CMRC Series went out and landed the seemingly ultimate motocross sponsor for the time, Monster Energy, the energy drink company based out of Corona, California who remained the title sponsor for the CMRC National series for the next seven years until the 2014 season. “They were a really good sponsor,” recalls Stallybrass. “Our series was really the first thing they got involved with in Canada and they gave us huge support. I can’t say enough about our time with Monster Energy. It was very good.”

While things on the sponsorship side had been solidified with the arrival of Monster Energy, the television broadcast for the series also continued to evolve throughout the decade. In fact, the airing of the CMRC Nationals by Speedvision south of the border and Sportsnet in Canada is what some credit for the rising popularity of the series in the early 2000s.

Dave Gowland was one of those proponents of the

Even though they switched from Honda to Yamaha in 2007, the Blackfoot Team enjoyed the same success.

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television broadcast. “I was living in the States at the time,” recalls Gowland, “and they aired the CMRC races in the fall on Speedvision after the U.S. season was over. Everybody I knew was watching them and really enjoying them. People loved it. The way Travers and Koster called the races was really unique, and based on the Speedvision coverage a lot of riders in the States were really thinking of Canada as a potential option after watching the series on U.S. television.” Stallybrass agrees that the television coverage helped to make the series into something special.

“All of the sudden you had guys lining up to come to Canada to race. Teams had their choice of riders and it brought the whole series to another level. It wasn’t just a hobby anymore, it was big business.”

“2001 was somewhat of a turning point for the television broadcast,” recalls Travers. “Ross (Pederson), who had been doing the colour with me for a few years, left due to other commitments and Brian came into the colour role on a permanent basis. That’s basically the set-up we still have today.”

Travers goes on to add that Hills Production Services came on-board in ‘01 as well. “They had a lot of experience doing sporting events such as Jr. A hockey so the production levels were really stepped-up after that.” Something interesting about that broadcast that a lot of fans may not realize is that the crew, consisting of Travers, Koster, and trackside reporter Ryan Gauld would actually cut two totally different openings for separate broadcasts for the two different cable networks that aired the CMRC Series, Speedvision, and later just Speed in the U.S., and Sportsnet in Canada. “We would do one version, then change clothes and do another completely different version for the other network,” recalls Travers.

And what does Travers attribute to the popularity of the television broadcast, specifically in the U.S.?

“We were just doing our thing,” chuckles Travers. “We were enthusiastic and having fun and it was contagious, people enjoyed it.” Travers goes on to add that when Hills Production Services came on board their experience and expertise assisted him in creating a cut-down yet seamless broadcast that really flowed. “That was the key,” he emphasizes. CMRC National Motocross played regularly on Speedvision for ten years between 1998 and 2008 yet it wasn’t until Travers and Koster went to the MX of Nations at Budd’s Creek, Maryland in ‘07 that they realized just how popular they were with the hardcore moto fans in the USA. “We had very good tickets,” recalls Travers, “VIP as a matter of fact, and everywhere we went people would be coming up and saying hello, saying how much they enjoyed the show or just yelling one of our signature calls to us. It was

pretty wild. Brian and I joked that we were way more popular down in the States than we were at home.”

As the decade rolled on the Blackfoot juggernaut continued to dominate the results. Jean Sebastien Roy’s run as Champion ended in ‘06 but another Blackfoot Honda sponsored rider was right there to take his place as the #1 plate holder in the MX1 class. Campbell River, B.C. native Dusty Klatt was on fire in 2006, and even though Roy “The Champ” was still at the top of his game at that time, Klatt was just too much for him to handle in the ‘06 season. In fact, Roy and Klatt were the only two riders to win a National in the MX1 class that season, with Klatt taking six overall wins as compared to only three for JSR. Klatt had previously won the MX2 title for Blackfoot in the ‘04 and ‘05 seasons, and came into his own aboard the big CRF 450 in ‘06.

Blackfoot had been running the two-stroke CR 250s up until ‘05 but finally made the inevitable switch in ‘06 to the four-stroke machines, something that JSR still regrets to this day. “I should have stayed on the two-stroke for one more year,” says Roy. The big 450, however, seemed to suit Klatt extremely well as he literally flew to victory after victory and took a commanding win in the Championship.

“I was always more comfortable on the fourstroke,” confirms Klatt. “I wasn’t a real big user of the clutch,” which is a technique associated with riding the two-stroke machine. “The four-stroke suited me

In 2005, Ryan Villopoto got his pro career off to a successful start in the MX2 West Series.

“ UNFORTUNATELY, IT TURNED OUT TO BE ONE AND DONE FOR THE TEAM IN CANADA AS FAR AS CHAMPIONSHIPS WENT AS THE FOLLOWING SEASON BLACKFOOT WAS RIGHT BACK ON TOP AGAIN, THIS TIME YAMAHA MOUNTED AND WITH A YOUNG COLTON FACCIOTTI LEADING THE CHARGE.”

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better.” Of course, Klatt won his two MX2 Championships for Blackfoot aboard the 250F, and when the team decided to go four-stroke for MX1 in ‘06 “everything just started clicking and rolling,” he remembers.

“Of course, riding for Blackfoot really helped,” Klatt goes on. “As far as Canada goes they were as good as it gets. They were super-professional and it was nice to know that you never had to worry about anything concerning the bike, only about yourself.” Klatt mentions that the key members of the management team, Jason Mitchell, Joe Skidd and Andrew McLean, were very serious about winning and provided Klatt with so much support and confidence. “There was definitely a winning attitude underneath that tent.”

Of course, nobody wins championships without putting in the work and in that respect Klatt had a great role model to learn from in that department in JSR. “We were training down in Georgia prior to the ‘06 season,” recalls Klatt, “and I would see JSR getting up at 6:00 AM and hitting the gym and really putting in the work. I decided right then that I was going to put in just as much work or even more. I trained very hard.” The training, of course, paid off in the form of a CMRC MX1 title for Dusty and an offer from Star Yamaha to race in the US the following season. Klatt raced for Star and Cernics Kawasaki for the next two seasons in Supercross before returning to the CMRC series in ‘08 on a Kawasaki. His U.S. excursion did not turn out to be as successful as hoped but for his part Klatt has no regrets. “No complaints,” says Klatt. “I gave it a shot but it just didn’t work out.” As for his tenure in the CMRC Nationals, Klatt feels he accomplished everything he set out to do. “I enjoyed those years for the most part,” says Klatt. “There was always a great atmosphere and the series certainly progressed over the years.” He goes

on to add that “some years were better than others.

Some tracks were great some years and not so good in others, which could be frustrating, but all in all it was a great period for me and for Blackfoot.”

American Billy Whitley’s Monster Energy Cernics Racing Canadian Kawasaki Team put a brief hold on Blackfoot’s dominance in 2007 as New York native Paul Carpenter took the MX1 title that season. It was a great debut for Whitley’s team, especially considering that team sponsor Monster Energy had just taken over as title sponsor of the series, and hopes were high for a repeat performance the following season. Unfortunately, it turned out to be one and done for the team in Canada as far as championships went as the following season Blackfoot was right back on top again, this time Yamaha mounted and with a young Colton Facciotti leading the charge.

Honda Canada’s level of involvement and support in Canadian motocross over the years has been an interesting contrast to say the least. Even dating back to the old CMA days, they were either on board one hundred percent or out altogether, and after Klatt’s Championship ‘06 season they were out once again. Unfazed, Blackfoot made the switch to Yamaha in ‘07 and after some initial teething problems, which included having all three of their riders, Roy, Morgan and Facciotti, run out of gas in the first moto at Gopher Dunes that season, they went on another run of Championship seasons that stretched into the next decade.

As the 2009 season and the first decade of the new millennium came to an end, with Colton Facciotti and the powerful Blackfoot team taking yet another title, the CMRC National Motocross Series had certainly reached some never seen before levels of prestige and professionalism. The addition of Monster Energy, of course, helped in that respect, as

did the level of competition that had been developed by the CMRC over the years. Custom semis and factory race teams filled the pits at every round, and there was no shortage of new teams and riders willing to commit to the series. This thing that Mark Stallybrass had created some 16 years earlier had now grown to a point that surprised even him. “The plan was coming together,” he reflects. “We had a major sponsor in place, more and more top named riders were racing the series, the manufacturers and teams were both making a huge effort to win a championship, we had worldwide television coverage, the attendance at each round was growing each year, I was pretty-happy,” states Stallybrass when looking back. “However,” he continues, “I still had more goals to accomplish, because I wanted to make the series even bigger and better. We were on a roll!”

“Progression.” That’s a word Mark Stallybrass uses quite often when speaking about the CMRC National Series. So far, the series had progressed in virtually every year of its existence. Continued growth is obviously the key to any successful business and the challenge that lay ahead for Stallybrass was to continue to use his ideas and creativity to grow the product and keep the ball rolling.

In the years that followed, a major team would leave the series, but Honda Canada would come back to the series in a big way. Another new title sponsor would step up and several venues would change, but the biggest story in CMRC National Motocross in the next decade would be the influx of big name, US based motocross stars that would make their way into the Canadian National scene. It’s all very interesting and will be the story that makes up part three of the history of the CMRC National Series in the next issue of MXP Magazine.

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“With years of experience and a vast knowledge of the Canadian New Kid tracks, on the Block Medaglia knows how to lead by example both on and off the track.”

Introducing the Royal Distributing Motovan Piller's R acing presented by Huber Motorsports Te am.

By Chris Pomeroy Photos by James Lissimore

The team’s unofficial captain is very happy with his new surroundings.

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s e t f n s, a w y h e .”

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New Kid on the Block In t r od ucing t he R o ya l Dis t r ib u t ing Mo t o va n P il l e r ' s R a cing p r e s e n t e d b y Hub e r M o t or s p or t s T e a m .

The teams’ technicians are some of the hardest working people in the industry.

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Kyle Chisholm is excited to be back racing in Canada.

Tyler Medaglia and Kyle Chisholm are two veteran riders who know how to get the job done.

For the past 25 years, the CMRC Pro Nationals have been going strong and have provided an incredible series for large teams and smaller teams to make their mark in this sport. Over those years, we've seen successful teams come and go. When you think of teams that have left their legacy firmly intact in Canadian Motocross, certainly the Blackfoot Motorsports Team and the Richmond Kawasaki Team come to mind. In recent years, even with the economy going up and down like a roller coaster, teams have seen the value of the CMRC Pro Series, and fans have been able to watch the pits grow instead of retract. For 2017, this series has had the honour of welcoming in a new team for its Silver Anniversary.

Royal Distributing Motovan Piller’s Racing presented by Huber Motorsports is not only the longest team name in the paddock but they are also the newest. This new super team, put together by long time Team Manager and industry insider Adam Robinson, has burst onto the scene this summer and has quickly solidified themselves as frontrunners. With a trio of top MX1 riders under their tent, this new team has owned the top ten in the first three rounds. Canadian fan favourite and this month’s MXP Cover Boy, Tyler Medaglia, is without a doubt the Huber Motorsports Team’s captain. With

years of experience and a vast knowledge of the Canadian tracks, Medaglia knows how to lead by example both on and off the track. If there was an assistant captain role on this team, the 'A' would be on the jersey of USA journeyman Kyle Chisholm. Also with years of experience on his resume, Chisholm was the 2006 Canadian MX2 Champion, who brings with him a strong work ethic as well as a vast knowledge of testing and setting up these modern day 450 motorcycles. Finally, the third member of the team is Ontario native Nathan Bles, a rider who many feel has yet to reach his full potential in the Pro class. Growing up in Bayfield near Lake Huron, Bles has been at the races since he was a kid and all he has dreamt about is to one day stand on top of the podium. Whether it's been because of a lack of confidence or just untimely injuries, over the past few seasons Bles has struggled with consistency and results. With two born leaders as teammates this summer, Bles hopes that 2017 is finally his year to realize his childhood dreams.

As we've been witnessing the past few months with the birth of the NHL's newest team, the Las Vegas Golden Knights, building a good team takes many different pieces. Pieces, that when put together properly, work as a cohesive unit while trying to attain a common goal. This was what Team Manager Adam Robinson had in mind when putting together this new team.

With years of experience overseeing the OTSFF Yamaha Team, including a MX1 championship winning season in 2015, Robinson is well aware of the steps needed to be successful.

As the saying goes, teamwork makes dreams work, and in the fast paced and cut throat world of professional motocross, this is even more fitting.

Nathan Bles is very happy to be getting another chance to showcase his talents.

One of Robinson's strongest attributes in his ability to bring people together, whether they're riders, mechanics, team personal or sponsors, one team with one common goal is Robinson's philosophy.

After helping Team Canada reach their goal of a top ten finish in last September's 2016 MXoN, Robinson came home from Italy with aspirations to build a new team. With no riders yet in his sights, Robinson's first task was to secure support from a manufacturer. In November, he had meetings with Husqvarna Canada in hopes of taking over their Canadian pro racing effort. At the time, Tyler Medaglia was a member of the Husqvarna Canada Team so this move appeared to make perfect sense. However, unbeknownst to everyone at the time, the Rockstar Energy Husqvarna Team in the USA decided in the early part of this year to send Christophe Pourcel to Canada to race the CMRC Series. This decision definitely curbed Husqvarna Canada's interest in getting more involved in racing and Robinson was forced to move on to another brand. With strong ties to Honda from his early days with the Machine Racing Team, Robinson knew that riding red would be the team's best option. Not only has Honda been such a strong and reliable brand in racing for over three decades, but with their new 2017 CRF450R available to the team, this appeared to be a perfect combination.

So with an order placed to Honda for a stable of new bikes, and large team sponsors like Royal Distributing, Motovan and Piller's Meats in place, Robinson turned his attention to signing riders. When Tyler Medaglia heard that this program would indeed be in place for 2017, his inner desire to still try to win races took over and this new team had their first rider signed.

As we mentioned before, every team needs a leader and with the signing of Medaglia, it signified to everyone that this new team had its captain.

Robinson followed up the signing of Medaglia with Chisholm and then Bles, who was also coming off a very suc-

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New Kid on the Block In t r od ucing t he R o ya l Dis t r ib u t ing Mo t o va n P il l e r ' s R a cing p r e s e n t e d b y Hub e r M o t or s p or t s T e a m .

Tyler Medaglia has been battling for podiums spots at each round of the MX1 series.

“As they waited for their turn on the podium that day in Kamloops, the team was obviously excited, but they were also calm and confident as they knew that this is where they belong.”

cessful winter racing snowbikes in the CSRA Series. With everything in place, including longtime engine builder Chris Bondi taking care of the team's motors, all that was left was to make their way west to Kamloops for the opening round of the Rockstar Energy Drink MX Nationals presented by Motovan.

The opening round of any series always brings with it a lot of excitement. However, with a new team and a fresh semi-truck in the pits, Round 1 in Kamloops was extra special. With their black Hondas on the track, fans were treated to some great racing from this new team. Dressed in their bright yellow Shot racing gear, the Huber Motorsports riders had a good first race, and quickly served notice that they're going to be a thorn in the side of their competition all season long. Not only did Kyle Chisholm battle through the flu all weekend to finish 7th overall, but Medaglia quickly gelled with the track and found himself on the podium with a stunning 3rd overall. As they waited for their turn on the podium that day in Kamloops, the team was obviously excited, but they were also calm and confident as they knew that this is where they belong. Since then, the team has made a few trips to the podium, and as they now move east to their main sponsor’s backyard, a moto win could be in their near future.

Regardless of how this season goes for the Royal Distributing Motovan Piller’s Racing presented by Huber Motorsports Team, it's great to have a new team in the pits and on the track.

With 25 years already gone by, the CMRC Pro Series needs to continue to grow and provide a solid stage for teams and sponsors. The addition of this new team proves that the ten round Rockstar Energy Drink MX Nationals is still one of the most attractive professional motocross series on the planet. So, if you're a fan of hard working riders and well organized teams, then you must get yourself to a round of the CMRC Nationals this summer and cheer for this new team. With a multi-year commitment from all of their sponsors, this team is here to stay with only one goal: To stand on top of the podium as Canada's MX1 Champion. If I know anything about Adam Robinson’s drive to be the best, he will be sure to make this dream happen in the near future.

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The Royal Distributing, Motovan and Piller’s race team, by Huber Motorsports, would like to thank all of our amazing sponsors!

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W

hile this story is meant to serve as the recap of the first two rounds in British Columbia, the BC acronym works in more ways than one. It could stand for “Big Crash,” which is how Moto 1 in both Kamloops and Prince George pretty much started for me. I believe I may have put the “loop” in Kamloops at Round 1 of the pro nationals this year with my crash off the start.

(LOL) Meanwhile, the fall on the first lap in Prince George may have not been the biggest, but it became a crucial part of the moto because a crash or fall is a big problem.

For some people looking at my results from the first couple of rounds, they may think it stands for “Big Concern.” For the doubt-

ers wondering if it’s panic time, let me put that to rest right now. Am I disappointed with the way things have gone so far? Heck yeah! Am I or the team discouraged? Heck no!!!

In fact, if you’re a stats person, I’m actually further ahead in points in 2017 than I was in 2016 at this time.

I’m more determined and motivated than ever.

Right now, BC stands for “Be Competitive” and I have done that.

Despite the errors, bad luck and impact of some competitors on the track, my speed is there and I’m staying in the top 10. While I have spun hundreds of laps on my practice bike and truly love the way the Honda handles, my race bike and I are just getting comfortable with one another. A few tweaks at every race make that relationship stron-

ger every moto! I’m truly lucky to have such a supportive and responsive team. I have the bike, the team and the skill to win. It’s coming! So, let’s talk about Kamloops.

What can I say? There’s no other round in the series where expectations are higher than at Round 1.

Like many other riders, I arrived confident in my ability to perform and succeed. I approached the gate with anticipation and a drive to win.

The 30-second board went up. Then it went sideways. The gate dropped!

And I took off! I got a great jump, hit 4th gear tapped, and was well positioned to come around that first turn in about 3rd spot. Then … I tangled bars with another rider and got caught off balance and went down hard. I went into a front flip that had me and the bike landing on the ground HARD. It was an accident. Sadly, s**t happens! It just sucked to kick off the season that way. (Thanks to the rider who took the time to come and see me after the race. You know who you are. It’s nice to see that sportsmanship still exists at the pro level.)

So, this was to be the beginning of 2017. I had my first huge crash of the season within seconds of the gate drop. Like that wasn’t bad enough, some other dude ran me over as I was trying to get up, forcing me back down into the dirt.

As the entire line of racers moved past me, through to the next section of the track, and then into the distance, I was left alone … in last place … to assess the situation. My body hurt! My heart sank. My bike laid there looking pretty mangled.

First, I tried to figure out if my body would cooperate. To my amazement, I could move my fingers, my arms, my legs, and this, my friends, is why I wear all the safety gear: the neck brace, knee braces, chest protector, etc.!!! (Thanks Fox and Atlas!)

As I slowly stood up to make my way back to the bike, I immediately focused on assessing the damage.

The handlebars were severely bent. I threw my leg over the bike, kicked it,

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WRiGHT OUT

By Dylan Wright Photos by James Lissimore

OF THE GATE Honda Canada GdR G dR R Fox rider dylan ylan Wright Takes Us Through His First Two Rounds

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WRiGHT OUT OF THE

and my Honda immediately started.

I started to move forward slowly, checking the clutch, the brakes, etc.

It seemed to be running OK. As I watched the pack in the distance, I realized that the holeshot and podium finish I had wished for Honda Canada were gone. The good news was that it looked like I wasn’t going to DNF GdR R Fox and I didn’t sustain an injury that would have me out for the rest of ylan the race, the day or the rider season. So,dylan

GATE

the work began to try and salvage Wright as many points as possible.

I put Takes my head down and pushed myself Through and the bike as hard as I Us could.

Luck was just not on my side. I crashed HisI must First Two a few more times. In fact, have passed the same guys at least Rounds four times trying to make my way to the front of the pack. (LOL) 16th would be where I finished when the checkered flag waved.

Needless to say, I was not happy with that result. After all the crap that had happened on the track, my thoughts now turned to the greeting I might expect back at the pit by my new team. Would they be angry or supportive? Would they be negative and sarcastic or encouraging and understanding? As it turns out, they were awesome and so professional.

I immediately went for a little walk to think the moto through and then returned to the semi to debrief with the team and assess what changes we would make for the second moto.

The team manager’s immediate concern was with my health while my mechanic, Kyle Ward, gave the bike a once over and began to address its wounds. (Sorry for all the extra work between motos buddy.

You did a great job!)

By Moto 2, the bike was good. My heart and mind were willing, but the body was still reeling from the crash earlier in the day. But it’s amazing what adrenaline can do as you sit on the start gate and watch that 30-second board come up again.

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The aches and pains just seem to fade away. My mind immediately shifted away from the bumps and bruises to focus on the job at hand.

I got a decent start. I was hanging in there with the front pack, but as the adrenaline wore off my body found it more and more difficult to deal with the challenges on the track. Thanks to the fitness levels achieved during the off-season, I still managed to finish Moto 2 in 6th place. (Thanks for the training Rob!) I struggled with bike setup in the second moto and I knew that I had some work ahead of me to get it all sorted out before the following weekend.

I won’t deny that it was disheartening to watch some of my competitors blow by me on the track.

But I have learned a few things over the past few years racing pro. I had to recognize my limits on that day, ride within them, finish the race, and salvage as many points as possible.

On that day, at that time, in those conditions, I would have to accept that 16th and 6th would be the best I could do, even though I know I have the skill and the equipment to be on the podium. At least I earned a top 10 finish.

Between the two rounds my girlfriend and I headed back to Gopher Dunes with the team where we worked hard to be ready and rebound in Prince George. We spent many hours out at the test track getting the chassis setup exactly the way I wanted it in order to feel comfortable. We made it like the practice bike I was riding day in and day out. I was feeling very comfortable and was ready for a great weekend. Sadly, it was not meant to be.

“SO, THIS WAS TO BE THE BEGINNING OF 2017.

I HAD MY FIRST HUGE CRASH OF THE SEASON WITHIN SECONDS OF THE GATE DROP.”

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This time, I didn’t have other riders crash into me off the start. On the first lap, I made a mistake and the front tire slid out and I found myself on the ground … again! In fact, I’ve had so many get-offs in the past two rounds that the team calls me the GDR geologist because of all the soil samples I’ve been taking.

Anyway, we had put on hand guards for this round and, as luck would have it, one of them bent over and was jamming my brake lever, which caused me to go down again.

I tried to fix it but couldn’t waste precious time so I did the best I could under the circumstances. I managed to make it up to 11th spot despite the fact that the brake had a mind of its own now. Combine that with a track that was getting nasty, it made for yet another moto I would like to forget. For Moto 2, I finally got a good start, running about 5th and feeling good about being up with the front pack. I was getting ready to pass for 4th when I tangled bars with another rider who took me out. And so, I was down again, playing geologist! Suffice it to say that I picked myself up again, gathered my thoughts and got back on the bike as quickly as I could to try and stay in the game. While I realized that it was pretty much impossible for me to catch up to the two leaders, I managed to finish in the top 5. The 11-5 finish would give me a 6th overall on the day. I have to say that despite what the results look like, I am happy with my riding.

Prince George proved to be a great addition to the circuit. I loved the elevation changes in the track, the fact that it was nice and wide so you had lots of line options and passing opportunities. It got nice and rough too … just the way I like it! Kudos to the crew at Blackwater. You killed it!

I look forward to going back there next year.

WRiGHT OUT OF

THE

With two rounds done, I have had time to reflect on a lot of things. It’s been a bit of a rough start on the season, but I’m hoping it only goes up from here. You really get to know people’s true colours when you go through both good and bad times with them. You get to learn a lot about yourself too; about who and what is important to you. As I look ahead to Calgary and the rest of the series, I am more convinced than ever that I am on the right path, on the right bike, and on the right team to achieve success.

Having these tough rides and being a little upset really makes me appreciate the support system I have. This all starts with the great team I have behind me as well as my girlfriend that always believes in me and stands behind me at the track no matter what, because we know that it will turn around. Beyond that, my family and friends that have messaged me between weeks has been awesome, I can’t thank everybody enough for all the kind words and messages. It definitely doesn’t go unnoticed.

GATE Honda Canada GdR G R Fox rider dylan ylan Wright Takes Us Through His First Two Rounds

“I HAD TO RECOGNIZE MY LIMITS ON THAT DAY, RIDE WITHIN THEM, FINISH THE RACE, AND SALVAGE AS MANY POINTS AS POSSIBLE.”

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FIRST RIDE

2018 KTM250 XC-W TPI

BY CHRIS POMEROY PHOTOS BY SEBAS ROMERO

PA L M S GOES EXTREME IN ERZBERG

AFTER SPENDING ABOUT FOUR DECADES RIDING DIRT BIKES, YOU COULD ASSUME THAT I’VE SEEN IT ALL AND RIDDEN JUST ABOUT ANYWHERE AND EVERYWHERE. UP UNTIL LAST WEEK I WAS UNDER THE ASSUMPTION THAT THIS WAS TRUE UNTIL I FLEW TO AUSTRIA FOR THE MEDIA LAUNCH OF THE NEW 2018 KTM250 XC-W TPI.

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his revolutionary off-road motorcycle is KTM’s latest masterpiece and it has the one feature that everyone in the riding community has been waiting for, fuel injection! The TPI stands for ‘transfer port injection’ and it’s the new technology that is the centre piece of this ready to race motorcycle. Actually, during the opening presentation of this new bike in Austria, here is exactly what KTM had to say. “In short, TPI means a new dimension of READY TO RACE DNA in every detail. And more than that, TPI is the living proof that KTM’s ongoing commitment to off-road racing in general will never stop, and its dedication to two-stroke technology in particular is alive and well. In fact, the state of the art R&D Department in Mattighofen is expanding, while the new motorsport division demonstrates

T

“WHETHER WE WERE ACCELERATING UP THE STEEP ERZBERG HILLS OR DESCENDING DOWN THEM, THE THROTTLE RESPONSE WAS SMOOTH, PREDICTABLE AND PRECISE.”

KTM’s growth and continuing investment.” With the incredible gains that KTM has made in the past five years with their new motocross and off-road line up, it comes as no surprise that they are the first to produce a fuel injected off-road machine.

After a good night’s sleep, all of the journalists were loaded on to a bus to make the 45-minute drive to the famous Erzberg Iron Mine.

I feel that before I get into how incredible this new KTM motorcycle is, I should

talk about the very extreme playground that we would be riding on that day. A once a year off-road race track, also known in the Enduro world as simply “Erzberg,” the Red Bull Erzberg Rodeo takes place in mid-June with over 500 entries, consisting of all levels of riders. Each class has different sections that everyone must traverse during the race, with the most challenging sections saved for the pro riders. This event is so gruelling that only a small percentage of riders actually make it to the

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finish. For the riders that do complete this race, they’re either very skilled or extremely lucky. With all of this history in mind, Erzberg appeared to be the perfect place to test out this new bike.

As our bus made our way up to the Erzberg Mine, the bus was dead quiet as we all just sat there in awe!

After taking the time to get suited up, we then received a last-minute safety briefing on what to do in case of an accident. With our trail guide, factory Red Bull KTM Enduro star and 19-yearold Manuel Lettenbichler leading the way, we headed out into the Erzberg wilderness. Over the past few years, Manuel has been an Erzberg event regular, so he knew the landscape like the back of his hand. Within two minutes of starting our bikes we were on a single track, rocky trail, and on the side of a fortyfoot cliff. Needless to say, my heart rate was quickly rising. These first moments on the new 2018 KTM250 XC-W TPI encapsulated the rest of the day as we spent the next six hours traversing the most extreme terrain I have ever witnessed.

I must admit that I’m not exactly a

seasoned off-road rider, but as I made my way around the Erzberg facility, I felt completely comfortable on this new fuel injected KTM. With the obvious absence of a carburetor and the presence of a new throttle body, a programmable ECU, and injection ports attached to the side of the cylinder, the new 250 XC-W TPI ran as smooth as can be. Whether we were accelerating up the steep Erzberg hills or descending down them, the throttle response was smooth, predictable and precise Gone was the need to clear the engine out while worrying that when you did turn the throttle there might be a costly hesitation. Let’s face it, this is really what fuel injection brought to the fourstrokes years ago, and now with this KTM, a rider can have the same attributes on a two-stoke. As we came across one difficult section after another, the 2018 KTM250 XC-W TPI was a joy to ride, and even though we were riding on jagged rocks with extreme elevation changes, there wasn’t a moment that this new bike didn’t shine. With a separate oil canister, there is no need for premixing your

“WITH THE INCREDIBLE GAINS THAT KTM HAS MADE IN THE PAST FIVE YEARS WITH THEIR NEW MOTOCROSS AND OFF-ROAD LINE UP, IT COMES AS NO SURPRISE THAT THEY ARE THE FIRST TO PRODUCE A FUEL INJECTED OFFROAD MACHINE.”

fuel any longer. Also reduced is gas consumption, oil consumption and of course emissions. Yes, the outside of the new KTM is of course orange but the inside is very green.

This new technology will be available in two models, the 250cc and the 300cc. However, Canada and the USA will only be getting the 250 XC-W TPI later this fall. There is talk of the 300cc model coming to North America for 2019, but consumers will have to wait and see. I would also suspect that in the near future KTM will be introducing fuel injection on their 250cc motocross model.

As I was riding around Erzberg, I couldn’t help but think how cool this technology would be on a full motocross bike. With the smooth and precise power delivery that this 250cc fuel injected power plant has to offer, I think it’s just what two-stroke-loving motocross riders are looking for. Until then, this new 2018 KTM250 XC-W TPI will have to be enjoyed by our talented offroad community. This was a community that I was happy to be a part of, even if it was for just one incredible day in Austria.

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With the new TPI System grabbing all of the main headlines on this new bike, we can’t forget about some of the other features that help make this motorcycle the most technologically advanced off-road bike on the planet. Here is a list of some of the new features that compliment the new TPI system:

PA L M S GOES EXTREME IN ERZBERG

• NEW Cylinder with two injectors placed in the rear transfer ports for excellent downstream atomization of fuel.

• NEW EMS featuring a new ECU controlled ignition timing and fuel quantities based on information from five sensors reading intake and ambient air pressure, throttle position, and oil and water temperature for optimized engine response.

• NEW 39mm throttle body by Dell’Orto features a butterfly valve controlled by a twin cable throttle.

• NEW electronic oil pump feeds oil from the 700cc oil tank to ensure a perfect fuel-oil mix under any condition while reducing smoking by 50% for up to five tanks of fuel.

• UPDATED WP Xplor 48mm upsidedown split front fork with new outer tubes for more sensitivity, less stiction and reduced weight. Revised settings are stiffer as well.

• UPDATED WP Xplor PDS rear suspension features stiffer settings while still offering the progressive feel and excellent bottoming resistance only PDS can provide.

• NEW radiator guards provide better airflow in muddy conditions as well as added strength.

• Engine cases feature a compact shaft arrangement for better mass centralization.

• NEW cylinder with twin-valve controlled power valve for smooth power that can be adjusted within seconds for different track conditions.

• Revolutionary lateral counter balancer reduces engine vibrations for less rider fatigue at the end of the moto.

• 6-speed, wide ratio transmission is perfectly suited for off-road duty.

• Hydraulically operated DDS clutch features a damping system for better traction and durability.

• Lightweight chromoly steel frame provides high torsional rigidity with less longitudinal stiffness resulting in excellent handling and energy absorption.

60 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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MXP Chatter With Tim Tremblay

BY CHRIS POMEROY

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PHOTOS BY JAMES LISSIMORE

hen it was announced that Tim Tremblay would be competing in the entire 2017 Rockstar Energy Drink MX Nationals aboard a Rockstar Energy OTSFF Yamaha, we think the entire Canadian moto industry was overjoyed. Not only because Tim is known as just a great guy, but also because with so many top teams in Canada set on hiring foreign riders, getting a talented Canadian rider on the OTSFF Yamaha Team was great. Even with a lucrative winter snowcross contract to think about, Tremblay jumped at the chance to be a part of this ten round series as a member of one of the top teams in paddock. After an opening round that saw Tremblay ride very well, but not get the results he was looking for, we caught up with the Quebec multisport superstar to get his thoughts on this awesome opportunity.

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MXP: Hello Tim, thank you for taking the time to chat with us. We’re currently in between Kamloops and Prince George, what is on your agenda today?

TT: Right now I’m just driving to a practice track called 911. It’s a track near Quebec City that is very hard packed, so it will be good practice for this weekend in Prince George.

MXP: You’re new to a couple of the western tracks, but for Round 2 in Prince George none of the top MX1 riders have been to the Blackwater track before.

TT: True, that will definitely help in timed practice as no one will know the really fast lines. I see that there are a few riders practicing there this week, but like any track, it’s always different on Sunday compared to during the week.

MXP: What were your thoughts on the track in Kamloops?

TT: It was good and I felt really good on it. It was definitely fast and challenging, but I felt like I rode it really well. I don’t think my final results represent how well I rode.

“WHEN OTSFF YAMAHA APPROACHED ME ABOUT RACING FOR THEM IN 2017, I JUMPED AT THE CHANCE. TO BE PART OF THIS AWESOME TEAM FOR THE ENTIRE SERIES IS LIKE A DREAM COME TRUE.”

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MXP: Let’s talk about your day in Kamloops. Like you said, you rode really well despite what the final results say. Can you take us through your day at Round 1?

TT: I felt really good coming into Kamloops as my bike had been really good through all of our pre-season testing. I really trained hard to be ready for this series, so coming into it I was feeling really confident.

In Moto 1, I didn’t get too bad of a start and I felt like my speed was on par with the leaders. Everything was going well and then I got a little tight and couldn’t really push as hard as I wanted to. In Moto 2, I felt a lot better and was actually running inside the top 5 until my bike had a small mechanical issue and I was forced to retire. It was too bad because I thought I had a top 5 finish in the bag.

MXP: When a rider says they got tight, that doesn’t mean that they got tired and they’re out of shape.

Can you take us through what it means to get tight?

TT: In my case in Kamloops, I just started to get a little arm pump and I had to back it down. As every rider knows, once you get arm pump during a moto, it’s almost impossible to push as hard as you want to. Usually at our level it’s not about fitness or being out of shape, it’s just a case of holding on a little too tight, or sometimes it’s because of nerves.

MXP: With the Whispering Pines track being so fast and so choppy rough, do you think that caused you to hold on tighter than normal?

TT: Maybe a little as the track was pretty fast, but I didn’t feel like I was holding on tight. I think it had a lot to do with nerves, obviously with it being the opening round I was just a little nervous. Once I got through the first moto I felt great going into the second moto. Like I said, if I didn’t have that mechanical issue I think I would’ve had a great result.

MXP: Well, even though you didn’t finish well in the results, you still must’ve been happy with your speed and your first ride with the new team?

TT: I was for sure, you know I didn’t know what to expect coming into Round 1, but I left Kamloops feeling pretty good about my speed, my bike and my team. I think this summer is going to be very special.

MXP: Have you come into this series with a strategy or a plan of where you’d like to finish, especially in the opening western rounds?

TT: I mean, obviously I don’t have a lot of experience on a few of these tracks, but I’ve always been a quick learner of tracks so I think I’ll be okay. In the past, the MX1 series always seems to take on a different look in the east with the rougher tracks and the extreme conditions. With that said, I’d like to get through the west healthy and with some good finishes, and then see what the east holds. I really like most of the eastern tracks so I hope to do really well on them.

MXP: As everyone knows you’ve been racing snowcross for the past number of winters and you’re one of the top athletes in that sport. What

made you want to take the risk of racing motocross full time this summer?

TT: Motocross is my passion and one of the only reasons I haven’t been racing MX full time is that is doesn’t pay me as much as my snowcross contract does. Up until this year if I wanted to go racing dirt bikes then I had to do it myself. When OTSFF Yamaha approached me about racing for them in 2017, I jumped at the chance. To be part of this awesome team for the entire series is like a dream come true. Yes, it is a risk as I definitely don’t want to be in a position where I cannot race snowcross this winter as that sport is really where I make my living. But, I couldn’t turn this opportunity down and I’d like to thank the OTSFF Yamaha Team for giving me this chance.

MXP: There are a few riders on the starting line this summer that you’ve never raced before.

What type of finishes would make you happy in 2017?

TT: The top riders in the MX1 class ride very fast and they will no doubt be tough to race each weekend. However, I’m a competitor and I hate to lose at anything I do. Every time I line up on a starting line I want to win. Obviously, that is going to be tough this summer, but I’m sure going to do my best.

MXP: I definitely think that you’re a potential podium rider in the MX1 class. While we have you on the phone, recently it was announced that there will no longer be a national in Ulverton. That round has been moved to a track in nearby Notre-Dame-du-Bon-

Conseil, How do you think that track will be for Round 7?

TT: I think it’s going to be great!

It’s a little short right now, but they’re going to make it longer and more technical. The track is actually located in town so that will be very cool, I’m sure the spectator turn out will be incredible. I’m going to miss racing in Ulverton, I think everyone will, but this new venue will be good also.

MXP: Well Tim, again thanks for giving us an opportunity to catch up with you. Best of luck this summer and we hope things go great for you under the Rockstar Energy OTSFF Yamaha tent.

TT: Thanks for calling Palms, I just have to keep working hard and hopefully we’ll have a few visits to the MX1 podium before the series is over.

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“I’M A COMPETITOR AND I HATE TO LOSE AT ANYTHING I DO. EVERY TIME I LINE UP ON A STARTING LINE I WANT TO WIN.”

64 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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2017-06-29 3:50 PM

No stranger to the Canadian National Series, we have seen the return of this rider to Canada for the past three years on the Redemption Racing KTM Team. His name is well known not only in the Canadian scene but also in the US supercross series. His name is Cade Clason, born and raised in Ohio. At the prime age of 23, Cade has a bright future in front of him. Cade started riding quads when he was sevenyears-old, and after a few years he had the opportunity to try out a dirt bike and has not looked back since. Cade’s grandfather was the one that really helped him get to where he is today. Cade explained, “My Grandfather really enjoyed watching me race when I was young and he has supported me and my dream to become a factory rider.” You will still see his grandfather at some of the rounds. I asked Cade if he had any injuries growing up racing dirt bikes.

Cade said, “Yes, the typical broken bones and scratches. When I was eleven-years-old I had a head-on with another rider and somehow his foot peg caught me in the side of the face and just about ripped my eye out. I broke a bunch of bones around the eye socket and I have a pretty good scar on the side of my face.”

I asked Cade what drives him to race. “It’s the thrill of racing. I love the competition and feeling of racing.

I really enjoy training too. I don’t need any motivation to get up in the morning and get out there and push myself to get into better shape. I live just down the road from one the best MX tracks in the country. Club MX offers everything and more for me to prepare myself for supercross and outdoors. I have training partners that live nearby. One of my friends, Henry Miller, lives with me and we train and ride pretty well twelve months a year. He rides the Lites class and I ride the 450 class so there is no bad blood or problems between us. This past winter I rented a room out to Alex Ray. We both ride in the 450 class and we are pretty close to the same speed. We are friends and we said at the beginning of the supercross season, okay, we are going to get into banging bars and taking each other out here and there. At the end of the day we are friends. The funny part is we always ended up in the same heats or semis and most of the time we would be fighting for a transfer spot from the LCQ.” I asked Cade how he ended up in Canada. Cade explained, “I was at Club MX training and my friend Nathan Bles was signed to race on the Redemption KTM Team in Canada. Well, six days before Round 1, Nathan crashed hard and was out for the season. The team owner, Josh Snider, looked at me and said, “Are you interested in replacing him for the ten rounds?” I said ah, hell ya man! Timing is everything these days. The team started testing with me the same day and within a few days I felt right at home on the KTM450. Josh and the team made me feel right at home too. The bikes and the team are solid and I really enjoy riding for them.”

After the Canadian Nationals, Cade started preparing for the US Supercross Series. This past year he had a ride with the BWR Engines Honda race team. The team owners, Brian and Kyle, signed him up and they started testing pretty early. Brian actually is the engine builder and the suspension tech. Brian’s brother Kyle is Cade’s teammate and rides a 450 as well. Pretty cool to have a teammate that is an owner as well. I asked Cade what he thought of his SX team and how different the KTM outdoor bike is to his SX Honda. “Well, obviously they are pretty different, one has a steel frame and the other is full aluminum. I actually like riding the KTM outdoors. It handles really well and that hydraulic clutch is pretty sweet. The Honda is super stable for SX and I feel really good on it. I don’t ride both bikes at the same time, I get off one and start testing on the other. It takes a few days to adjust to the other brand but that’s what I have to do to make the cash.”

Looking into the 2018 outdoor Rockstar Energy Drink MX Nationals, I asked Cade where he sees himself finishing. Cade said, “It’s going to be a tough year. Lots of Americans are coming up again and a few extra from last year. If I can finish in the top 5, I will be really happy. I know Pourcel, Epstein and Chisholm will be fast plus all the Canadian riders. I just have to put my head down and do my best.” A few years ago, Cade commented that he struggles in the sand. Well, apparently his favourite track is Deschambault. Hey Cade, that’s a sand track! The track he struggled the most on was Truro, NS. I think most riders struggled there to be honest. The only rider that had fun was local rider Tyler Medaglia.

I asked Cade if there is anything else we should know about him. Cade said, “Well, I grew up thinking yellow gear was bad luck. I have a sweet tooth and I have control over that now (lol). I love eating and it’s a good thing I burn lots of calories daily. My girlfriend is in the Air Force and she is based in Monterey, California. I will see her after Round 10! That’s all I can tell you except see you at the races.

Cade Clason

Unsung Hero

By Andy White

Cade_17.03.indd 2

|

Photos by James Lissimore

2017-06-29 3:50 PM

o stranger to the Canadian National Series, we have seen the return of this rider to Canada for the past three years on the Redemption Racing KTM Team. His name is well known not only in the Canadian scene but also in the US supercross series. His name is Cade Clason, born and raised in Ohio. At the prime age of 23, Cade has a bright future in front of him. Cade started riding quads when he was sevenyears-old, and after a few years he had the opportunity to try out a dirt bike and has not looked back since. Cade’s grandfather was the one that really helped him get to where he is today. Cade explained, “My Grandfather really enjoyed watching me race when I was young and he has supported me and my dream to become a factory rider.” You will still see his grandfather at some of the rounds. I asked Cade if he had any injuries growing up racing dirt bikes. Cade said, “Yes, the typical broken bones and scratches. When I was eleven-years-old I had a head-on with another rider and somehow his foot peg caught me in the side of the face and just about ripped my eye out. I broke a bunch of bones around the eye socket and I have a pretty good scar on the side of my face.”

I asked Cade what drives him to race. “It’s the thrill of racing. I love the competition and feeling of racing.

I really enjoy training too. I don’t need any motivation to get up in the morning and get out there and push myself to get into better shape. I live just down the road from one the best MX tracks in the country. Club MX offers everything and more for me to prepare myself for supercross and outdoors. I have training partners that live nearby. One of my friends, Henry Miller, lives with me and we train and ride pretty well twelve months a year. He rides the Lites class and I ride the 450 class so there is no bad blood or problems between us. This past winter I rented a room out to Alex Ray. We both ride in the 450 class and we are pretty close to the same speed. We are friends and we said at the beginning of the supercross season, okay, we are going to get into banging bars and

N

taking each other out here and there. At the end of the day we are friends. The funny part is we always ended up in the same heats or semis and most of the time we would be fighting for a transfer spot from the LCQ.” I asked Cade how he ended up in Canada.

Cade explained, “I was at Club MX training and my friend Nathan Bles was signed to race on the Redemption KTM Team in Canada. Well, six days before Round 1, Nathan crashed hard and was out for the season. The team owner, Josh Snider, looked at me and said, “Are you interested in replacing him for the ten rounds?” I said ah, hell ya man! Timing is everything these days. The team started testing with me the same day and within a few days I felt right at home on the KTM450.

Josh and the team made me feel right at home too. The bikes and the team are solid and I really enjoy riding for them.”

After the Canadian Nationals, Cade started preparing for the US Supercross Series.

This past year he had a ride with the BWR Engines Honda race team. The team owners, Brian and Kyle,

signed him up and they started testing pretty early.

Brian actually is the engine builder and the suspension tech. Brian’s brother Kyle is Cade’s teammate and rides a 450 as well. Pretty cool to have a teammate that is an owner as well. I asked Cade what he thought of his SX team and how different the KTM outdoor bike is to his SX Honda. “Well, obviously they are pretty different, one has a steel frame and the other is full aluminum. I actually like riding the KTM outdoors. It handles really well and that hydraulic clutch is pretty sweet. The Honda is super stable for SX and I feel really good on it. I don’t ride both bikes at the same time, I get off one and start testing on the other. It takes a few days to adjust to the other brand but that’s what I have to do to make the cash.”

Looking into the 2018 outdoor Rockstar Energy Drink MX Nationals, I asked Cade where he sees himself finishing. Cade said, “It’s going to be a tough year. Lots of Americans are coming up again and a few extra from last year. If I can finish in the top 5, I will be really happy. I know Pourcel, Epstein and

Ch-

68 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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isholm will be fast plus all the Canadian riders. I just have to put my head down and do my best.” A few years ago, Cade commented that he struggles in the sand. Well, apparently his favourite track is Deschambault. Hey Cade, that’s a sand track! The track he struggled the most on was Truro, NS. I think most riders struggled there to be honest. The only rider that had fun was local rider Tyler Medaglia.

I asked Cade if there is anything else we should know about him. Cade said, “Well, I grew up thinking yellow gear was bad luck. I have a sweet tooth and I have control over that now (lol). I love eating and it’s a good thing I burn lots of calories daily. My girlfriend is in the Air Force and she is based in Monterey, California. I will see her after Round 10! That’s all I can tell you except see you at the races.

“I LIVE JUST DOWN THE ROAD FROM ONE THE BEST MX TRACKS IN THE COUNTRY. CLUB MX OFFERS EVERYTHING AND MORE FOR ME TO PREPARE MYSELF FOR SUPERCROSS AND OUTDOORS.”

MOTOCROSS PERFORMANCE · MXPMAG.COM // 69

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By Leticia Cline

70 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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ebster defines a gypsy as a nomadic or free-spirited person found throughout the world, who has no permanent home and a wandering lifestyle. Society either romanticizes gypsies with images of perfect skin and flowing dresses or criticized them for being a nonconformist. In many cultures, gypsies, nomads and travelers are the only social group that it is still acceptable to insult. The minute someone lives a life that is not the one we’re sold as children, they are labeled “hippy, nomad or gypsy.” We don’t understand it and yet we all want it at some point or another. How many times have you just wanted to pick up and leave?

Most of us grew up to fairy tales where the endings are always happy. Never knowing the difference between real life and make believe until it hits us in the face like a ton of bricks at pubescence, and then somehow, we grow up and we lose that sense of adventure and wonder. We start to see the world as some larger than life monster that would take too many years and too many dollars to conquer. We grow used to the mundane rituals of work and sleep, and then one day we wake up in a panic that we’re missing out.

In a letter that my father wrote me in 2005, he told me to never stop moving. “Travel like I did. For you can never understand the vastness of life until you’ve seen how small the world truly can be.”

That’s what inspired me and a few friends to get together and host a festival in one of the last true frontiers in America called The Wild Gypsy Tour. We wanted to bring out that inner kid and support the urge to explore that is inherently passed down from our cave dwelling days.

For the past 77 years, Sturgis, South Dakota has been home to the largest motorcycle rally in the world and a gathering of misfits, outsiders and the ones that never quite fit in. Every year over 700 thousand people flock to this small western town to take part in motorcycle craziness for nine solid days in an area known as the “Black Hills.” At the center of all the action is a campground

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and also now its own city, The Buffalo Chip. It’s the world’s largest motorcycle concert venue with racing, camping, zip lining, stunt shows, beauty pageants, pools, bars, art shows and pretty much anything else a person could dream up. Inside of all of that is The Wild Gypsy Tour, the first ever women’s only motorcycle festival during the Sturgis Motorcycle Rally.

Just a short 140 years ago there wasn’t a single woman listed on the census in the Black Hills, and now we plan on bringing women from all walks, nationalities and corners of the globe who think their towns are too small and the world is too big.

The Wild Gypsy Tour is a four-day festival with racing, classes, concerts, VIP Exclusive parties, planned rides, a bazaar, games, fortune telling. pool parties, gun ranges and camping.

“There really isn’t anything like it. We tried to find a middle ground for everyone involved and to bring this rally to the people. It’s all about being intimate and present. We want you to come back every year and jump right back into that spirit as if it was a reconnected friendship after years of separation,” says

Dana Cooley, one of the creators for the WGT. This festival combines the freedom of the past with the untapped spirit of the future. Back in the day when the rallies started they were called “Gypsy Tours,” a group of journeymen setting out on their motorcycles looking for a place to discover and be deferent together. We want to pay homage to that idea but take it a step further and dedicate it to the women who forged their way through a male dominated subculture.

It’s time we celebrated, brought a revival and breathed a breath of fresh air into an already well established event. We want this rally to become a tradition that we start planning the minute the last one is over. We leave something of ourselves behind when we leave a place, we stay there, even though we go away. There are things in us that we can find again only by going back there.”

A journey, after all, neither begins in the instant we set out, nor ends when we have reached our door step once again. It starts much earlier and is really never over, because the film of memory continues running on inside of us long after we have come to a physical standstill.

This historical festival is from August 4th to the 7th and every ticket includes a private camping to WGT guests only, access to the AFT, super hooligan and drag strip race tracks, admission to the American Flat Track races, nightly headlining concerts at the Buffalo Chip main stage, private concerts

in the WGT area, access to the gun range, group rides through the Black Hills and surrounding areas, Industry-led classes from the industry’s top influencing women, VIP gypsy “glamping” tent lounge, a Bazaar that features niche vendors, various side shows, tarot and palm readings, and all access to VIP and product launch parties with celebrities from top brands and companies. The Wild Gypsy Tour will curate an original experience uniting women from all corners of the globe with the common desire to ride, live, learn, and have fun regardless of what you ride or where.

Found out more about The Wild Gypsy Tour: https://www.thewildgypsytour.com/ or @thewildgypsytour

72 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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ADVENTURE

TRAILSMART @RideDunlop

DunlopMotorcycleTires.com ©2017 Dunlop Motorcycle Tires.

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2017-06-15 10:18 AM

Gettin’ Dirty

BY LAWRENCE HACKING |

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PHOTOS BY VIKTOR RADICS

2017-06-29 2:54 PM

The Grand Prix de Mud’s founder, Lawrence Hacking, welcomes everyone to the 2017 event.

ome days you can’t seem to catch a break. When you want it to rain it never does, when you don’t want it to rain, it pours. Just like last year, this year’s Grand Pix de Mud was hot and dusty; the only mud we found was in the woods on the Cross Country course, which was fine but everyone wanted lots of mud - deep, black, sticky mud just like the first year. As organizers, we will take what we can get, and even though we moved the GPDM earlier in June hedging our bets for some rain, a heat wave rolled in and we sweated it out in a plus 33-degree

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sauna with the 119 entrants, tons of spectators, volunteers and hangers on.

My good friends at Town Moto, a motorcycle themed store in Toronto, decided we would partner in the 3rd Annual GPDM with the Husqvarna Canada people, another local vintage bike shop / hangout called Sasquatch Cycle, and three local Husky dealers. For the last event, we joined forces for what was the Grand Prix de Snow, also held at the Mohawk Inn just west of Toronto within earshot of the 401, which was a great success largely due to it being a balmy 12 degrees and sunny in mid-February. That was such a kick-ass good time we decided to continue our roll and try to duplicate the winter version’s success.

I would have to say I think we accomplished our goal.

We suggest you lose all your perceived notions about motorcycle races or events when trying to wrap your head around the GPDM. All comers are welcome but it is not serious racing, although the racers, surprisingly, fought hard for the re-purposed bowling trophies we whipped together, using old Christmas decorations and used spark plugs. I guess the trophies have become legendary as sought-after garage art rather than their intended purpose of trying to encourage riders to take the races less seriously. The GPDM is first and foremost a social event with a vintage flair and

a wide range of appeal. Lots of competitors showed up on vintage machines but modern bikes ripped up the tight grass track too. The ages of riders ranged from 83 year-young off-road legend, Helmut Classen to 5-year-old Amy Campbell, in her very first race; she rode alongside her dad, Matt, on her PW 50.

There are three different competitions; a traditional grass track, a cross-country race and a trials competition.

You see some unusual sights at the GPDM, one of the coolest was Two Wheel Motorsports-supported Wolfgang Wiesner riding has father’s 1983 pristine Swedish Husqvarna WR 250 complete with period Husqvarna riding gear. Wiesner wrapped up the Heritage class win, a class reserved for newer vintage bikes, and took home top honours for the best period riding gear. Another very cool bike and rider combo was Mike Lake who rode a period correct, tricked-out 1979 Honda CR 125 complete with Simons forks, Ohlins shocks and DG engine mods. For those who aren’t familiar with ‘70s motocross terminology, showing up at a race with a DG-equipped CR 125 would have been like taking a machine gun to a knife fight.

The Concours d’ Eleganz Motorcycle Show had a large turnout of really well-appointed machines.

The GPDM offers a chance to see some of the sport’s most historically important motorcycles in real life and many times being ridden. Both Gary Richards and Helmut Classen brought their early ‘70s Zundapp 125s for display and racing. Other notable brands in attendance were a large contingent of Can Ams, Bultacos, Husqvarnas and a great number of Yamahas, Hondas and Suzukis. Tim Mols brought out a number of his fleet of vintage bikes and took home a trophy for his original and un-restored 1981 Honda CR 250, a model that was one of the first production liquidcooled motocrossers.

The trials competition was part of the Southern Ontario Vintage Trials Organization, or SOVTO series, but many modern bikes showed up for that as well.

The turnouts at the vintage trials this year have been soaring with the GPDM being no ex-

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ception. I’d say about half the racers in the grass track races were on vintage bikes, and the rest on more modern machines including some brand new Huskys that you could demo if you chose to. The cross country was a short but fun loop in the woods between the Mohawk Inn and the KOA campground next door. Most people can’t believe you can hold a motorcycle race right next to an exit off the 401 Highway. We did get lucky with the wind direction that kept the billowing dust clouds away from the busy highway.

The races are really short, six quick laps that takes about five minutes per race. When you are carrying a few extra pounds, as older gents tend to, and riding a bike with two inches of suspension travel in plus 33-degree heat, five minute races are about as long as you want. Each class raced twice, once in the morning and again in the afternoon. During the lunch break we ran two cross-country races, modern bikes launching first followed by mini bikes and vintage bikes. We basically ran the event with few rules, really only safety-related rules applied and the speeds are kept low. At the GPDM you can ride anything you want. We will fit you into some sort of class and it is really likely you will take home either a trophy and/or prize as the prize table was overflowing with numerous gifts donated by Husqvarna, Brixton, Town Moto, Zoom Cleaner, Joe Rocket, Two Wheel Motorsports, Deus ex Machina, Biltwell, Stance Socks and Tiger Distribution. Some of the vintage classes were based on what is currently being run in other series but we are completely flexible. One young racer brought out his dad’s Honda CT110 step through and had a blast dueling with the mini bikes.

In keeping with the spirit of the Grand Prix de Mud, Town Moto people flipped burgers and dogs for everyone, and at the end of the day everyone pitched in to tear down the track. Once everything was packed up we headed to the restaurant to cool down and fuel up.

There’s nothing like going to an event and having a great time, mainly because the venue appreciates you being there, and the drive home is a scant 20 minutes. We have to send our sincere thanks the owners of the Mohawk Inn, Shawn, Bridget, Alex Saulnier and all their helpful staff for letting us, once again, tear up the Mohawk’s back lawn on dirt bikes.

By the way, all proceeds went to the local United Way Milton, Shawn and Bridget’s preferred charity.

Thanks also to Town Moto’s Marika, Andrew, Thomas, Sid, Becca and their very loyal group of friends who all contributed to the event, and thanks to the guys and gals at Sasquatch Cycle, Greg and Heather Collis and Paul Guilbert for their hard work in putting the event together.

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By Chris Pomeroy | teve Beattie needs no introduction in the Canadian motorcycle industry. He is not only a dirt track legend on both sides of the border, but the 44 year old from Sarnia, ON is a suspension guru and also one of the original founders of the Frankfit Training Facility. After breaking his neck last fall in the final flat track event of the season, and also suffering numerous other injuries, Steve spent this past winter recovering and wondering what might be around the next corner for him. Well, opportunity definitely came knocking in March as Cole Thompson was in need of a mechanic for the upcoming MX2 season and he decided to call up his trusted friend and one time mentor. The rest as they say is history, and now Steve Beattie is spending this summer helping Cole defend his 2016 MX2 Championship.

We caught up with Steve just after Round 2 for this issue’s One on One.

S

MXP: Hey Steve, let me first start off by saying that it’s a pleasure to chat with you. We go way back as our racing career’s kind of paralleled one another, granted it was in different sports. Anyway, let’s start off with asking you about your health. How are you feeling?

SB: I’m doing okay, still a little stiff and sore, but overall I’m feeling a lot better.

MXP: When was your crash and can you take us through what happened? th SB: It was on September 24 of last year and it happened at the final dirt track race of the season. It

James Lissimore and Kyle Sheppard

was weird because I had almost clinched the title at the round before that, so I almost wasn’t even going to race it. But anyway, the race was at the Ohsweken car track in Ontario and I was having a great night. I had won the dash for cash and was leading the main event on the opening lap. Then I came off one of the turns and my bike got a little sideways and just spit me off. Usually in that case you start sliding and slide right off the track and into the hay bails, but because it was the opening lap and we were all bunched together, two riders had nowhere to go and they ran me right over. Lucky for me that I was knocked out immediately so I have no memory of getting hit or just how bad I was injured at the time. From there, they loaded me up and took me to the hospital. I actually didn’t wake up until I was on my way to the hospital so it was awhile before I knew just how bad this crash was.

MXP: That does sound like a bad one. What was your list of injuries?

SB: Well, the most serious was that I had broken my neck for the second time, I also had a break in my lower back, a broken hand, broken ribs and a broken right shoulder. As I said, it was a bad and definitely the worst situation of my career.

but I’m not 21 anymore, I’m 44 now. So it was a long winter of healing and not really doing anything, it was really tough on not just me, but obviously my wife and my 9 year old son.

MXP: Did the injuries heal up okay, how are you feeling now?

SB: At first I was really worried because I got to a point where things just stop getting better. I ended up with what they call a ‘frozen shoulder’ where it just stops healing and you can’t move it. I ended up getting some cortisone shots and that seemed to free it up and after that it was good. I feel pretty good these days, my neck is a little stiff and tight, but overall I have no complaints, it always could be worse.

MXP: How long were you in the hospital for?

SB: I was in there for two weeks, two very long weeks! I’ve been through this injury stuff before,

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MXP: That was actually going to be what my next question is about. Yes, there is a title to try and win this season so first things first. However, in 2018 Cole will be raicng in the MX1 class and he’ll have to be that much better if he wants to continue to win?

SB: For sure, we have already talked about that and what things he needs to work on. The riders in the MX1 class are all experienced riders and they’re also a few years older than Cole is. So he will have to train that much harder, he’ll have to get stronger, he’ll just have to be that much better if he wants to win. But, like you said, first things first and right now we’’re focused on the MX2 class. These riders are fast, hungry and they all want to beat the crap out of Cole on the race track. The battle he is going to have to go through this summer will no doubt help him that much more prepare for next season and beyond.

MXP: So you’re sitting at home and doing your best to heal up, and then you get the call from Cole Thompson saying that he needs a mechanic?

SB: Pretty much that is what happened. I’ve known Cole and his family since he was 9 years old so we obviously go way back. I’ve actually been his mechanic before when a few years ago we went SX racing on his Honda. We had a great run then and we worked really well together. After that, he went on to sign with the KTM team and they had their own in house mechanics, so I just went back to running my suspension business.

MXP: So Cole calls and tells you that he needs you, did you jump at the chance or were you a little apprehensive?

SB: I was happy that he called as I was coming off a pretty dark winter where I didn’t do much. There was a few details that I had to work out with KTM regarding scheduling and how long I wanted to be on the road. But, for the most part I was excited to be back working with Cole again and trying to help him win another MX2 title.

MXP: Not to mention that with your success on a motorcycle and the fact that you two know each other very well, you’re able to maybe say things to Cole that others can’t?

SB: (laughs) You mean like tell him things he may not want to hear? Yes, I’ve been known to do that and he’s been known to listen to me, even if he doesn’t want to. I think everyone needs a few people like that in their lives, whether they’re an athlete or not. One of the cool things about Cole is that he has the inner desire to get better all of the time. He not only wants to win, but he wants to do all of the steps he needs to acheive his goals. That is what separates champions from all other athletes.

MXP: So, how has everything gone so far?

SB: Pretty good so far, race days are busy and it’s an adjustment for sure. I’m lucky because Cole is really easy on the bike so there aren’t too many things that need fixed. Also, there hasn’t been any mud races yet so that helps, hopefully we don’t have any. In Kam-

loops, he rode okay, but not good enough to win. Then in Prince George he came back and did what he had to do to win the overall, so the red plate is once again on our bike. Everything is going great and I’m excited for the rest of the summer.

MXP: That is great news Steve, best of luck to you and Cole. I have one more question for you. Recently the racing world lost one of our icons in Nicky Hayden, you are not only an avid road bicycle rider, but you also raced against him years ago. What is your best memory of Nicky?

SB: Good question, I raced against him when he was just starting out in dirt track and I was a cagey old veteren. However, years before I met Nicky I was racing and I got schooled at a Mile race by a rider named Ronnie Jones. We were battling on the final lap and Ronnie beat me with a shoulder fake to the inside which I completely got fooled by, and he went on to win. It was a cool move and definitely one that I didn’t see coming.

Well, years later Nicky Hayden is the new kid on the block and we’re battling for a heat race win. I decide that I’m now going to do the same move to him, so I give him the same shoulder fake that beat me those years before, he goes for it and I cross the line ahead of this kid named Nicky Hayden. After the race I’m sitting at the truck and up walks Nicky with his Kentucky accent and tells me what a cool move that was and how he’d never seen it before. Then we shook hands and laughed. He was a cool kid and he will be missed by everyone as he was just such a quality person.

MXP: That is an awesome story and I appreciate you sharing it with us. Steve, thanks for doing this and also let’s not forget about your suspension business?

SB: No worries, it was good to catch up with you. Yes, my suspension business is 26 Suspension and anyone can reach me at sbeattie26@me.com.

MXP: I’ve known you for over 20 years now and I’ve never had to wonder what you were thinking. You have a fiery personality and you make your opinions known. Those traits have served you well as you’re a multi-time champion in your sport. Cole isn’t really like that, he’s definitely a little more guarded.

Do your different personalities compliment each other?

SB: I’d like to think that they do, especially on race day when it matters the most. I know Cole comes across as a laid back and quiet individual, but on the inside he’s as intense as they come. Once his helmet goes on and the gate drops, he’s ready to go and I think that shows up in his results. He won the MX2 title in 2016 and we hope to do it again this year. Along the way he’s going to have ups and downs, and at times he’s going to have to battle through some adversity, that is the way it goes at this level. Hopefully, I can help him with a few things and maybe guide him through this summer and onto the next level.

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Monte PerepelkinThe Perfect

LIFE

THERE ARE MANY MOMENTS IN OUR LIVES, GOOD AND BAD, THAT MIGHT JUST BE BOOK WORTHY IF WE REALLY THOUGHT ABOUT THEM. HOWEVER, FOR MOST OF US, WE, FOR WHATEVER REASON, DON'T EVER PUT THESE MOMENTS DOWN ON PAPER. THIS DEFINITELY ISN'T THE CASE FOR FORMER PRO RIDER MONTE PEREPELKIN, WHO IN THE BLINK OF AN EYE HAD HIS LIFE TRAGICALLY ALTERED IN 1999 WHEN A CRASH LEFT HIM PARALYZED FROM THE NECK DOWN. MONTE HAS BEEN LIVING WITH THIS INJURY SINCE THAT FATEFUL CRASH AND HAS BEEN DOING VERY WELL. RECENTLY, THOUGH, MONTE DECIDED THAT HE WANTED TO TELL HIS STORY IN THE FORM OF A BOOK TO LET EVERYONE KNOW JUST WHAT AN ADVENTURE HIS LIFE HAS BEEN. AS A TRIBUTE TO MONTE AND HIS NEW BOOK CALLED 'THE PERFECT LIFE,' WE NOT ONLY HAD A QUICK CHAT WITH HIM AT THE CALGARY NATIONAL, BUT WE'VE ALSO INCLUDED IN THIS STORY THE FIRST INCREDIBLE CHAPTER OF HIS NEW BOOK. SO, SIT BACK, GET COMFORTABLE AND ENJOY CHAPTER ONE OF “THE PERFECT LIFE.” THIS BOOK CAN BE ORDERED BY VISITING HIS WEBSITE AT WWW.HTTP://MONTEJPEREPELKIN.COM/ First off, what made you decide to tell your story?

For years my editors at MXP, first Wil De Clerqc then Marc Travers, were telling me that I should write a book about my life. But with my checkered past and the uncomfortable situations that I've lived through, I had no desire in revealing my life story. Then, one morning in late September 2014, I woke up and decided that I was going to write my autobiography. I thought my

story might help people who are experiencing adversity.

Unfortunately, in this sport accidents happen. What would your advice be to others who have this type of injury?

Life does take us down some interesting journeys, for sure, but there are valuable and enjoyable experiences that can be appreciated in every situation - if you take the time to open your mind and expand

your horizons. Able bodied or not, everyone faces obstacles, some are just more visible than others. I prefer to view my challenge as an inconvenience.

Through my experiences in living life as a quadriplegic, I've come to understand that our physical bodies are of small consequence when it comes to how we enjoy life. I've learned that a person can truly live happy in spite of any life-altering encumbrance this life may throw at us.

What are your thoughts on the sport today?

The sport, in Canada, has certainly evolved a great deal since I was racing. It's definitely fun to watch and nice to see the corporate attention the sport is attracting. From my own personal perspective as an injured racer, however, even though this may not be what most people within sport want to hear, I have to be honest and say that it's not worth the risks.

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Monte PerepelkinThe Perfect

LIFE CHAPTER ONE

M

y right hand had the throttle gripped tightly, holding it about halfway open. The motor was screaming at the top of its RPMs as my left hand’s middle finger engaged the clutch, just enough to load up the rear suspension. Meanwhile, my right hand’s middle finger held in the front brake. Feeling as if I was seated upon a rabid beast that was chained to a wall, with its prey just inches out of reach, my reflexes were on full alert and razor sharp.

I was ready to attack! With intense, pinpoint concentration, my eyes were fixated on the little metal tab on the ground in front of me, which held the start gate up. Once that moved, it was go time!

After watching the amateur races earlier that day, I knew the gate would drop right after my three count: Thousand one, thousand two, thousand three. Then the tab would move and the gate would shake slightly.

That was my cue. While releasing the clutch, with tactile precision— like I had practiced a thousand times—I turned the throttle hard, wide open, right to the stop, as if trying to break the cable. At that moment, I felt my front tire rub, just slightly, against the gate as it fell to the ground in front of me. Precisely what I was hoping for.

Every racer just knows when they’ve nailed the perfect start before they’re even ten feet out of the gate. It’s one of the most sublime feelings you get from racing a dirt bike, whether it’s arenacross, supercross, or motocross.

With a slight tactile feathering of the

clutch, I grabbed second gear right away, continually holding the throttle firmly wide open as I shifted my weight to the center of the bike. My feet were planted firmly on the pegs as I squeezed the motorcycle tightly between my legs. Nearing the end of the start straight, with the aid of my peripheral vision, I could discern that I was clear of everyone on either side.

Perfect! This allowed me to drift to the inside and get hard on the brakes to take the nearest rut, and then I was tight around the start corner and in first place. What a sensation that was!

It almost felt as if I had already won.

No matter what happened next, at least I'd gotten the holeshot. That was an accomplishment in its own right, especially at this level of racing. With my Yamaha performing perfectly, the feeling was nothing short of amazing.

It was almost euphoric, like there was nothing that could possibly go wrong.

For most of the local competitors, this arenacross was only their first or second time they had raced since last fall, when the outdoor motocross season came to an end. This gap in racing causes most riders to tense up, which results in arm-pump. Armpump is a common phenomenon in racing arenacross. It happens when you grip the handlebars tightly for an extended period of time without ever relaxing, inducing your forearms to tighten so much you can barely hang on. It happens more commonly if you haven’t been on a motorcycle for a while or you’re not relaxed enough.

Having just returned from Southern California—where I'd been practicing and testing for two weeks just before the arenacross series began—I had a considerable amount of seat time on my bike. This allowed me to feel relaxed and confident on the track—I knew I was capable of winning this heat. Nevertheless, while overeagerly attempting to maintain the lead, I made the smallest mistake exiting the first turn on lap two and got passed by a fellow competitor. I was ticked off big time! Not that he passed me, but that I had made a minuscule error, like some rookie. Which I wasn’t. It’s amazing how close in proximity two riders can be to each other in a racing situation; all it takes is a split-second mistake, and he is by you just like that. Second place, however, still qualified me for the main, and after sensing that I was starting to gap the rider behind me, I decided not to pursue the new leader. Instead, I focused on riding smoothly. My objective at

this point was simple: ride my lines, rail the corners, and hit all my marks to set up a comfortable distance between myself and third place. My number one concern was getting to the main event. If I maintained second place, then I was golden.

By the end of lap three, my experience as a racer told me I had enough distance between myself and third; I didn’t need to protect the inside line anymore. This allowed me to ride wider in the corners and carry more speed. This translated into a quicker lap time. After jumping the big crowd-pleasing step-up, I came around to the corner before the small, altered triple. Thus far into the heat, I hadn’t attempted to jump it yet; like the rest of my competitors, I'd chosen to double in and single out instead.

Knowing that jumping the triple was determinately faster in terms of lap times made it a critical obstacle to dial in before the main event. Having successfully jumped it a number of times earlier in the day, I had no reservations to go for it now that I had some breathing room between myself and the rider behind me. Because the track crew had changed the trajectory of this triple, I fastidiously rounded the corner nice and wide to carry a little extra speed. On my approach to the triple, with the throttle held wide open to the stop, I feathered the clutch slightly to grab third gear and went for it. As my front wheel hit the face of the jump, I gripped the bike tightly between my legs and launched up and forward. Upon nearing the apex of my trajectory, however, I felt the back end of my bike still rising, pushing the front end downward, as if I was about to go over the bars.

Then that “uh-oh” moment hit me. I was becoming a passenger, and my options to regain control of the bike were slim. I knew I was in trouble.

Suddenly everything went silent. The sands of time began to float instead of fall. It was as if reality was moving in slow motion. In an attempt to correct in mid-air, I hit the throttle and leaned back, hoping the centrifugal force of my rear wheel would lift the front end. But the maneuver had little effect. Gravity took over from there.

I was definitely a passenger now. My heart was in my throat. Suddenly the front wheel of my bike planted itself into the face of the landing. The momentum carried me over the bars head first into the ground, where the chin guard of my helmet dug into the moist, hard-packed soil. My head

stopped instantly and abruptly while my neck absorbed the energy created by the weight and velocity of my body. Rolling onto the ground in ragdoll fashion, I lay motionless while the bike bounced over me and fell on its side. I was aware I'd just gone down hard... Just how hard would soon become apparent. For some reason, I wasn’t rendered unconscious by the crash. At that very moment, a warm, pleasant wave transferred through my entire body, as if a powerful drug had just been injected into all my veins at once. That’s when the realization hit me: I’m paralyzed!

Then the strangest thing happened.

I experienced what amounted to the strongest déjàvu-like phenomenon I had ever felt in my entire life. But it wasn’t quite the same as the more common déjà vu moment, the intuition that an experience has occurred before. This was different. This was the recollection of a memory that I had long forgotten but suddenly remembered. The memory of knowing this was going to happen to me.

That’s when a momentary sense of panic set in, and I silently began to reject the revelation: No way! It can’t be! This can’t be real!

Lying there on the track, unable to move, an unexpected feeling of what I can only describe as bliss suddenly came over me. There was literally no pain at all. In essence, I felt nothing, not even the slightest sensation. It was as if I was alive inside a body that wasn’t connected to my brain.

In the thirty seconds or whatever it took before someone came over to check on me, I was surprised by how much data could pass through my mind. I reflected on how perfect the last twenty-four hours had been.

I remembered coming home from work just yesterday thinking I had the perfect life, and how Nicole and I were excited about this weekend in Lethbridge—her mother was babysitting our two kids so we could have Valentine’s Day weekend alone. And just last night, how we'd gone for a nice romantic dinner together and then headed back to our hotel, where we relaxed in the establishment’s hot tub before returning to our room for the evening and making love before falling asleep. As I stared helplessly through my goggles at the dirt around me while lying motionless on the track, I realized that the intimate contact I'd once known as an able-bodied man with Nicole had just come to an end. While reflecting on how that part

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FROM THE SHORE TO THE SHIELD, I AM ONE EPIC RIDE.

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2016-11-29 5:08 PM

Monte PerepelkinThe Perfect

LIFE CHAPTER ONE

Download Chapter 1 to your tablet or phone by scaning the QR code above.

of my life would never be the same again—that nothing would ever be the same again—a momentary sadness enveloped me. I was paralyzed.

The entire experience felt incredibly surreal, as if it were all a dream.

A bad dream. I was experiencing every dirt bike racer’s worst nightmare. I wanted to wake up. But I was awake. For some reason, I recalled the last song we'd heard on the radio during the drive back from dinner less than an hour ago, “What It’s Like” by Everlast, and the formidable irony it portrayed. I thought about my little girls and how this would affect their lives. How just a couple of days ago, I'd come home from work and chased my eighteen-monthold around the house, caught and tickled her as she giggled. How I'd gone skating later that evening with my five-year-old in our backyard on a skating rink that I had built—I'd skated around the rink while she'd sat up on my shoulders and yelled, “Go faster, Dad!” Then I thought about work and how it was strange that all my current jobs had been completely finished just prior to this race—and how that was so very much out of the ordinary in itself.

I couldn’t ever remember a time in my career as a contractor when that had ever happened. There was always something on the go.

It was as if something had been preparing me for this moment, and somewhere in all of that I found a certain peace. Over the course of those thirty seconds or so, I somehow came to terms with the fact that my entire life was about to change.

Dramatically! Even though I knew exactly what had just happened, that this was permanent, the small amount of anxiety and fear I was experiencing began to dissipate.

At this point, the race must have been red-flagged and all motors shut off—there was a deafening silence.

No more roar of the bikes. I did hear voices. Mumbled voices. Probably spectators engaged in subdued conversation while looking down on the rider who'd just crashed. A rider who wasn’t moving…

Me. While lying on the track for what felt like an eternity, finally, someone approached and asked me if

I was all right. Completely cognizant, in a clear, calm voice, I replied that I couldn’t move anything. He made some motion that I surmised was to summon help. Next, the EMS crew came onto the scene of my crash.

The crowd, nearly silent now, knew that whatever had happened to me was serious. One of the EMS people began to ask me a series of questions.

What’s my name? Do I know where I am? After answering correctly, the paramedic asked if I was able to wiggle my fingers? My answer: “No. I can’t move anything.” As the expression of controlled panic illuminated her face, the female paramedic hesitantly reassured me that everything would be fine. But I knew different.

Life as I had known it was over. A new journey awaited me. As the next few grains of sand floated through the hourglass, I twisted my eyes upward, past the immediate foreground of my line of vision, and looked at the ceiling of the arena—at least I could do that— and unceremoniously accepted this new adventure.

Finally, after what seemed like another eternity, now with a neck brace in place and my helmet removed, I was very delicately placed on a stretcher—as if I were made of glass—and carried off the track. That was when the crowd began clapping and cheering loudly—a customary gesture when an injured rider appears to be okay and is cleared to safety. I know they were all hoping the best for me. And it was best, under the

circumstances, that they didn’t know I was paralyzed. It was time for the other guys to resume racing. The show had to go on. Besides, apart from being paralyzed, I was feeling no pain whatsoever. I was alive, conscious, stable, and breathing…so I was okay. I could have been dead.

People have died racing dirt bikes.

I was a bit confused, though, about what had just happened and wished I could turn back the clock. But life doesn’t work that way. The best way I can describe how I felt at this point is that there was a reassuring silence inside my head indicating that I would come out the other side of all this.

Once I had been carried off the track, I was placed in an ambulance that was waiting in the wings for the ride to the hospital. It was time for me to leave the building. Nicole, my dear, loving wife, had joined my side. The look on her face was controlled, but I could tell she was freaking out inside.

I knew my wife, and I could tell she was horrified! I forced a weak smile, but it probably wasn’t very convincing. It was probably pathetic. I knew she wanted to comfort and reassure me, but she was too distraught to even go through the motions. I wanted to comfort and reassure her that I would be fine, but words didn’t materialize from either one of us. Perhaps this wasn’t the time for words. They would come later. As I lay completely immobilized in the ambulance, the young female paramedic recommended in a shaky nervous tone that giving me a powerful sedative to put me out might be my best option right now.

Considering there wasn’t any pain to feel, I wondered if perhaps remaining conscious might be useful. However, after a quick examination of the situation, sleeping like a baby in the company of dreams wasn’t such a bad idea either, and I decided that postponing this nightmare until I awoke in the morning, or whenever, suited me just fine. The final image my eyes took custody of before nodding off was the terrified expression on the paramedic’s face as she attempted to reassure me, once again, that everything was going to be okay. I wanted to believe her, but the terror-stricken expression on her face painted a much different scenario than the one she was trying to sell. With that, she injected me with a syringe full of mercy, sending me off to dreamland.

Before drifting off, I had just enough time to register one final thought: Maybe I should say a prayer.

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We were never meant to sit, to rest, to settle. We were meant to run.

At Valvoline™ we never stop pursuing innovation for your engine.

From the first high mileage oil to the first synthetic blend, our goal is simple: never stop getting better. Learn more at Valvoline.ca.

Š2017 Valvoline™ Trademark, Valvoline and its subsidiaries, registered in various countries. All trademarks shown are used with the permission of their respective owners.

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BY CHRIS POMEROY

ntario Intermediate speedster Max Filipek is a second-generation rider who is part of a group of very fast amateur kids. Although Fillipek sometimes plays second fiddle to top Intermediates Austin Watling and Tanner Ward, this kid never gives up and each year he is getting faster and faster. With plans this summer to attend big amateur events like the Deschambault ECAN, Filipek hopes to win a few championships before he moves to Pro in 2018. We caught up with this hard-working rider for this month’s Young and on the Rise.

O

MXP: First off Max, can you tell me how old you are and where you call home?

MF: I’m 18-years-old and I live in Grimsby, Ontario, about a half hour from Niagara Falls.

MXP: What is something cool about your hometown?

MF: Every Tuesday night during the summer there’s a big cruise night at our Welcome Center and a whole bunch of classic cars come out; Chevelles, Cameros, Novas, Mustangs, Corvettes, Beetles, etc. My friend Brad and I go almost every Tuesday.

MXP: That sounds pretty cool. I guess that area is also the beginning of wine country in Ontario. Let’s talk about dirt bikes. How long have you been riding?

MF: I’ve been riding dirt bikes since I was 7-years-old when my Dad got me my first KTM50.

MXP: Do you remember your first race and how you did?

MF: I do, it was a TVR race at Walton in the fall of 2009. I raced 65 Beginner and I won the race, but I did a double that apparently Beginners weren’t allowed to jump. The official came over to me absolutely screaming that I was disqualified, made me ball my eyes out (laughs) as he scared the heck out of me.

MXP: Well, I guess you shouldn’t be jumping (laughs). You’re a second-generation rider as your Dad used to race. Does he ever share any of his experiences with you?

MF: Oh yeah, all the time! He’ll tell me stories about him, his dad and brother all the time. He still talks about the ‘88 KX 250 Bill Burr built for him and how he’d put it up against any bike today. And also, all the stories about all his broken bones. Apparently, he had a nasty crash at your track and broke his ankle...again!

MXP: Yes, he did have a few crashes at my track.

Does he give you advice sometimes?

MF: Always! He’s constantly telling me to use my head and not just twist the gas like he did. We have a super close relationship, so I’m always going to him for advice.

|

PHOTOS BY DAWN MCCLINTOCK

MXP: That’s great as a lot of kids don’t listen to their parents. In 2017, you’re racing the Intermediate class. How is the season going thus far?

MF: It’s been good so far. Lots of mud riding but I’m having fun, getting good results and moving forward. I’ve been struggling to get out riding during the week with the rain and just how busy everything is, but I’m keeping up with the rest of my program so I can’t complain.

MXP: It definitely has been a wet spring in Ontario.

What has been your best race so far in 2017?

MF: I’d say the MP Cup at Motopark. I rode consistent and had good finishes all weekend. The track was so fun too.

MXP: The past few winters you have spent a lot of time down south. How long do you spend there and where do you go?

MF: I usually spend most of the winters down there so about four months off and on. I stay at Real Deal MX Training Facility in Allendale, South Carolina. I love training there with Rob and Sherry Burkhart. Their program is on point and there are always fast riders there that keep you pushing forward.

MXP: Obviously, spending time training down south is beneficial to your riding, especially at the start of the season. However, with so many important races later in the summer, do you ever feel burnt out by August?

MF: I’m busy at work with my Dad throughout the week, so racing on the weekend is something I look forward to. During the week, it’s so busy that I’m not able to get on my bike everyday. By August it usually slows down a little and I’m able to ride more and the big races come, so I don’t really get that burnt out. A small break is always nice after the nationals but I’m just itching to ride again anyway.

MXP: What are you plans for the rest of 2017?

MF: For the rest of 2017 my plan is to try to race somewhere every weekend. I would like to do the Deschambault National, the Walton Trans Can and maybe the Madoc National. Later in the year our plan is to head south and do Mini O’s in Florida.

MXP: Sounds like you plan to hit all the big amateur races in the eastern part on the country. Looking back at your racing career, which result or race are you most proud of?

MF: There’s no specific race I’m super proud of. I’m proud of myself whenever I leave it all out on the track and give it everything I’ve got. Some of my best results came last year with a few top 10 and top 5 finishes at Walton. Also, a 15th at Mini O’s in the B class

in both Supercross and Motocross, which I felt was a really solid ride. The B class is stacked in the USA. MXP: What is your favourite track to ride?

MF: In Ontario, my favourite track has to be Motopark. It flows so nicely and I always find myself having fun there.

MXP: A big part of this sport at all levels is driving to races. What is your funniest or scariest road trip story?

MF: When I was younger, me and my Dad were going to the indoor track in Tillsonburg and we were just listening to some music not really paying attention.

All of a sudden, the truck just starts chugging super bad, we almost completely ran out of fuel. Luckily enough we were right by an exit with diesel but it caught us both off guard. The scariest time was on our way home from a Regional at High Point. A transport truck passed us really fast going down a hill and his draft made us go out of control towing our 5th wheel. It was definitely a white-knuckle moment!!!

MXP: That must’ve been a large truck. You’re graduating high school this year, what are your education plans now?

MF: For now I’m going to just focus on racing. I’m still going to work with my Dad but I’m going to hold off on post secondary education for now and keep chasing my dream of becoming a pro motocross racer. I have been on the Honour Roll every year in high school, so getting into a good University is still a possibility down the road.

MXP: That’s great, I love hearing about MX kids who are also good students. Where do you see yourself in five years?

MF: In five years, hopefully healthy and racing the Rockstar Energy Drink MX Nationals.

MXP: Well, I hope you are also. What are you favourite types of obstacles on the track?

MF: My favourite obstacle has to be ruts. There’s no better feeling than getting low and flowing through a long, deep rut.

MXP: Finally, who would you like to thank?

MF: I would like to thank my Mom, Dad and whole family, SunGuardawnings.com, FXR Racing, Linda at Zdeno Cycle, Rob and Sherry at Real Deal MX Training Facility, Steve Mathewson at Suspension Systems, Devin at Blakkfin and Co, Lyman, William and Ray at Enclover Patio, Scott at Fusion Graphix, Zack at Dirt Tricks Sprockets, Spy Optics, Ride Engineering, ODI grips, No Toil, Acerbis, Works Connection. And thank you Chris for taking time to talk to me.

86 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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Up SKF - MUD SCRAPER KIT - $55.99 SKF Mud Scraper kit consists of a pair of ready-to-install scrapers made with a new, smart design and SKF ECOPUR low friction plastic material. Mud Scrapers clean dried mud from fork tubes for increased fork seal life and performance by reducing wear. Easy assembly when needed for muddy conditions, can be installed “in-field” without fork or wheel removal.

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88 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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Gearing

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TCX - COMP EVO MOTOCROSS / ENDURO BOOTS - $779.99 Add color to your performance, with the new TCX Comp Evo motocross / enduro boots. They have a high wear resistant Michelin Hybrid MX sole and the new Double Flex Control System to improve front and rear flexibility of the leg and to avoid over extension of the ankle joint, protecting the riders’ foot from injuries. Awesome colour selection to choose from.

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The MXF2 is a motocross and enduro glove that combines a number of different materials with complementary features. On the topside, there’s an airprene cuff for excellent support, an airmesh panel for ventilation and the index and middle fingers and top of the hand features fine, sublimated polyester mesh for mobility and visual appeal.

Several colours available.

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90 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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Up LUCAS - CHAIN LUBE Lucas chain lube is a low odour, semi-synthetic spray lubricant designed to meet the demands of today’s high performance motorcycle chains and sprockets. Tested by professionals and competitive race teams, Lucas Chain Lube Aerosol is perfect to keep your chain in perfect long lasting condition, and minimal sling off.

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VEMAR - TAKU HELMETS - $149.00 The new Vemar Taku offers many of the features found on the higher-tech VRX-9, but at an even more affordable price. The comfort and function of the Taku make it a safe and easy to wear helmet for any of your off-road adventures. Lightweight ABS shell with multi density inner EPS liner. DOT and ECE certified and comes standard with a 5 year warranty.

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LUCAS - HIGH PERFORMANCE MOTORCYCLE OILS Our oils are the result of technology gained through years of blending motor oils and gear oils for the racing industry. These are true racing oils that far exceed all manufacturer specifications and can outlast other oils up to 4 times on the track or on the street. Lucas Motorcycle Oils are built for endurance. These oils will lower oil temperatures, extend the life of vital components, reduce noise and leaks and increase performance.

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92 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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Our new line of lubricants have been engineered with you in mind, purpose-built for your vehicle’s differential, transmission and engine to help you live your life without boundaries.

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L IFT FOR SUCCESS WITH DREW ROBERTSON e are hard at it, and it’s deep into the race season!! Do we need to still hit the gym? We are riding 2-3 times a week, we race on the weekends, and we road bike 2-3 times a week. Do we really need to lift? YES!!

Now, are we going to make strength and power gains, no, but we want to maintain our strength. Being strong will help protect our joints, allow us to move that dirt bike around where we want, and not have the bike ride us. Lifting weights might mean doing some circuit training.

When I talk about weight lifting I don’t always mean squatting or dead lifting big weight!

In-season, we are gong to drop off the volume in terms of weight training, and in the off-season you might be lifting 2-3 times a week. Now we should be lifting just once a week. I’ll give you an example of what a week could look like:

W

“DON’T GIVE UP THE WEIGHTS OR HITTING THE GYM DURING THE RACE SEASON. MAKE SURE YOU MAINTAIN ALL THAT WORK YOU DID IN THE OFFSEASON!”

E V O L V E D

N U T R I T I O N

MONDAY X DYNAMIC WARM-UP X 30-60 MINUTES OF AEROBICS OR A ROAD BIKE RIDE X 30-40 MINUTES OF YOGA RECOVERY TECHNIQUES

TUESDAY X DYNAMIC WARM-UP X ROAD BIKE WORK (STRENGTH ENDURANCE) X RIDE MX IN THE AFTERNOON X AEROBIC COOL DOWN AFTERWARDS

WEDNESDAY X DYNAMIC WARM-UP X WEIGHT WORKOUT X ROAD BIKE (POWER ENDURANCE) X RIDE MX IN THE AFTERNOON X AEROBIC COOL DOWN AFTERWARDS

THURSDAY X DYNAMIC WARM-UP X CIRCUIT TRAINING X ROAD BIKE (AEROBIC) X RIDE MX IN THE AFTERNOON X AEROBIC COOL DOWN AFTERWARDS

FRIDAY X DYNAMIC WARM-UP X YOGA - 30-45 MINUTES RECOVERY TECHNIQUES

SATURDAY X PRE-RACE ACTIVATION ROAD BIKE (AEROBIC)

SUNDAY X KICK ARSE AT THE RACE!

Here are a few examples of weight workouts and circuit workouts: (these are just examples, there are multiple varieties and should be tailored to your current level of fitness and ability)

IN-SEASON STRENGTH WORKOUTS:

IN-SEASON CIRCUIT WORKOUTS:

WORKOUT 1 X DYNAMIC WARM-UP X 2 X 5 WALL SQUATS X 2 X 10 LUNGES

CIRCUIT 1 X DYNAMIC WARM-UP X 2 X 5 WALL SQUATS X 2 X 10 SQUATS X 2 X 10 PUSH-UPS

CIRCUIT 2 X DYNAMIC WARM-UP X 2 X 10 SHOULDER DISLOCATES X 2 X 5 PER SIDE DOWNWARD DOG TOE-TOUCHES

THEN: X STEP-UPS X 15 PER SIDE X STRAIGHT LEG RAISES X 15 X STRAIGHT LEG SIT-UPS X 15 X ROW X 100M X WIDE-OUTS X 15 X 7 ROUNDS

THEN: X PULL-UPS X 10-15 X KNEE GRABS X 15 X PLANK JACKS X 20 X FLUTE BRIDGES OFF BENCH X 15 X JOG/RUN 1 MINUTE 7 ROUNDS

THEN: X OH PLATE STEP-UPS TO BENCH X 10 PER SIDE X REST 1 MINUTE - 3 SETS THEN: X DEADLIFTS X 10 @ 50% 1 RM X REST 1 MINUTE - 2 SETS X CONCENTRIC MOTION TRAP BAR DEADLIFTS @75-90% 1 RM X 5 X REST 2-3 MINUTES - 5 SETS THEN: X CORE WORK

WORKOUT 2 X DYNAMIC WARM-UP X SHOULDER TAPS X 5 X FLY SWATTERS X 5 PER SIDE X SHOULDER DISLOCATES X 10 3 ROUNDS THEN: X SINGLE ARM DB BENCH X 10 PER SIDE X REST 1 MINUTE - 3 SETS X DIPS X 4-6 (BW+45-90LBS) X MEDICINE BALL CHEST THROWS X 6 (EXPLOSIVE MOVEMENT) X REST 2-3 MINUTES - 4 SETS

THEN: X AEROBIC COOL DOWN

THEN: X AEROBIC COOL DOWN

THEN: X CORE WORK

Don’t give up the weights or hitting the gym during the race season, and make sure you maintain all that work you did in the off-season!!! It’s summertime so throw in some arm curls!! If you need help structuring your dry land program, get a hold of me!!

COACH OUT!

94 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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M AGICAL SUMMER WITH ANDY WHITE he CMRC sanctioned Rockstar Energy Drink MX Nationals presented

by Motovan is three rounds in and if you were to ask me if I was surprised with the results so far, I would tell you no, not really.

The MX1 class kind of screwed up my top five picks. There’s always a wild card in the mix; I had no idea that Dillan Epstein would be on his game.

This guy is the real deal. At Round 1, he proved it, and he stamped it again in Calgary. I knew he had speed after looking at his results from the Hangtown National a few weeks before Kamloops but I didn’t think he would win a few motos. I am happy I was wrong. This means there will be better racing up front. I knew CP377 would be up there but I honestly thought he would have dominated more than he has shown. When Christophe wins, it’s not really by that much. I am cool with that too.

This also means that the other riders know he can be beaten. Matt Goerke is riding way better in the west than I thought he would. He is usually a much better east coast, sand rider. If he is winning on hard pack right now then I expect Matt to be on the top of the box for the next six rounds. Colton Facciotti has been impressive this year too. He looks hungry and is pushing hard. I feel he will get a win, maybe in Regina or at Gopher. The fourtime champ looks to be healthy and it also looks like his bike is working well. I sure hope Mike Alessi gets healthy for the east. I have seen him on a different brand win motos in the sand.

Looking at the MX2 class, I figured it would be a dog fight between the Canadian Champ, Cole Thompson, and Shawn Maffenbeier on his new ride. I do like that Jess Pettis has shown improvement again. It’s nice seeing him battle for the lead.

The US riders Osby, Hayes and Surratt are all right up front too. This is probably some of the best racing I have seen for a long time. I can’t forget Hayden Halstead. He has made a big improvement from last year. The entries for the MX2 class have been really solid as well. For the first three rounds we have seen a whopping average of around 68-70 entries. I like the fact that the amateurs in the west give it a shot. I believe they will learn way more than just watching the ProAm class on Sunday from the grandstands. I hope amateurs from Eastern Canada take note and sign up. This will only give them some well-needed experience.

The Western Canadian Women’s Nationals has been pretty exciting to watch, especially Shelby and Lexi swapping moto wins in Calgary. I know Lexi is from Calgary and I knew she would be tough to beat in her own backyard. I like that the two leaders race hard and ride smart. Lexi was really aggressive on the final lap in the first moto, and she showed Shelby that she wanted the win badly.

That bump Lexi gave Shelby was pretty clean. It was not a full take-out but just enough to stop

T

I N S I D E

L I N E

“A LITTLE LATER I HEARD THAT SHELBY TURNER’S PARENTS, RENEE AND TREVOR, HELPED OUT WITH HOTELS FOR THE WEEKEND. NICE TO SEE EVERYONE RALLY TOGETHER AND GATHER THE SUPPORT NEEDED.”

Shelby from making the outside pass for the win. I happened to notice on the Thursday before Round 4 that Kristi Moore, who is managing the Women’s Western Nationals, had posted a note on the CDNWMX Facebook page saying that due to the cost of a flight she plans to drive from Vancouver to Regina so she can save some of the budget for the final payout for the series. I read the post a second time and I thought, hold on, that’s one long drive to Regina, and then Kristi has to drive all the way back to Vancouver in time to get back to work for Monday morning. This young lady has a ton of passion and heart for motocross. She was looking out for her riders and didn’t want to spend the money they had raised for the final payout. I quickly messaged her on IG and said to give me a call. Kristi called a few minutes later and I told her that I was very impressed with the series and that you would sacrifice driving 20 plus hours in each direction to save money. Kristi explained she had $400 budget for gas and she could make it there and back in her Jeep. I said forget that, FXR would like to help pay for your flights so you can get there on time and not be stressed out from a 20-hour drive. Kristi was speechless, she appreciated the offer. I told her she has done a fantastic job so far and without her leadership I’m not sure there would be a western series. Not long after my call, I heard that Krystle and Dustin Heikkinen also stepped up to help with the cost of flights. A little later I heard that Shelby Turner’s parents, Renee and Trevor, helped out with hotels for the weekend. Nice to see everyone rally together and gather the support needed.

I have no idea who is going to make the cut to represent Canada at the MXoN this coming year in England. I was hoping I would have the three names by the time I wrote this story, but the list of riders is longer than expected, I heard. This is a good problem in my books. The one rider I wish was healthy is Kaven Benoit. He showed the world at last year’s event in Italy that he has the speed and talent to run up front. I think it’s a big advantage to have riders represent Canada that have already raced one prior. The rider comes in with way less stress, and he knows how the event is run. Cole Thompson, Kaven, Colton, Shawn Maffenbeier and Tyler Medaglia have all been before, and all those riders are on the gas this year. I am glad that I am not the one that has to make the call on who will represent Canada, but I know Kourtney will do a great job like she did last year. This will be her second year managing the team. If you would like to support the Canadian team then check their page on Facebook or on Instagram. There are some great prizes available.

That’s it for this issue, I look forward to the next seven rounds of the CMRC sanctioned Rockstar Energy Drink Motocross Nationals rounds, plus who made the cut for Team Canada! Until then, see you at the races.

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S ILV ER LINING WITH MARK STALLYBR A SS have really enjoyed reading Mike McGill’s articles about the 25 years of nationals because it really takes me down memory lane. I find myself sitting back and staring into space remembering all of the races, the riders, the teams, the different tracks and everything that took place while visiting each venue. I never really stop to think too much about the past, but when I read the first article it shone the light on where it all started.

When I was racing in the ‘80s, I was always in awe watching guys like Ross Pederson, Doug Hoover, Allan Dyck, Jeff Surwall, Mike Harnden, Robbie Hodgson and Serge Gregoire, to name a few (and I could even go back further to the beginning of the ‘80s), and I guess it’s safe to say, that is when my love for the sport grew even more, because as a rider, I appreciated their talent and skills on a motocross bike. That was also the period in the US when I idolized American riders like Bob Hannah, David Bailey, Johnny O’Mara, Jeff Ward and later Ricky Johnson, Ron Lechein and Jeff Stanton.

That time period is what got me going, it made me dream of how Canada could be on the same level, or at least a lot closer, where motocross racers would be household names and idolized by amateur riders and enthusiasts throughout the country.

At the time, these guys were not compensated in the way they deserved. Not just financially but the recognition they should have received through the media or through national television coverage.

Rollerball said to me recently, “Stally, these guys will appreciate it down the road after their racing is over when they can throw in a DVD and watch their years of racing. That never happened for us.”

It wasn’t until 1996 when I was contemplating broadcasting the final round of the series on TSN that I realized its importance. To me, the significance of that broadcast was the breaking point, thinking to myself “Should I or shouldn’t I?” It cost a pretty penny to do it, so it was nervewracking to commit to the cost, especially considering I didn’t have two nickels to rub together. Looking back, it was the best risk I could have taken, because it led to the start of major ideas and changes to come.

In the early ‘90s, it wasn’t just me taking the risk, it was the entire industry because everyone was begging for a change, something bigger and better. The future was looking bleak so it was easy to justify trying something new.

“Hey, what the hell, it can’t get any worse!” Carrying on the tradition of racing multiple classes, riders would race both 125 and 250. That’s the way it

I

F R O M

T H E

D E S K

O F

M A R K

S T A L LY B R A S S

“I COULD FEEL THE SNOWBALL EFFECT COMING INTO PLAY, WHICH ADDED TO MY MOTIVATION AND GOALS TO KEEP PUSHING FORWARD.”

always was, because there weren’t enough riders to fill a gate if the classes were separated the way they are today. So off we went, throwing the first shovel into the ground.

I remember how happy I was when JSR would show up to a National; you could feel the momentum of the series growing because he was a top dog at the time and his presence really legitimized the event. I could feel the snowball effect coming into play, which added to my motivation and goals to keep pushing forward.

One benefit of promoting the national series that I sincerely appreciate is the fact that I have travelled across Canada and visited so many cities and provinces, and have met the people that have hosted the events. When I ask people where they’re from and they point out a particular city or town, I can relate because chances are I’ve been there.

I’m proud of how the nationals have progressed and I appreciate the praise, but what wasn’t mentioned in Mike’s articles are the numerous promoters/clubs and their crews that have spent countless hours making their respective event the best it could be. If the event isn’t good, neither is the series.

Everyone gets smarter with time and experience, which is why the tracks and facilities improve each year. It takes a huge amount of effort, drive and money to host a national, and I can’t thank enough each and every person that has been involved, regardless of the level, because without their dedication and hard work we wouldn’t be where we are.

Another bonus of promoting a national in different regions is the opportunity it allows for me to see how the regional program operates. There are a few differences here and there, but generally speaking, it’s the same everywhere you go. That is why it is critical for a national sanctioning organization to exist because in order for the sport to grow it needs a consistent structure from one coast to the other. It’s the glue that keeps the sport in Canada together. When a region isn’t part of the big picture, they struggle to have a class structure that works, and an overall program that provides the riders the motivation to make a name for themselves on a national scale.

A lot of focus is on the Pro Nationals. Don’t think for a second that amateur racing in Canada is pushed to the background, because it’s not.

There is more effort put into the amateur program throughout the country than there is the nationals, tenfold. It just doesn’t get the recognition because people tend to focus on the top level. Look at any sport and it’s the same. Just know that you’re not forgotten. The marketing behind the Rockstar Energy Drink Motocross Nationals is to encourage riders throughout the country to make the goal of competing at a round or the entire series, and maybe even dream of standing on the podium with the Rockstar girls, being interviewed

by Fabs and Travs, throwing out swag and spraying champagne on the crowd. Stay in the sport and keep on dreaming!

98 // MOTOCROSS PERFORMANCE · MXPMAG.COM

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