On the Pegs Magazine - 12 December 2019

ISDE: VICTORY IN PORTUGAL

The Big Picture

AND GAM GO GETTER

Ronnie Commo III dodges a tree en route to the win in the NE Pro2 class at this year’s Gobbler Getter Enduro in Stanton, Alabama.

PHOTO BY SHAN MOORE

The Big Picture

AND GAM

COMING IN HOT

Toni Bou prepares to make a precise two-point landing on a very sketchy runway at the opening round of the FIM X-Trials series in France. To no one’s surprise, the Repsol Honda rider took the win.

PHOTO BY REPOSL HONDA/ PEP SEGALES

The Big Picture

AND GAM

2019 marks twenty-five years since Dougie Lampkin won both his first World Championship event and his first Scottish Six Days Trial (SSDT). Check the interview with Dougie on page 124.

PHOTO COURTESY G2F Media

KING DOUGIE

The Big Picture

AND

GAM

DIALED IN

Becca Sheets rockets out of a turn on one of the Cross Tests at the ISDE in Portugal. Becca and teammates Brandy Richards and Tarah Gieger won the Women’s Trophy division.

PHOTO BY DARRIN CHAPMAN

The Big Picture

AND GAM ROCKET MAN

Steward Baylor gets a little air time in Portugal during the 94th International Six Day Enduro. Steward and his US World Trophy teammates won the coveted World Trophy Team division.

BY PDARRIN CHAPMAN

PHOTO

The Big Picture

AND GAM LOOKING FOR TRACTION

Tely Energy Racing’s Liam Draper takes aim at the top of the long hillclimb on test five at the Gobbler Getter Enduro in Stanton, Alabama. Draper was the NE Pro2 champion in 2019.

PHOTO BY SHAN MOORE

THE TOP

KTM 300 XC-W TPI

KTM Factory riders are continually shifting the boundaries of possibility. Their demands have resulted in a new generation of complete high-performance offroad machines that offer outstanding handling and agility, improved ease of use and efficient power delivery across the whole rev range.

The new KTM 300 XC-W TPI is a race-refined machine of the highest caliber, built to conquer every challenge in your journey to the top.

Photo:

ELEVATE THE STANDARD

The FX and TX cross-country model range offers purpose-built motorcycles with ultra-modern components like electric start to get the rider off the line faster and a Map Select switch to put the power to the ground. Performance-focused innovations were implemented to ensure power accessibility and agility to stay ahead of the competition.

Photo: F. Lackner

THE LOOP

News and Culture From The World Of Trials, Offroad and Extreme Racing

TKO GETS WORLD STATUS

The 2020 Tennessee Knock Out (TKO) will be round six of the eight-round World Enduro Super Series (WESS) and take place on the weekend of August 14-16, 2020 at the Trials Training Center in Sequatchie, Tennessee.

The racing format will be like past years with a Friday amateur Prologue to set starting positions, followed by two rounds of amateur racing on Saturday and a four-round Sunday Pro competition. The event will also continue to serve as the AMA Grand Championship for Extreme Enduro.

Red Bull has been a partner with the TKO for several years and that will continue for 2020. The WESS Enduro World Championship (@iridewess) has a partnership with Red Bull Media House, which provides extensive coverage of all of the championship rounds via Red Bull TV and social media platforms. See full WESS schedule on page 38.

TRAIN WITH KAILUB RUSSELL

Multi-time GNCC champ Kailub Russell revealed on his Instagram account that he is opening up his “Russell Ranch” to a small group of riders looking to jumpstart their 2020 season. The ranch will be open to a handful of riders from 1-6-20 through 3-6-20 wanting to train alone side Kailub Russell at this preseson camp. Kailub says he has room for six riders and he will not be accepting minibikes or anyone under the age of 16 unless a parent is present their full stay.

The cost per week is $400 at a minimum of two weeks, or $1400 for 1 month.

You can contact Kailub at ranchrussell@yahoo.com for more information or to book a spot. n

NICK FAHRINGER JOINS FACTORYONE SHERCO

FactoryONE Sherco is proud to welcome long time Sherco ambassador, Nick Fahringer to the Enduro team. The Ohioan is fresh off of winning the season finale of the ACES (Appalachian Championship Enduro Series) Peace Pipe Enduro, of which, he won most of the rounds but fell shy of the championship due to missing two rounds because of conflicts with racing the Tennessee Knockout and by getting married to his pit crew, Ashley.

Nick got his start riding motorcycles at the ripe age of 3 on a PW50. After 20 years in the saddle, Fahringer became a main stay in national enduros where you would see him on the box frequently. Current day, as Nick mention, he has reinvented himself as a hard enduro rider where he finished 3rd overall in the AMA American Hard Enduro series in 2019.

• 3x ISDE Gold medalist

• 3rd Overall in the AMA American Hard Enduro Series in 2019

• 4x MooseRun Champion

• Multiple Hard Enduro, National Enduro, OMA National, and US National Hare scramble wins.

• Hundreds of Regional race wins

Nick’s focus will be the American Hard Enduro series, but you will see him racing in events of all kinds. He is currently working full time as an engineer for manufacturing motorcycle parts. He is a self-proclaimed foodie, loves music, fitness and cycling of all kinds. n

BLAZUSIAK, SANZ SIGN WITH GASGAS

GasGas will expand their FIM World Championship competition program for 2020 and will enter factory racing teams in Motocross, Rally and Enduro.

GasGas will make a historic inaugural step into MXGP courtesy of an alliance with the Standing Construct squad, expand their presence and competitiveness in Rally thanks to linking up with high profile record-setter Laia Sanz and host the multi-title winning talents of Taddy Blazusiak in the arenas of Enduro and Extreme Enduro.

Significantly ‘Standing Construct GasGas Factory Racing’ is the very first works Motocross Grand Prix team for the marque and boasts the exciting combination of Glenn Coldenhoff and Ivo Monticelli on MXGP machinery in 2020. Coldenhoff secured 3rd position in the 2019 MXGP standings and has owned his class in the last two editions of the FIM Motocross of Nations. Monticelli impressed in his second term in the premier division in 2019 to fill 11th spot in the championship.

Laia Sanz, a serial FIM Women’s trial world champion and now almost ten years as an Enduro and Rally record-breaker (Female category winner and highest ranked female finisher at the Dakar Rally with a personal best of 9th overall in 2015) will lead the charge for the revitalized GasGas effort in Rally. The soon-to-be 34 year old will disembark to the middle east in a matter of weeks for the 42nd Dakar Rally beginning on January 5th.

It is hard to find a bigger name in the world of Enduro than Taddy Blazusiak and the decorated 36 year old Pole is the perfect vanguard for the GasGas name in the 2020 WESS Enduro World Championship. n

BETA FACTORY DEMO TOUR

Beta is offering the opportunity to test ride the most current Beta models including; RR Off Road, RR-S Street-Legal Off Road, RR Race Editions, and select Evo Trials models. There will be roughly 15 models to choose from at each event. Reserve your spot and enjoy the experience of a lifetime. Space is very limited so Sign up today by clicking on the provided link, or go to www.betausa.com/ demo-tour

Location Information:

• 11-24-19 - CEDARTOWN, GA (HIGHLAND PARK RESORT)

*AM SESSION SOLD OUT! (EVENT MOVED TO SUNDAY DUE TO BAD WEATHER).

• 1-11-20 - ANZA, CA (MOTOVENTURES)

• 1-18-20 - STONYFORD, CA (VOLUNTEER APPRECIATION WEEKEND AT FOUTS CAMPGROUND COMPLEX)

• 2-22-20 - BUCKEYE, AZ (ARIZONA CYCLE PARK)

Dates are subject to change/cancellation. You must bring a current driver license or ID, a Helmet, Motorcycle riding boots, Goggles, Riding pants, jersey, & gloves. GO TO www.betausa.com

Alexis Phillips Wins NEPG Beta Cup

The 2019 National Enduro season has come to a close, ending the 1st Inaugural season of the Beta Cup. Alexis Phillips has become the first rider to win the Beta Cup after scoring a total of 226 points in the Women’s Amateur class. Alexis took home the grand prize; a new 2019 250 RR while also having her name placed on the Beta Cup.

Beta USA will continue to sponsor the Beta Cup in 2020, and now racers will have the option of competing on a 125 RR, 125 RR Race Edition, or a 200 RR. The next season champion will receive either a new Beta 200, 250, or 300 RR! Be on the look out for more rules and regulations for the 2020 Beta Cup.

2020 National Enduro Schedule and Rules

The NEPG recently announced its new schedule for the Kenda AMA National Enduro Series Presented by Moose Racing. Next year’s series will have returning races from the 2019 Series such as Sumter, Cajun Classic, Cherokee, Rattlesnake, Lead Belt, Muddobbers, and Gobbler Getter. Returning again since 2018 is the Grassman in Ohio. Huntersville, MN returns for the first time since 2016. Turkey, Texas will host a unique feature of a old Western Town start for Round 2 of the 2020 Season.

Supplemental Rule changes are listed in Red Below.

C Classes

250cc and under C Class- Any C Eligible rider that is riding a 250cc or under bike.

251cc and above C Class- Any C Eligible rider that is riding a 251cc or above bike.

No longer have 200 C, 250 C, or Open C classes. This was an attempt to consolidate classes that did not have a high consistent participation.

Pro and AA Classes

National

Enduro

(NE) Pro1

a. Previous 2 year Top 12 Overall National Enduro riders from 2018-2019 with a minimum 1 season NE Pro2 Participation.

b. Previous 5 year National Enduro & GNCC overall Champions 2015-2019.

c. Previous 2 year GNCC XC1 Riders 2018-2019.

d. Previous 2 Year top 5 in GNCC XC2 year-end series points 2018-2019.

e. Previous years National Enduro Pro2 Series Champion 2019.

f. Any rider who chooses to self-advance (Must remain in the class for the remainder of the season)

g. NE Pro1 Riders will display a red number plate with white numbers.

National

Enduro

(NE) Pro2

a. Top 13-30 Overall National Enduro riders from previous 2 years 2018-2019

with a minimum 1 season AA class Participation.

b. Top 12 Overall National Enduro riders who have not yet participated in the NE Pro2 Class.

c. Previous 2 year GNCC XC2 riders below the top 5 in series points 2018-2019.

d. Any rider who chooses to self-advance (Must remain in the class for the remainder of the season)

e. The Previous year’s National Enduro AA Class Winner.

f. NE Pro2 riders will display a blue number plate with white numbers.

AA Class

a. Top 31-40 Overall National Enduro riders from Previous 2 years 2018-2019.

b. Top 30 Overall National Enduro riders who have not yet participated in the AA Class or above.

c. Top 3 Overall in previous years Regional/ District AA & Pro Enduro & H.S. Series Events.

d. Overall Winner of previous Years (2019) Regional/ District AA & Pro Enduro & H.S. Series Events.

e. If a rider is eligible and is going to ride the 40+ or older age class they are not required to ride the AA Class.

F. Any RIdER who chooSES To SElF-AdvAncE (MuST REMAIn In ThE clASS FoR ThE REMAIndER oF ThE SEASon).

Test lengths

a. The minimum section length is 4-miles and the maximum is 10-Miles.

2020 KENDA AMA NATIONAL ENDURO

Feb 2 Sumter, SC

Mar 22 Turkey, TX

April 26

June 7

June 21

July 26

Aug 23

Sept 20

Forest Hill, LA

Greensboro, GA

Huntersville, MN

Cross Fork, PA

Chandlersville, OH

Prk Hill, MO

Oct 4 Mathews, IN

Nov 1 Stanton, AL

www.nationalenduro.com

WESS ENDURO WORLD CHAMPIONSHIP

WESS Promotion GmbH announced the renaming of the mixed-discipline enduro series from the start of 2020, to be officially known as the WESS ENDURO WORLD CHAMPIONSHIP. In addition, WESS Promotion GmbH also announce the championship schedule for 2020. Featuring eight rounds and extending into the United States, the WESS Enduro World Championship is set to grow in stature and popularity as the ULTIMATE ENDURO WORLD CHAMPION 2020 unfolds.

Now entering its third season, the WESS Enduro World Championship continues to thrive, strengthening its vision of a series that encompasses all Enduro formats while providing a global platform for both professional and privateer riders to compete together.

For 2020 the championship retains many of its world-renowned favorites from seasons one and two and includes the welcomed return of the popular Red Bull 111 Megawatt event in Po-land. Breaking new ground, the championship heads to the United States and the well-established Tennessee Knockout.

Photos Courtesy Future7media

Ensuring a varied and challenging start to the new season, established events Extreme XL Lagares (Portugal) and Trefle Lozerien AMV (France) will see racing commence in May.

During the month of June, Austria’s iconic Erzbergrodeo Red Bull Hare Scramble will host round three, while Red Bull 111 Megawatt makes a welcome return to the WESS Enduro World Championship for round four.

Romania’s Red Bull Romaniacs will spectacularly kickstart the second half of the season in late July for round five. Then venturing outside of Europe for the first time and cementing itself as a true world championship, the United States’ most-prestigious Hard Enduro - Tennessee Knock-out - will be eagerly anticipated on August 15-16.

Switching gears to Cross-Country racing, the fabled Hawkstone Park in Great Britain will mark the penultimate round of the series in September with the Hawkstone Park Cross-Country. Fol-lowing its well-received addition to the 2019 series, Spain’s Hixpania Hard Enduro takes the honour of hosting an October championship finale in what’s sure to become a thrilling crown-ing of the ULTIMATE ENDURO WORLD CHAMPION 2020.

For 2020, the WESS Enduro World Championship will continue to strengthen its relationship with Red Bull Media House as the series’ Exclusive Media Partner. As a result, Enduro fans will benefit from their extensive and unrivalled coverage on Red Bull TV and social media plat-forms, ensuring a single moment of the action is never missed.

2020 WESS Enduro World Championship Schedule

Round 1: Extreme XL Lagares (Portugal) May 8-10

Round 2: Trefle Lozerien AMV (France) May 21-23

Round 3: Erzbergrodeo Red Bull Hare Scramble (Austria) June 10-14

Round 4: Red Bull 111 Megawatt (Poland ) June TBC

Round 5: Red Bull Romaniacs (Romania) July 21-25

Round 6: Tennessee Knockout (USA) August 15-16

Round 7: Hawkstone Park Cross-Country (UK) September TBC

Round 8: Hixpania Hard Enduro (Spain) October TBC

SMAGE RIDING TECHNIQUE PAT

FOR THE NEXT YEAR, TEN-TIME US MOTOTRIALS CHAMPION PAT SMAGE WILL BE BRINGING US MONTHLY RIDING TIPS DESIGNED TO MAKE YOU A BETTER RIDER. AND WHO DOESN’T WANT TO BE A BETTER RIDER? WHETHER YOU’RE A TRIALS RIDER OR AN OFF-ROAD ENTHUSIAST, WE’RE CERTAIN YOU’LL BENEFIT FROM PAT’S TIPS, SO SIT BACK AND TAKE IT ALL IN. BE SAFE AND DON’T FORGET TO PRACTICE WITH A BUDDY!

Beta Brake/Clutch Reservoir

Max Sug. Retail: $79.99

Website: www.shop.beta.com

Part Number: AB-10188-12

Beta USA now has the Billet Aluminum brake/clutch reservoir covers anodized red with “Beta Factory” engraved in stock. Includes both clutch and brake caps for 2012+ RR/RS/RR-S/Xtrainer.

S3 Alaska Gloves from RYP

Max Sug. Retail: $42.95

Website: www.rypusa.com

Part Number: AS3CLGL3

These gloves give you the best feeling and adherence in all weather conditions. Made specially for the colder riding conditions with thicker and more water/wind resistant material along with extra grip on the palm and fingers. The S3 Alaska Gloves are a great choice for any cold weather activity. They are windproof and thick enough on the outside to protect your hands, while thin enough on the palm to provide a great feel.

KTM Dirt Cross Slide-N-Guide

Max Sug. Retail: $154.95

Website: www.TMDESIGNSWORKS.com

Contact: (541) 772-4161

TM Designworks is guiding KTM riders to factory status with their 2020 SlideN-Guide Kits. The Dirt Cross Multipurpose Slide-N-Guide Kit is the same piece trusted by KTM’s Factory Off-Road Teams worldwide giving you the ability to run a factory part at an affordable price. Utilizing TMD’s “Return Memory Formula” plastic, the deepest ruts and the toughest terrain can do no damage to the virtually indestructible lightweight Chain Guide. Additionally, a Replaceable Wear Pad allows for years of abuse all while matching OEM spec colors to your 2020 KTM. The Chain Slider has a formulated height and angle for optimal chain tension and torque while minimizing wear.

SHERCO 125 SE FACTORY

125 SE FACTORY

The long awaited 125 SE Factory Edition has finally arrived at your local dealer. True to all the models in the Sherco Factory range, it provides you with the very best components! Grasp the handlebars, a maximum amount of fun is there for you. You won’t want to let go!

CHASSIS

· Front / Rear suspensions: K.Y.B with closed cartridges, specific spring settings, 48mmØ, 300mm stroke

· SHIDO lithium ion battery

· Blue frame protectors

· Sherco Factory silencer: lighter and more efficient

· Fuel tap with simplified access and 1.5L reserve capacity

2020 SHERCO 125 SE FACTORY

· AXP skid plate: 8mm thick extra strong teflon material, weld

· Blue Excel rims

· Galfer front brake disc

· AFAM stronger rear sprocket

· 2020 Factory Graphics Kit: with in mold Technology

ENGINE

· Manganese color clutch cover

· Manganese color ignition housing

· Manganese color cylinder head

· Improved ignition Map HARD: more power and increased RPM range

· The piston profile has evolved, and it is made of a new material for improved life and better performance

· Redesigned reed valve box: more efficient and more water-resistant

‘20 Honda Lineup

More Powerful Cota 301RR Headlines 2020 Honda Montesa Trials Lineup

Three-model family includes designs, features developed by World Champion Toni Bou

Commemorating the recent 26th FIM World Championship of Repsol Honda’s Toni Bou, American Honda recently announced that the three-model Montesa Cota trials lineup – the approachable 4RT260, its more performance-oriented cousin the 4RT260 Race Replica, and the elite 301RR – will be available in the U.S. for the 2020 model year. Manufactured in Spain’s Catalan region – also Bou’s birthplace and arguably the world capital for trials – all three Montesa Cota models are ready to tackle the toughest sections across the country. The 301RR gets more power and a new look for 2020, while the two 260s receive updates styling, protection and more.

MONTESA COTA 301RR

Trials isn’t about who’s fastest; it’s about who’s best – which is an apt description for the 2020 Honda Montesa Cota 301RR. This machine adopts most of its components and technical solutions from the machine Bou rode to his 2019 crowns. The competition-focused 301RR (previously called the 300RR) has a new, larger engine for 2020, making it the most powerful Cota ever mass-produced ever, and new bodywork and graphics give it a look worthy of its performance.

Pricing: TBD

Availability: April 2020

Color: Sonic Gray

MONTESA COTA 4RT260 RACE REPLICA

Sharing the updated bodywork of the Cota 301RR but with Bou-worthy Repsol Edition graphics, the 4RT260 Race Replica is a nice balance between performance and practicality. Based on the standard 4RT260 but with upgraded suspension and tires, the Race Replica version is ready to clean the toughest sections.

Price: TBD

Availability: April 2020

Color: Repsol Edition

MONTESA COTA 4RT260

The fruit of Montesa’s legendary trials knowhow and Honda’s renowned enginedevelopment prowess, the Cota 4RT260 is a mainstay in the Honda Montesa trials lineup. For 2020, it gets new styling, an updated map, better engine and brake protection and more.

Price: TBD

Availability: April 2020

Color: Ross White

Editors: Additional information and assets can be found at HondaNews.com

TRS ONE KIDS

After several years in the Trial market with highly accepted combustion models, TRS Motorcycles presents its first electric motorcycle design, focused on the youngest riders. This new jewel of TRS will be marketed as of December 2019 in version 20 ”for riders aged between 6 and 10 years of age, and in 16” for the youngest from February 2020.

Main features of On-E Kids

• Aluminum monocoque frame

• The 48V. 17.5A lithium-ion battery integrated in the frame allows weight distribution to be optimized, guarantees its tightness and provides total protection.

• Up to 3 hours of autonomy for beginner riders.

• 4A battery charger: provides fast charging in less than 3 hours.

• 48V 1.350W electric motor On The Horizon

• 3.000 RPM with a torque of 32Nn.

• Swing Arm casting in aluminum.

Control unit, 100A Controller: located inside the self-supporting subframe, to achieve the least visual impact and obtain an optimum level of tightness.

• Programmable from the Android APP, with different modes of power delivery to adapt the motorcycle to each rider depending on their driving level.

4 riding modes programmed as standard:

Mode 1: docile and safe for the youngest with less experience.

Mode 2: optimal for trial initiation.

Mode 3: the most performance and effective.

Mode 4: aggressive and powerful to face the biggest obstacles.

Suspensions:

• Rear suspension with 115mm progressive linkage system and DNM hydraulic shock absorber, adjustable in extension and spring preload. 250lbs spring

• Front suspension RST 26 “tapered” 100mm travel pneumatic aluminum adjustable in extension and locking.

Components:

Wheels:

• 20 ”front wheel with TRRS machined hub and REBEL Trial tire.

• 19 ”rear wheel with TRRS machined hub and REBEL Trial tire.

• Brake System: Shimano MT400 and 160mm brake discs.

• Rear sprocket: Z98 machined and IRIS 219 chain.

• Footrest: TRRS GRIP.

• Grips: Hebo with ODI plugs.

• Headset: NECCO 1.5 / 1 1/8 ”.

• Handlebar: TRRS KIDS.

• Kill button: LEONELLI.

• Protectors: front and rear disc, as well as rear sprocket. www.trsmotorcycles.com

• A versatile trials or trail bike (with the addition of a removable seat)

• The T-18 Dragonfly is an adult electric trials bike featuring a real hydraulic clutch

• A 5 speed gearbox provides the best match of engine power to terrain requirements

• M4 39mm Aluminum AIR FORKS

• Special Ohlins shock direct to swing arm (Linkless suspension)

• 3 hr quick change battery

• Weighs in at 132 pounds

PORTUGAL

THE PAYOFF PORTIMAO,

ISDE 94th

Hard work and great organization pays off for Team USA at the 94th International Six Days Enduro in Portugal

BECCA SHEETS TEAMED WITH BRANDY RICHARDS AND TARAH

GIEGER TO WIN THE WOMENS TROPHY PHOTOS BY DARRIN CHAPMAN

TAYLOR ROBERT, KAILUB RUSSELL, RYAN SIPES AND STEW BAYLOR WON THE WORLD TROPHY CLASS

American ISDE riders turned in the most dominating U.S. performance in ISDE history, winning the coveted World Trophies in the Men’s, Women’s and Club team divisions, while adding a runner-up finish in the Junior Trophy class.

This year’s event, the 94th edition of the grueling off-road motorcycle competition, the longest-running world championship in motorsport, took place at the Autodromo Internacional do Algarve in Portiamo, Portugal, on Nov. 11-16.

In the World Trophy division, Australia took the early lead behind the riding of Daniel Sanders, who finish the six-day event as the top individual rider, and held it for two days. On Day Three, the US World Trophy squad, consisting of Steward Baylor, Taylor Robert, Kailub Russell and Ryan Sipes, took over the top spot in Team standings and never gave it up, finishing with a margin of victory over Australia of 1:45.34. Robert paced the E2 Class, with Russell finishing runner up. Sipes was the second-fastest rider in the E1 Class. Baylor placed third in the E3 Class.

“I’m proud of our riders, that we can call it the top country in the world,” US team manager Antti Kallonen said after the event. “There’s no better reward than that.”

The U.S. Women’s World Trophy team, which included Tarah Gieger, Brandy Richards and Becca Sheets finished ahead of second-place Germany, with a margin of victory of 8:51.21. The team’s top performer was Richards, who finished second in the individual standings to Germany’s Maria Franke. Sheets

finished sixth overall, and Gieger eighth.

The U.S. Junior World Trophy team finished second place in its division, and the American XC Gear Club team was the top Club team, rounding out the most dominating U.S. performance in ISDE history.

All three US Trophy Teams were all KTM mounted except Tarah Gieger who rode a Honda.

The XC Gear team of Dante Oliveira, Ricky Russell and Austin Walton topped a 124-team field, finishing 18:03.05 seconds ahead of a club team from France, giving USA the Club Team victory. Olivera and Russell ended the event as the second- and third-fastest riders in the C2 class.

“I would say that just the biggest story was how consistent our team was this year, with Kailub and I finishing top five or so every day, and Ryan being right there,” said top-finishing American Taylor Robert. “He kind of yoyo-ed back and forth, but for the most part he was right there as well. We’ve never had that happen before.”

For the World Trophy Team, 2019 marks their second title after claiming gold in Spain in 2016. Meanwhile, the Women’s World Trophy Team raced their way to the first U.S. Women’s victory since the win of the inaugural cup class in 2007. n

World Trophy

1. United States

2. Australia

3. Italy

4. Spain

5. Finland Women’s World Trophy

1. United States

2. Germany

3. Great Britain

4. Sweden

5. Spain

Junior World Trophy

1. Australia

2. United States

3. Spain

4. Portugal

5. Belgium

Club Teams

1. XC Gear (United States)

2. Team Lozere AMV 4 (France)

3. Team Club RFME 1 (Spain)

4. Team Italy

5. KBS Team CZ

• From AMA media reports

THESE BOOTS WERE MADE FOR WALKING

Everyone we spoke to credited the American team’s success to all of the walking they did before and during the event, plus the incredible orgainization that US team manager Antti Kallonen and all the members of the US support crews and US contingent have developed over the years.

“Each year our organization gets better; now it’s just small fine tuning,” said Kallonen. “This year we arrived early, much earlier than in prior years, so we were able to taper off the walking later in the week. We walked the most we’ve ever walked, but yet the riders were the most recovered by the time the race started. We were the first riders walking the tests. As the race got closer, we tapered off walking and we took the time to actually replenish our bodies and take care of our bodies to be fresh for the start. Along that, we had some nutritional changes as well for the entire team that we were taking better care of our nutrition, our lunches, our hydration. All that was much better taken care of this year leading up to the race and during the race. Those are the things that we kind of refined and did better.”

The only rider struggling with lines was Ryan Sipes, since he was one of the early riders out. Ryan started off super strong on Day One but then fell off a bit when the courses started to change on Day Two.

“I think that as the tests got rougher and the terrain started changing, Ryan had a harder time adapting,” said Robert. “Ryan is really good when he can go walk the test and visualize his lines. The first day, because he was in the E1 class, he was on the first row that day. He was riding the test the exact same way that they looked when he walks them. So he was able to ride his exact lines that he picked out when he was walking, whereas as the tracks got rougher, and then day two came around, it was like we were riding totally different special tests. He had a hard time adapting, not being able to ride his exact lines that he wanted to.

“The sprint enduros that we have in the United States now, between the WORCS Sprint Enduros and the Full Gas Sprint Enduros and our ISDE camp - I think those are all huge helps. The biggest part is just having four guys that are really dedicated to try and go over there and win. Every year the program gets a little bit better with Antti and the whole KTM side just putting in so much effort to the trophy team - there used to be a lot of downtime and a lot of wasted time where now we go there and we’re walking every spare minute we can, just trying to memorize every corner of the special tests. I feel like that’s been the biggest difference.” n

ISDE 94th

US WORLD TROPHY TEAM RIDER TAYLOR ROBERT WAS TOP-FINISHING AMERICAN AND WON THE HIGHLY COMPETITIVE E2 DIVISION AHEAD OF TEAMMATE KAILIUB RUSSELL. ROBERT COMBINED WITH RUSSELL, STEWARD BAYLOR AND RYAN SIPES TO WIN THE WORLD TROPHY DIVISION FOR THE SECOND TIME IN FOUR YEARS.

KAILUB’S SPROCKET SCARE

Probably the only real concern… the only real issue that could have cost the World was on Day Four when Kailub came into a service check with a bent sprocket. KR didn’t repair it at the check, so he changed it just up the trail on the trail, after he left the check, “It was kind of a freak deal,” said Russell. “There was this really gnarly transfer section much almost was out of it. I probably had maybe three, four miles to the next time control. top and my bike just kind of flared out on me, but it wanted to throw me over the bars pened. I went to start it and it did it again immediately. I looked down and my chain I grabbed a hold of it and I couldn’t get it to free up. It wasn’t off, it was still on the sprocket. one time and I noticed my sprocket kind of looked funny. I was like, ‘oh, man. I think So, I took off and I knew I was going to be tight for the next time control because the ally gnarly and they didn’t give us a lot of time in that particular section. I got back and my bike backwards, but it wouldn’t move, so I got it on the stand. I was looking. I somehow on a rock just right to where I split it in two where the actual top of the sprocket meets

94th ISDE

World Trophy guys points didn’t have time to check, section and I pretty control. I got to the bars when it hapchain was just banjo tight. sprocket. I kicked it I bent my sprocket’. the section was reand I went to roll somehow just landed meets the base. It was

pretty cock-eyed. I got really lucky that I made it back to the time check. Then we were sitting there brainstorming like, what are we going to do? How are we going to fix this? What’s the plan of attack? I can’t continue with it like this because it’s going to come all the way apart or my chain is going to get locked up. So, I said a few choice words because Antti’s first thought was - because I only had four minutes when I got to the time check…. so Antti’s first thought was, ‘We’re going to have to take the penalty and change it now.’ I was pretty upset at that point because if I would have done that, then my Six Days personally was kind of thrown out the window at that point. I felt like at the time I didn’t know how good Stew and Ryan were riding. We had just taken the lead the day before from the Aussies. So I knew if my time didn’t count that day, we might could lose the lead back. So I was a little bit stressed out and pretty pissed off at the same time. So we decided to take everything through the time control. So I already had my tool pack, but I took a few other tools and a sprocket with me through the checkpoint. I found a little spot on the side of the road, probably just right around the turn from where the time control was and swapped it all out. I lost like ten minutes but I was able to race through the next transfer section and make it happen and get back to my minute. But it took a lot of energy too. That was my worst day overall. I think I got seventh on the day. At that point, I had pretty much ruined my… I just absolutely shredded the next thirty minutes, and we had the longest special test of the day coming up after that, which was like ten minutes long. So like a straight forty minutes of going really hard, and just to make sure that I made the next time control on my minute and didn’t get a penalty or cost the team anything. So I pretty much destroyed myself that day trying to just stay on time. n

Photos Courtesy KTM Media

ISDE 94th

Day Three Calamity

On Day Three, the riders were greeted by high winds, rain and slippery tests. Most of the top 50 riders were also misdirected by arrows that had been maliciously taken down or changed and had to wait for marshalls to guide them around the course. In addition, due to the difficulty of the slippery course, huge bottle necks forced the organizers to cancel the second lap for everyone except for the Trophy riders.

“They had some really tough transfer sections that day,” said Tzylor Robert. “I think the club riders just really struggled in that. I know there were some huge bottle-necks. Not only were the transfers tough, but they were very one-lined. So I think some of the club riders got stuck.”

“There were somes arrows switched,” added Kallonen. “Arrows meant to turn. Someone had tampered them and took them off and made them go a different direction, and the top riders got lost. So it was our chase rider who found the riders just sitting on the road and didn’t know where to go because arrows just stopped. We got a hold of the Race Direction and got the guy there to direct them directly to the time check on the road because they were so lost. They figured it out the next day. That was actually day three when that happened. Day four they got more police and more marshals to enforce that no one tampers the arrows. Day four was the same course, so the riders already knew where to go anyway if it were to tampered. So that was one issue where they had to add fifteen minutes to the time cards for the trophies. But when you add fifteen minutes to the trophy guys, you got to add it to the women, because the women starts five minutes after the trophy guys, otherwise they would be ahead of some trophy guys. So it trickles all the way down. Same then with the club. The maximum you can add time without needing to add to every class is five minutes, because there is a five-minute gap between the trophy and women, and then there’s a five-minute gap between the women and the club. But if you add fifteen minutes, you just have to add it to everyone. So, it got to the point where that one day they added so much time that they actually had to cancel the second lap of the cup riders, because they added thirty-five or forty minutes to the trophy riders, but that would mean that the last club riders wouldn’t have sunlight. So, they just canceled the second lap and only the trophy riders did the second lap.” n

XC Gear Club Team Wins Club Trophy

In addition to our winning Trophy Teams, an American Club Team also found success at the 2019 ISDE. The XC Gear team of Dante Oliveira, Ricky Russell and Austin Walton topped a 124-team field, finishing 18:03.05 seconds ahead of a club team from France. Olivera and Russell ended the event as the second- and third-fastest riders in the C2 class.

Ricky Russell talked to On The Pegs after the event and he gave us thoughts abiout his first ISDE.

“It was a little bit gnarlier than I expected, just how many miles we did every day and then some of the transfer trail was really gnarly,” said Russell. “But other than that, it was kind of what everyone talked about. It was a long six days, is what it was. Actually, a long fourteen days. I didn’t realize how much the first week we get there, how much we walk. They walk twenty miles a day. So it was a lot of walking.

“Also, the terrain kind of caught me off guard. That was one thing I wasn’t really expecting from Six Days. It’s kind of like all cross tests. They call them enduro tests, but they were kind of all… Some were a little more technical I guess, but there was one test that we had a tiny bit of single track. Other than that, it was all like twenty feet wide or fifteen feet wide and just cross testy. So, it didn’t suit my style completely, but I kind of adapted and did the best I could. There was times where there were tests that I didn’t think I would do that good and I actually did decent. We were getting top ten overall times. I was definitely pleased with how I rode. Just needed to minimize some of the mistakes. When I would over-ride and push harder, I would make more mistakes and it was easy to do because you were trying to go faster because you made a mistake, and then you’d make more mistakes. A very big learning experience and I’m proud to have been on the XC Gear team and get this win.” n

ISDE 94th

RICHARDS, SHEETS, GIEGER WIN WOMENS TROPHY

The U.S. Women’s World Trophy team, consisting of Tarah Gieger, Brandy Richards and Becca Sheets, beat Germany by a margin of 8:51.21 to win the Women’s Trophy division at this year’s event. The US squad was second behind Germany after Day One, but took the lead on Day Two and never relinquished it.

Team manager Antti Kallonen took leadership of the Women’s team three years ago, and he was pleased with this year’s outcome.

“It was awesome,” said Kallonen. “Obviously, since three years we started in France, ’17, we got second, and we were satisfied. That was the first year. But then we finishing second last year, it really didn’t go well with our women. They were really hungry for the win this year. You could tell. Everyone had done their homework. From day one, Germany was leading after day one, But Australia was behind who we counted as our main rival, but they were never even challenging us, really.”

The team’s top performer was Richards, who finished second in the individual standings to Germany’s Maria Franke. Sheets finished sixth overall, and Gieger eighth.

Richards, for sure, was on her game.

“The first couple days went really, really well,” said Richards. “I only fell a couple times, so I was pretty consistent the first couple days. Then day three and four, when we changed courses, the first test and the fourth test I really struggled on because it was raining and extremely muddy and rutty. I had a couple issues on that test for three and four, which really kind of messed me up on day four. I lost a couple minutes to the personal lead. But other than that, my week went really well. I was really happy with the tests because they were a lot faster than they usually are. Usually they’re pretty tight and technical, but this year they were real fast. You had a couple good wide open. And to get the win was incredible. We were all singing the national anthem. Everyone was just so happy. It was like nothing I’ve ever been a part of. It was incredible.

“Absolutely, I want to go back next year. I want to win it in the individual class. So for me, I want to push a little bit harder just to do that. But I’m excited after just winning one. I want to repeat. I want to keep it going. “ n

KAILUB RUSSELL

ISDE 94th

KAILUB’S SHOULDER

Kailub Russell injured his shoulder a few weeks before leaving for Portugal and he actually skipped the final GNCC round so as not to injure it further.

After Six Days, Kailub spoke to us about how his shoulder held up.

“The shoulder was actually really good,” said Kailub. “I didn’t ever have a big fall where I hit the ground hard. I was just washing the front here and there and just having small tip-overs. That kind of was uncharacteristic. I didn’t feel like I had the capabilities of hanging it out. I noticed, from being off the bike for so long, I really struggled in the last two tests of every day. My bike fitness wasn’t up to par to where I felt like it needed to be to be razor sharp in the last couple of tests each day. I would kind of be in the hunt there for third, battling with Taylor. Then by the end of it, he put fifteen/twenty seconds on me just in the last two tests. That’s one of the biggest things I noticed, personally. I was telling Antti. I was like, ‘Man, I’m getting to the end of the days. My muscles are breaking down. I’m sore. I’m not in really good riding shape right now because I’ve been off the bike for so long’. So, the shoulder wasn’t too bad.

But just overall body strength at the end of the day. We’re out there riding our bikes for seven and a half hours a day. It

ISDE 94th

TAYLOR ROBERT

Taylor Robert won the E2 class and was the top-finiishing American. The first two days were a little disappointing for Robert and the team since our World Tro phy Team was sitting in second place despite having three riders in the top three overall.

“It was a little frustrating,” said Robert. “We had always talked about that. Like, if we can get our three guys in the top five, we’ll for sure win. And then that first day we did that and we weren’t leading. We were like, well, I guess we’re going to need to step it up even more.

The first two days the course was sandy, and Aussie Daniel Sanders was klilling it in the sand. However, a chance of scenery, starting on day three, turned the tide for Team USA.

“The first two days were honesty pretty sandy. There were two tests that were really sandy and big sand berms. Then there was another two tests that were kind of hard-pack and rocky and really off-camber. Then days three and four we saw the complete opposite. We had one test that was up in the mountains that was just nasty, sloppy, muddy, slimy, really slippery. Then that same day when we came down off the mountain into the valley there was a hay field that was super fast, su per dry, really a lot of loose rocks. So you had to be really adaptable not just from day to day, but even throughout the day, because it’s not like this day is going to be muddy and this day is going to be dry. It was changing throughout the day ev ery day. I feel like we all rode really well. We weren’t the fastest guys out there. Hats off to Daniel Sanders, because he was riding phenomenal. We didn’t really have anything for him, but as a team as a whole, we rode phenomenal.” n

three if day need tide kind came sufrom evHats

TAYLOR ROBERT

BRANDY RICHARDS

BRANDY RICHARDS

Brandy Richards finished second individually among the women and led the US Women’s Trophy Team to its first win since 2007 when the GoFasters.com team made up of Nicole Bradford, Lacy Jones and Amanda Mastin won

“It was incredible,: said Richards. “We were all singing the national anthem. Everyone was just so happy. It was like nothing I’ve ever been a part of. It was incredible.

“I absolutely want to go back again. I want to win it in the individual class. So for me, I want to push a little bit harder just to do that. But I’m excited after just winning one. I want to repeat. I want to keep it going.

Brandy led all women after the first two days, and eventually finished second individually behind German Maria Franke.

“I won day one and day two, and then on day three I only lost by four seconds so I was still kind of leading it.,” said Richards.”Then day four, that’s when I really fell behind. I also won day five and six.

“Maria had a kid I think last year so she was kind of not racing too much and then this year she’s been getting back into it. She was extremely consistent. I’m so impressed with how consistent she was.” n

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PHOTOS BY DARRIN CHAPMAN

CODY WEBB TRuE BluE

Cody Webb set a lot of gears in motion when he switched camps, moving from KTM to Team Sherco. The move was accompanied by a lot of speculation and rumors, so On The Pegs decided to give Cody a chance to clear things up. Here’s our recent converstion with Cody Webb.

Photos by @jenjophoto

“Honestly, it almost probably would have been better to wait a couple more weeks before I had surgery just to get the swelling out and range of motion.”

Tell us about your injury and how it’s doing.

I pretty much severely tore my ACL and meniscus. I guess meniscus is the dampening suspension in the knee. They had to basically go in and repair my ACL and meniscus and use some of my own body pieces to get an ACL in. Then I tore my MCL and PCL, but that didn’t require surgery. Then I guess a common thing is a tibia plateau fracture. So, when you hyper-extend the knee your femur bone and your tibia crush each other and you get a fractured tibia. So that’s probably why my knee hurt so bad. It felt like my tibia went through my knee. I thought I just exploded everything on the inside. It was just that shot to that bone.

How did you hurt it?

I was filming for the X Games Real Moto thing they do, like people vote. Axell Hodges backed out when he was supposed to do his 400-foot jump or whatever he was doing. So, I got called late and I was rushing. I had to go to Erzberg so I was trying to get it all done in a week, and I messed up. It was windy and I knew better. I second-guessed it but I was like, I’ll be all right. Then I was not all right.

Are you on schedule for a return?

Yeah. I think I’m pretty much on schedule. I kind of had a breakthrough. My range of motion was so hard to get back. I was talking with Antti (Kallonen) and we wanted to get back as soon as possible in case we did SuperEnduro. Honestly, it almost probably would have been better to wait a couple more weeks before I had surgery just to get the swelling out and range of motion. I know after the fact you learn everything that you did wrong the first time. I should have done some rehab and gained range of motion before rushing in for surgery. But it’s coming along. I can’t quite bend my knee all the way still, but every morning and night I’m sitting there cranking on it trying to get the range back again.

When is six months up?

December 10th.

Will you ride any of the SuperEnduro rounds?

No, not this year. The promoter is trying so hard to get me to go. He’s like, “Let me know next week when you see the doctor what he says.” I’m like, “I’ve already decided I’m not going.” The problem is, I’m not even cleared yet. They say six months minimum, and the day of the race is like three days before six months hits post-surgery. Then rounds three and four, I’m supposed to be having a little

“Honestly it all kind of started with SuperEnduro when I went into the weekend not really thinking I had a chance of winning the championship... I went from never thinking I had the chance to all of a sudden winning the world championship.”

boy next January. There’s one race one weekend, and then the weekend off, and then the next race the next weekend. The due date is like right in-between those two races. It could come early. It could come late. I’m not going to be ready to begin with, so why half-ass the series?

Congratulations! Thanks.

What can you tell me about the split from KTM and going with Sherco? Honestly it all kind of started with SuperEnduro when I went into the weekend not really thinking I had a chance of winning the championship and then Colton (Haaker) pretty much blew apart in that final race. I went from never thinking I had the chance to all of a sudden winning the world championship. The team claimed there was no team tactics, but clearly Alfredo Gomez was sitting at the finish and basically embarrassed the whole company. No one got in trouble or maybe they just got a little slap on the wrist. I was like, you guys just embarrassed the whole sport of SuperEnduro. It wasn’t valid anymore. I just didn’t stand for that. It really bothered me, and still bothers me. It probably always will. Even quite a few years before that, the new team manager with Sherco, he’s been bugging me every year trying to get me to ride for him. I don’t know why. He just wanted to help me out. So, I rode a bike one time and I was amazed with the low-end power and the carb. Basically, I’ve had that relationship with RYP (Ryan Young Products) back in the day as a trials rider, and then kind of branched on to the Enduro world. KTM doesn’t make a trials bike. I don’t want to compete in trials professionally anymore, but that’s still part of me that wants to promote that. I wouldn’t be where I was if I wasn’t a trials rider. So, I wasn’t able to promote the trials side of things.

So, I kind of took a step back. If you look at the sport in general, it’s kind of scary to see where it’s going to go because currently it’s basically just one brand competing against itself in every single series. You have Zach Bell racing WORCS on a Kawasaki and he’s like the only guy I can think of that’s making a stand on another brand and being competitive in the off-road world right now. It’s basically a monopoly. Sherco has got the new importer. They want to basically take a stab at the industry and prove a point. Honestly, it’s tough for these smaller companies to come in and get results and get top riders because everyone’s afraid to leave the platform KTM has. At the end of the day, I know my abilities. I know what I’m capable of. I’ve done it before with Beta. With Sherco, I saw an oppor-

tunity to kind of grow with a brand and remain with a brand through the future. Honestly, I’m really excited about it. The carb bike is good. We’re still trying to figure out and tinker with the TPI a lot. If you have an issue with it, you can’t really fix it yourself. Same with fuel-injected on the four-stroke. No one knows how to map one of those things. So honestly, I had an opportunity to do something different, a new motivation. There’s a lot of things. It’s not just one thing that made me decide to change. But at the end of the day, I had to think about what I want to do now, coming back from an injury and also my future down the road. So, there’s no set job description on what I have, but the owner of the team wants basically to work with me now and use me in the future whatever way that is, whether it’s R&D or a manager type role or something along those lines.

Who is the team manager?

That is Wayne Dickert. He’s the actual team manager. The team owner was the one that wanted to line up something for the long road. Ron Sallman is the team owner. Wayne was the one that approached me and was like, hey, we got this.

Are you going to ride two-stroke?

Yeah. I’ll be primarily two-stroke, and since I’m not riding right now and not really too stressed about the EnduroCross series, I’m just putting a lot of effort into those hard enduros. I will figure out when the time comes if I’ll stay on the twostroke or potentially ride that 300 four-stroke.

Tell me a little bit your thoughts on the EnduroCross season. It looked like it was going away and then Eric Peronnard and Tod Hammock saved it. Where do you see it going?

I think it was definitely good that they saved it, but they need to do something about the tracks. I only went to one round. I watched some of the other rounds. The Joker Lane looked pretty tough in Denver. It was culvert pipes super close to each other. But it looked like I was just riding the arenacross series. It just didn’t excite me. The stupid wood pit they always have in Boise, that’s the only thing anyone even put their foot down in the whole race. It just didn’t feel like the normal EnduroCross, and it hasn’t the last couple years. I feel like everyone keeps telling them to make it harder, make more things happen, and they just keep going, making them easier. Obviously, the riders have gotten better, but for sure the tracks back 2012 and stuff were a lot gnarlier than they are now.

“With Sherco, I saw an opportunity to kind of grow with a brand and remain with a brand through the future.”

“It’s not just one thing that made me decide to change. But at the end of the day, I had to think about what I want to do now, coming back from an injury and also my future down the road.”

How big is it that the TKO is going to be the full-on international thing this year?

Yeah, that’s going to be pretty huge. I think it’s great. It definitely shows that it’s growing, but at the same time we need more space for parking and a venue. So that’s really the only limiting factor right now. Otherwise that event can just be insane. But I’m kind of more worried about the amateur side of things because if a bunch of heavy hitters come over from Europe, it kind of hurts the grassroots guys here in the States doing it. But at the end of the day, it’s great that they’re having that growth and that WESS want to be part of that series.

Do you think extreme racing is the future of off-road, or it has a future?

I think it has a future, but I’m not going to say it is the future, for sure. I kind of compare extreme races to the Spartan races or mud races that people do. Marathons have been around forever. You got to run 26 miles. That just sounds terrible and boring, and obviously it’s a huge challenge mentally and physically, but you just kind of get in a pace and just go, whereas these mud races or Spartan races, people just love that challenge and overcoming something, overcoming their fears. So I think hard enduro is definitely here to stay for a while, just because it’s a new and exciting thing that people want to go and try and see if they can achieve it. n

STEWARD BAYLOR CLINCHES FOURTH ENDURO TITLE

STEWARD BAYLOR

Steward Baylor claimed his fourth win of the season at the final round of the Kenda AMA National Enduro Series at Perry Mountain in Maplesville, Alabama, edging his brother, Grant, by one second to secure the victory.

With the win, Steward also laid claim to his fourth National Enduro title, finishing the season 31 points clear of Grant.

Over 700 riders took to the Perry Mountain course, which produced epic single track after rain the preceding week wet down the trails.

Steward got off to an uncharacteristically fast start, with a win in test one, and the battle was on, as Grant and Steward took turns winning tests with the two Tely Energy Racing-backed brothers accounting for every test win except for test two, which was won by Gnarly Routes KTM’s Russell Bobbitt.

Grant led by four seconds heading into the sixth and final test, however, Steward made up the ground plus an extra second to claim the “W”.

“I think we were separated by seconds going into that last one,” said Steward. “That’s pretty cool. It’s badass to be doing this with your brother, it just makes it that much better.”

Grant was solid all day, but a bobble in the final test dropped him to second for the day.

“The first half of the race, it was a pretty tight battle between the top five,” said Grant. “But after that I started clicking away a couple test wins and moved my way into the overall with one test to go. I had a four-second gap over Steward. I didn’t hit the ground all day, but I tipped over once in that last test and he ended up get-

RUSSELL BOBBITT CAME OUT OF RETIREMENT TO FINISH THIRD

ting me by just over a second for the day. It was really tight racing. I pushed as hard as I could to get the win, but Steward just made it happen.”

Making just his third appearance all year, Bobbitt turned up the heat in the final test to eclipse Husqvarna/Max Motorsports/FXR’s Evan Smith and XC Gear/ Enduro Engineering/Husqvarna’s Ryder Lafferty for the final podium position.

“I was a little leery if I was going to be able to hold on the whole time,” said Bobbitt. “I haven’t been riding fast, or training like that. Evan made a mistake in that last test, so I got him by one second. And Ryder and I were really close all day, so it turned into the standard battle with a Lafferty.”

Smith held a 17-second lead over Bobbitt going into the final test, but a bobble cost him 18 second, so he missed the podium by a single second to finish fourth.

Lafferty turned in a strong couple of tests to start the race, but got stuck on a hill and then lost his brakes in the final test, leaving him with fifth overall.

Tely Energy Racing’s Liam Draper rounded out the top five, which also gave the New Zealander the win in the NE Pro2 class, as well. Draper topped FXR, Bryan Easler Toyota, Kenda tires, XC gear-backed Jonathan Johnson by 33 seconds. Johnson was getting a taste of his first National Enduro and was impressive for a newcomer with a seventh overall and a second place in the NE Pro2 division.

Ronnie Commo, winner of the NE Pro 2 class at the previous round in Oklahoma, finished eighth overall and third in the NE Pro2 class.

A pair of Japanese bikes rounded out the top-10, with

WOMEN’S ELITE CHAMPION MACKENZIE TRICKER

Kawasaki-mounted Evan Earl finishing ninth and Noah Clark getting 10th on a Yamaha. Clark also won the AA class.

In the Women’s Elite class, Mepmx/Fly/Grizzly Peak/ Traveler’s Rest Speedway/KTM’s Mackenzie Tricker won four of the five tests to claim the win by 1m 42s over Beta USA’s Rachel Gutish. Gutish won test five. Meanwhile, Beta-mounted Alexis Phillips rounded out the podium in third, finishing ahead of Monica Gilliam, Ashlie Peterson and Jessica Delee.

Tricker wrapped up the Women’s Elite title at the previous round in Oklahoma.

At the end of the day, a brand new 2019 Beta 250RR was given to the Beta Cup winner, which went to the top points getter who was riding a 2018 or 2019 Beta 125RR during the season. Alexis Phillips took home the Beta for winning the Women’s Amateur class with 230 points, which included six wins in eight rounds. Alexis moved up to the Women’s Elite division for the Alabama round and finished third.

OVERALL RESULTS

1. Steward Baylor (KTM)

2. Grant Baylor (KTM)

3. Russell Bobbitt (KTM)

4. Evan Smith (Hsq)

5. Ryder Lafferty (KTM)

6. Liam Draper (KTM)

7. Jonathan Johnson (Hon)

8. Ron Commo (KTM)

9. Evan Earl (Kaw)

10. Noah Clark (Yam)

GRANT BAYLOR

STEWARD BAYLOR: DEBRIEFED STEW TALKS ABOUT THE YEAR

“It started off just being what I thought what would be a real struggle,” said Baylor. “With that injury the week before the first round, I was worried about the outcome and how the season was going to go. The doctors basically said we don’t know what’s going to happen. We’re not going to say go get surgery tomorrow, but your knee is absolutely trashed. Without time off, I did’t know how long it’s going to last. It was buckling all year long. We got custom braces. I was able to stay really consistent. My worst position all year was second. Obviously if Grant wouldn’t have missed that one round it would have come down to this last race. Literally it would have been the same outcome as when Thad Duvall and I went and it came down to a second and a half. It would have been really entertaining for everybody if he didn’t miss that first round. But it was a hell of a year for both Grant and I. It’s just stellar. We were able to wrap it up with another win. I think that puts it at four wins on the season and the worst position is a second. So I’m really looking forward to next year. It’s going to be a good one.

“I started off the day with a test win which I never do. It’s funny. I’ve been packing

DEBRIEFED

gear for the last two weeks for Six Days and living off of the Mexican market and I haven’t been able to spend much. I messed my knee up a couple weeks ago again and actually fractured my fibia and bruised the bone so the bone is all soft. It’s just a given. You’ve got a blown-out ACL, things are going to happen. I made a mistake. So the last couple weeks I haven’t been on the bike. I haven’t been doing what I needed to do. I don’t know what happened, but something clicked today. We had a stellar ride. Started out with that test win and stayed top three just about all day in all the tests. Grant put on a charge there in the middle. The test that he destroyed us in last year. I kind of expected him to win. The last test he went in and he said, “You don’t have to win to get the championship.” I said, “Yeah, but you beat me last week on a track that I should have beat you on, so I’m going to beat you on a track today that you should beat me on.” So I think we were separated by seconds. It’s pretty cool. I think over the last couple races only a couple seconds have separated us for the last few. It’s badass. To be doing it with your brother, it just makes it that much better. “ n

GOBBLER GETTER ENDURO PHOTO GALLERY

PHOTOS BY SHAN MOORE

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Just Because You Can Doesn’t

Story by Rachel Gutish; Photos by Erin Gutish

In my defense, when I originally came up with my idea, I was under the impression that Colorado and Oklahoma were much closer together than they actually are. The indefensible part of this is that once I actually did my research and mapped it out, I still decided to go for it. The mission was successful. I discovered that with enough help and support, physical fitness, and dedication, it is technically possible to race an EnduroCross in Denver on Saturday night and then race a NEPG at the Zink Ranch on Sunday morning. About three-quarters of the way through my double-header though, I remembered something my grandmother used to often say when I was little: “Just because you CAN do something doesn’t mean that you SHOULD do it”. Obviously, that wasn’t a lesson that stuck with me very well.

Saturday, 7:00 PM: Autograph signings are over and I’m headed back to the Beta pits. I go ahead and start my usual EnduroCross pre-race routine. I pull

Doesn’t Mean You Should

down my stocking cap over my eyes and start to visualize the race and obstacles. Because it is such a short race and there so very many ways things can go wrong, the few hours before my race have always incredibly nerve-wracking for me, in a way the pre-race jitters before other types of races are not. I don’t know if visualizing does anything to help me race better, but it does help me deal with my racing emotions. Thirty minutes or so before the start, I drink some concentrated coffee (gotta love that east-to-west jet lag!) and take my ibuprofen to control the swelling in my bad elbow, then go back to visualizing.

Saturday, 9:05 PM: I hear the official in charge of staging call for the Women’s Pro class. I jog to the bathroom one last time, hoping I won’t be late. I shouldn’t have worried – everyone else who will finish in the top four later tonight is already in there. I joke that if you ever need to find the Women’s EnduroCross class, just check the bathrooms. I get my bike up to the tunnel entrance just in time, and my dad/mechanic pushes it on through. This is the part of the evening that is always the worst for me, because I can’t lose myself in the trance of visualization the way I have been the last couple hours. The entire time I’m in the tunnel my stomach is busy trying to tie itself into Eagle Scout level knots. I know relief won’t come until the gate drops, so I just sit there and suffer.

Saturday, 9:15 PM: The gate drops, and we all take off. Everything else I’ve felt all evening, the fans, the stadium, stray thoughts – everything but the track, riders and I vanishes with the crispness of someone changing the channel on a TV. I got a good jump, then all the sudden feel an impact coming from my right. One of the other racers hit me, in an attempt to cut across the track from the outside, and now our bars are somehow locked together. All I can think is “not again not again not again” as we both head for a massive log on a completely different part of the track. We somehow both stay upright and as she is forced over the log, breaking the connection of out bars. I make the corner just in time to avoid going over the log myself. Despite the drama, I still had a mid-pack start, and by the third lap picked my way up into second. First place is long gone, so I focus on cleaning each obstacle and being smooth, rather than charging my way into a mistake trying to make up a gap that is too large to recover from in a seven-minute race.

Saturday, 9:22 PM: The checkered flag waves and I pull off the track with a second-place finish. The real world snaps back into focus. I am suddenly aware of

everything: the sound of my ragged breathing, the movement and sounds of the fans, the throb of my elbow and the riders still out on the track. I lean the bike up against the concrete stadium wall and high-five all the kids reaching down over the railing. The top three head for the podium, we pose for pictures and they interview the winner. We step down off the platform and rejoin the other riders. Everyone is still high on adrenaline and rehashing the race. I join in for a few minutes, until suddenly Nicole Bradford looks over at me and says “Hey! Don’t you have another race to get to!?” I had completely forgotten. I sprint for my bike and yell “Oh God, I gotta go! See you guys next weekend” over my shoulder.

Saturday, 9:40 PM: I have changed out of my gear, misplaced the keys to the van twice and still can’t find my shoes. We stumble around the parking lot in the dark, checking around the van one last time to make sure we haven’t left out something important. I finally give up on the shoes and assume that they’ve made it in the van. Since I plan on sleeping in a clean set of skins and my motorcycle socks (efficiency is key), I figure I won’t really need my shoes for at least another eighteen hours anyway. I climb up into my hammock and we leave ten minutes earlier than planned (Side note: we have four people, two front seats, one bench seat and a floor filled with enough luggage and parts to see us through three weeks away from home. The hammock seemed like my best sleeping option.)

Saturday, 10:00 PM: My foot connects with my sister Erin’s head as the hammock sways, and lays her out across the seat like a Mike Tyson … well, more like a Weston Peick punch. She goes down yelling “Damn it Rachel” and badly startles the driver (I think dad at this point in the proceedings). Everyone except dad settles down and tries to go back to sleep.

Sunday, 1:20 AM: The wind in Kansas is horrible. The van is swerving across the road and my hammock is swinging violently. Unfortunately, I get carsick pretty easy to begin with, so I reach out and grab the passenger seat to brace myself, trying not to throw up. Fortunately, after a short 45 minutes that felt like more like several hours, we stop for gas. I pop two Dramamine and slowly drift back off into a restless sleep.

Sunday, 4:30 AM: Erin and I finally figure out that by carefully stacking two suit-

cases on the cooler and angling them just so against the front seat, we can create a barricade that limits how far my hammock swings. This makes it feel less like I’m sleeping inside the teacup ride at the county fair, while also making it less likely Erin is going to get taken out again. It sure would have been nice to have figured this out around, oh, I don’t know, 9:45 though.

Sunday, 8:15 AM: Daylight is starting to shine through the windshield of the van, and I give up on getting any more sleep. I struggle out of my hammock and pour myself a bowl of cereal and milk. By some miracle I get down two bowls and a banana without spilling any of it on myself. As soon as I finish eating, poor longsuffering Erin climbs over the wall to get my gearbag from the cargo area. It looks like we’re going to make it on time, but you never know. So, I start gearing up.

Sunday, 8:40 AM: We arrive at Zink Ranch. I jump out of the van fully geared up, superhero-out-of-a-phone-booth style. I pick up my rider packet and put my number plate stickers on. It’s a little chilly this morning, so I take my time warming my bike up, grateful that we did end up having more time than I anticipated.

Sunday, 9:20 AM: My row takes off into the first test. It’s an ISDE-style grasstrack, about three miles long. Which is pretty cool just for the historical aspect, although the grasstrack itself was really fun too! I rode well and felt pretty good. As I pull past the transponder, I think to myself that maybe today isn’t going to be that bad after all.

Sunday, 10:20 AM: Never mind.

Sunday, 10:25 AM: Physically I feel okay, but mentally I feel horrible. It’s like I’m riding through a dream – it sometimes feels like trees are coming at me really fast, other times everything seems as slow as molasses. Adding to that surreal feeling is the fact that this is the strangest NEPG I’ve ever been at. So far, I had yet to see a patch of woods bigger than the strip back behind Walmart back home. We are mostly racing though these big rolling hills covered in tall yellow grasses. The course doesn’t even need arrows. It’s a clear path mowed through the waisthigh grass so that you can see the rocks. Well, some of the rocks, anyway. In my head, I start to refer to this Enduro as “The Little Race On the Prairie”. In my sleepdeprived mind, this is hilarious, and I can’t understand why nobody else laughs when I tell them about it at the pit stop.

Sunday, 12:03 PM: I decide to win a test. I was frustrated because I knew I couldn’t ride to the best of my ability for the entire day, but I wanted to see how I would have done if I could have. Or something like that. At this point in the game I don’t know how well my brain was actually working. But I decide that I am going to charge hard this entire section, and then I’ll have a big enough gap over third I can probably trail ride the last one. If I had made it in time to go to the rider’s meeting and realized test five was 12 miles long though, I definitely would have picked another one to try and win. As it turns out, I won the test by eight seconds. The downside is I used up basically everything I had left in the tank to do it.

Sunday, 1:04 PM: That was a mistake. Now I’m starting to feel it physically, and mentally I’m toast. I nearly drifted off to sleep while sitting on my bike waiting for my row to come up. I was tempted to get off my bike and sit on the ground, but I knew if I did I would fall asleep for sure. At that point all there was left to do was switch into survival mode and try not to fall over.

Sunday, 2:00 PM: I somehow survived the race and went to the podium to get my check and trophy. I finished second here at the NEPG too. I was too tired to really be that excited though. All I could think about was a hot shower, a good meal, and a soft bed that wasn’t hung from hooks in our van.

Monday, 11:00 AM: I finally crawl out of bed and we get back on the road. I’m not sure why I’m so tired – it’s not like I rode an EnduroCross and a NEPG on backto-back days that were nearly 700 miles apart.… oh wait a minute, I did do that! I must be nuts. Now don’t get me wrong, I am stoked to have been second at two National events in one weekend, but a part of me wonders if I should have listened a little better when I was little. Just because you can doesn’t mean you should!

P.S. I want to take a minute to thank my wonderful parents, who are the real MVPs of this story. There is no way this would have been possible without them driving through the night (after having been up all day) to get me to Zink Ranch. Thanks, and I love you guys!! n

Good old TIMES BloG FOURTH HALLMAN TITLE

By KEnnETh olAuSSon PhoToS: huSqvARnA

Between 1959 and 1966 Husqvarna had conquered four MX championships in the 250cc class. Torsten Hallman had three world titles and Rolf Tibblin one European victory when plans for the 1967 season began. On top of that, the Swedish brand had recently been introduced to the USA, where people fancied both style and quality from the Viking country. So, everything looked promising and Husqvarna decided to double their racing budget, with clever money, for the coming season…

The Husqvarna factory had improved their bikes continuously during the 60s. After serious research and development, the 250cc racer had a new, rigid frame for 1966. Simultaneously, the power plant was mounted lower than before, which improved road-holding for both mx and offroad. The front forks were also brand new, now developed and produced in-house as opposed to earlier days. The pri

mary transmission was geared to offload strain on the gearbox. It was an improved machine for the five factory riders who would ride for the team in 1967. In addition to Hallman and Olle Pettersson, Ake Jonsson, Hakan Andersson and Staffan Eneqvist also received support. All in all, the factory produced 1,200+ 250cc units for the world markets, save a hundred bikes sold in Sweden. Subsequently, 188,000 Swedish Kronor was budgeted for Husqvarna’s total motocross operation, more or less double the figure of the previous season.

Battling for positions began in Sabadell, Spain at the end of April. The Russian world champion in 1965, CZ-mounted Victor Arbekov started out by winning on this beautiful circuit. Olle Pettersson came home second while Torsten Hallman broke down, missing valuable world championship points. The Swiss Grand Prix at Payerne is special because of the track layout. The steep hills are demanding and are combined with fast straightaways on a hard surface. These conditions suited Hallman well, but it was also a favourite of his antagonist Joel Robert from Belgium. The pair finished one-two, advantage Sweden. Olle P came eighth. There had been two false starts and the third was also questionable. Olle waited, but the heat was never red-flagged so he left the starting area last, way behind and furious, of course!

Green grass was the order of the day in Vannes, France. This track in Brittany was the scene of yet another clash between Hallman and Robert. The Belgian was faster here, so the overall standings were almost level after three rounds. A week later Robert was unbeatable on his home turf in Hechtel and Hallman crossed the line in second. Three weeks later Torsten had his revenge in Bielstein, Germany while Robert broke down on his Czech CZ. Olle Pettersson was second, which meant that Husqvarna scored a double victory here. Sand and Holland are often compatible. In Norg, Joel showed top form and won while Hallman had to retire. Then the trip went south towards Italy where Cuneo lies close to Torino. Here, 1967 is remembered for another double Husky trophy victory. Torsten won while Olle P hit second, well ahead of monsieur Robert.

In Halstead, north of London, the order was once again reversed when Joel R took an early command of the race. Olle P was third while Hallman retired. If Belgium was good for Robert, Motala in Sweden was favoured by the Swedish riders. The podium was fully occupied by Husqvarna men: 1. Hallman, 2. Pettersson, 3. Hakan Andersson. A giant triumph on home turf. A week later, everybody took the ferry to the east, as it was time for the Finnish GP in sandy Hyvinkää. Olle Pettersson had always been strong on this dusty circuit and in 1967, it was no exception. “Since Hallman had the chance of winning the championship, I waited for him in the first run”, said Olle P, “but Hallman did not want to hear of such a thing and therefore had to be content with the second spot as I won this Grand Prix overall”.

The trips to Russia in the Soviet Union have been mentioned in other Husqvarna blogs. This time the riders went to Belgorod in the southwestern part of the vast country in the East. A record crowd of 100,000 spectators came to watch Torsten Hallman secure his fourth world championship title. Since Robert broke down, nobody could threaten the brilliant Swede, who now won Husqvarna’s seventh motocross title overall. The 12th and last round of the season in mid-August was held in Szczecin, Poland. Olle P had a theoretical chance of finishing second in the final standings, but Robert made no mistake. Pettersson had to be content with the last overall podium position in the final world championship ranking.

All in all, Husqvarna scored five double wins in 1967 with Hallman and Pettersson. Hakan Andersson was sixth while a Finnish rookie rider by the name of Heikki Mikkola took his very first world championship point, finishing 25th in the chart. 10 years later he would also be a Husqvarna world champion. What an iconic season! n

2019 Schedule

• February 24 - CTC Fun Trial

• March 30-31 - Trials Training Days

• May 4-5 - Splish Spalsh Trial (STRA)

• June 23-26 - Family Camp

• June 27-29 - East Coast Youth Nationals & Women’s Open

• June 28 - TdN Fundraiser Gate Trial

• June 30 - July 4 - Great American Teen Camp (Invitational)

• August 16-18 - 9th Annual Kenda Tennessee Knock Out

• September TBA - ITSA Vintage Trial National

• October 19-20 - 27th Annual 58K Fall Trial

• December 1 - Troy Trial - CTC Winter Series Round 1

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Dougie

Dougie Lampkin 25 Years Later

Photos courtesy G2F Media

Dougie Lampkin MBE: champion, ambassador and legend.

2019 marks twenty-five years since Dougie Lampkin won both his first World Championship event and his first Scottish Six Days Trial (SSDT). At the age of forty-three and with an unrivalled pal-mares he can certainly now be classed as a champion, ambassador and legend.

Q: 1994 was a defining year in your career – what can you remember about that season?

DL: It actually started a bit earlier as I had won the European Championship in 1993 and signed my first Beta factory contract so I had pushed hard with my training in preparation for the season ahead. I had ridden my first SSDT in 1993 with Nigel Birkett who had rode the event many years with my father. I was instructed to follow him all week, which I’m sure Nigel wasn’t too delighted about, however I took as much advice from him as I could and I’m sure it would have taken me many more years to gain this amount of knowledge without his help. I had ridden as much as possible and started the 1994 event well and with the advice from dad and riding with my cousin John Lampkin and great friend Paul Dixon I managed to win the SSDT. This was a trial I had fol-lowed all my life and dreamt about competing in so I couldn’t believe it had happened and cer-tainly took a while to sink in, especially coming just two weeks after my first World Trial win at Houghton Tower.

After winning the European title in 1993 – were you satisfied with finishing sixth in the World at your first attempt in 1994?

I was happy with how the year had gone as I won my first World Trial, which came as a bit of a surprise to everyone including myself. I was starting to be more noticed around the World and with that came a little more pressure especially from myself to push on and put in as much effort as possible. I was getting more and more help from Beta and as I received the ‘special parts’ the more I loved it. I was going in the right direction and was very motivated to keep up the hard work.

Whilst you moved up to fourth in the World ranking the following year – 1995 – were you dis-appointed not to win another World Championship round that season?

The results went a bit up and down during that season as I think the pressure

got to me and I struggled to perform consistently. There was expectation during 1995 for another win, but I wasn’t riding well enough and just didn’t deserve win number two and I needed more time and to train a little differently. So my father and I started to spend more time in Spain training in better weather and on different terrain to make up the difference on my rivals and to ride in these conditions so I could reach their level.

Having won the World Trial at Houghton Tower twelve months earlier, what went wrong at Hawkstone Park the following year when you ended up finishing fourteenth and almost out of the points in front of your home fans?

There were no excuses and I rode terrible and that pressure crept back in and I couldn’t ride at all, it was probably one of my worst rides that I can remember. It was a real eye opener to me at how fast the table can turn and that I needed to be much better prepared. I hoped that would bring me more confidence. It’s always worse when you don’t perform at your home race. It has always hurt me a lot when this happens and I have been known to be miserable and sulk afterwards at times! It’s the same now.

What a different story it was at Hawkstone Park twelve months later –1996 – when you claimed your second ever World Championship round win before then winning again the following weekend in Ireland?

After the previous year’s disappointment I certainly felt the pressure to show that I could han-dle these situations and expectation, I had signed again for Beta and had the best bikes availa-ble together with help from Donato Miglio who was my teammate and also test rider, he knew how I liked my bike and how to set it up for me at the various events and during 1996 this made a big difference and the wins started to roll in and all the effort of training in Spain was paying off.

1996 was the year that you showed that you could mix it with the best in the World week in week out – finishing as runner up to Marc Colomer in the World Championship – despite riding the last round with a broken wrist –this must have confirmed to yourself that you were ready to challenge for the title the following season?

Things were going pretty well during this season and I think after the race in USA I led the championship for one week before Canada and before Marc turned up the heat and opened up a lead that I couldn’t catch. I think that I didn’t know

what I needed to do to beat him and maybe he was better prepared than me, having said that I was learning all the time and come the end of the season after having had the feeling of being the championship leader, I wanted more so I pushed really hard during the off season. I knew I was close but needed some breathing room between my rivals and to make a real attack on the number one plate.

With twenty counting days for the first time in history of the FIM Trial World Championship – it is fair to say that you dominated the 1997 series with thirteen wins and clinching your maiden title with a round to spare. How special was that day in the Czech Republic?

I definitely hit the ground running, my team, preparation and my bike felt brilliant and it was time to prove to myself that I had what was needed to win the championship. As the season went on my confidence grew. The penultimate round in the Czech Republic was a place we had ridden before and I liked the terrain. I remember just trying to take each section one at a time, which wasn’t easy even though I was riding great. As we were almost at the end of the final lap I heard Malcolm Rathmell say to my father how it was going and dad said “I think we’ve bloody done it!” I think that was the first moment I let myself believe I nearly had achieved a lifelong dream. The last section was in the town centre and I could hardly concentrate, but as I rode through the end cards to be met by my parents and cousin John I knew the job was done and our emotions got the better of us. I had followed in my father’s footsteps and also become a World Champion.

Your absolute domination of the 1998 / 1999 / 2000 / 2001 championships was of the likes never seen before – what was at the core of that period of unrivalled success and did winning feel easy during these years?

My ambition was to be the best and become World Champion and had pushed myself to the limit. When you’re number one there is only one place to go and that’s down. I didn’t like the sound of that so I didn’t have any time off and got stuck into my training to be as best prepared as possible. I remember doing interviews before events and getting questions like “who do you think can finish second today?” I hated that, but it just showed that if I rode the best I could then no one could beat me and that made me train harder. Looking back when I finished winning the championship, I realised that even though you think that your giving 100% there is always more available and that was the difference in

those glory years.

What do you remember about clinching your final FIM Trial World Championship title at the last round in Spain back in 2003, and equalling Tarres’ record of seven outdoor titles and becoming the first rider to win seven in a row?

The title race had come close and Fujinami (Fuji) was sick of being second to me in the championship and to be fair he had some great rides during the season. The last round was near Madrid on massive dry rocks, so we both had strong competition from other riders, which could influence the end result. I remember many things about that day, but my favourite was my Uncle Arthur had ridden alone on his road bike all the way to Spain to support me and at the end he held a flag that said “KING DOUG”. I still have the photo as that was very special to me. The Trial went well and I was in front of Fujinami all day, but the pressure was incredible on both of us. As I exited the last section the relief was immense, I had my family and friends there including my future wife Nicola and we

all celebrated like it was 1997 all over again. I went to see Fuji in his mo-torhome after the Trial and he was a broken man and crying. I knew just how hard he had worked to lose again and I imagine it took some getting over.

By the time 2003 had come Fujinami had been your teammate at Honda for a few seasons, and was now emerging as your main rival – how were relations inside the team as you felt the tide was changing?

Fuji and I had been teammates since 2000 and to be honest he was a pain in the arse at times! As a teammate we got on very well except for race days, which is to be expected. I always worked very closely with Amos Bilbao, who was my test rider at Montesa and he knew just how I wanted the bike and together we worked perfectly. Fuji however wasn’t good at set up and would just copy what I was doing and my settings especially at the races. He was also watching me closely in training and was adapting his style and training as close as he could to mine. I think this was the time he had cracked it and knew what it took to take the crown.

After pushing you hard in 2002 / 2003 the moment came at the closing round in Switzerland – despite winning both days – that you had to finally surrender your long held crown to your team-mate and friend – what was the feeling like?

I had started the season well, then Fuji had a good run during the mid-part of the season where I lost ground to him. We had one round after the summer-break and he had a healthy lead and the title was his to lose. I therefore had time to almost prepare myself and it wasn’t going to be a shock finale. I absolutely cruised the last double header, but the title was gone. Seven years on top is a long time and I can tell you that when the moment does come and you lose your World falls apart and it’s certainly a big pill to swallow. I took some time out from the Trial bubble and for the first time thought about other things as Nicola and I planned our wedding and started to think about a family. I hadn’t given up on getting my title back, but I needed to take a breath after having almost like tunnel vision for so many years. However Montesa had a new four stroke bike for 2004, and myself and Fuji would have needed a magic wand to win the champion-ship on it which is a real shame as we would have had a great battle I’m sure if we had stayed on the two stroke 315 bikes. Fuji and I are now great friends even though he calls me “seven times lucky’ we have a great respect for each other and our achievements.

It is fair to say that you remained competitive at the highest level for a few

more seasons be-fore you finally had to come to terms with the fact that you were now on the slide – how difficult was that to deal with after so many years at the top?

Looking back now it’s just the reality of the situation, but at the time it was painful as I often thought I was making the numbers up even though I could almost always finish top six or eight. Even though you love what you are doing the feeling is not the same and you hang on for a while and then the time comes to call it a day at the top level. The call from Montesa that my con-tract was not going to be renewed was never a good sign, but that’s life. I returned to Beta where it all began and really wanted to show Montesa and myself that I could still mix with the best, but my rivals seemed to get younger and I was definitely getting older!

Do you now look back fondly on your last World Championship round win in France in 2006?

To be honest I’ve never really given it much thought, I remember the race well as during sec-tion inspection the day before the Trial, it was bone dry and almost like an indoor - so not really my favourite of going, but during the night it never stopped raining. As the sections were changed it became perfect for me and I won victory number ninety-nine. I have been asked many times - would it have been nice to get one hundred victories, but if it had happened I would have only wanted to get one hundred and one. I’ll never be completely satisfied with my career statistics, which is a shame, but I’m sure that hunger and drive has played a part in the amount of success that I have had over a long time.

In 2010 you suffered an ankle injury at the SSDT, this was to prove the beginning of the end of competing at the FIM Trial World Championship with you calling time on being part of the series after your home round in 2011 – did having the injury make this decision any easier?

That injury is one of the most stupid things I ever did in an event, as I tried to jump a gap that I should have easily ridden through as everybody else did, but instead I ruined my ankle and had to retire from the SSDT and to make it worse I was leading up until that point. Afterwards as the World championship continued I was really struggling with my ankle and during the round in Spain I had a massive crash and as I lay on the floor in pain my Dad said “That’s it your done” to which I said I would be fine in a minute to carry on. But he really meant my

World Championship career was over. I knew straight away he was right and although I don’t blame the injury I think it made me realise that I was struggling and not enjoying the races as I should and that is always the time to stop.

Since retiring from the World Championship you have remained very competitive at the classic events – adding seven more Scottish Six Day Trial wins to your tally, having already achieved five previous victories at the SSDT from 1994 to 2012. You stand in a class of your own with twelve SSDT wins, compared to the next best total of five that both Sammy Miller and Mick Andrews managed. When you add these to your twelve World titles – can you understand why many peo-ple consider you to be the best Trial rider to ever grace the planet, even despite Toni Bou’s in-credible feats over the last decade or so?

I love to ride in the classic events as it also gives me that special feeling of being under pres-sure especially before the start of the Trial itself. My SSDT record is something I’m very proud of as I grew up watching my family at this event and its very special to us now as it has always been. I find it very difficult when people talk about the greatest rider of all time as we all rode at different times with different bikes etc., although I must say I would have liked to have given Toni a run for his money, but that’s not the case and I can tell you that to win twelve was amazing so I can only imagine how twenty six and counting feels like so he gets a massive congratulations from me.

Outside of your many competitive titles, you are on the record as saying that becoming the first rider to wheelie the entire TT course on the Isle of Man ranks up there with your biggest achieve-ments – three years later do you feel that is still the case?

After my championship winning years I have experienced some fantastic opportunities espe-cially through my long term role as a Red Bull athlete. “Dougie’s Wheelie” was something that had been kicked around for a couple of years, when it got the go ahead I suddenly realised how hard it would be especially as when I returned from the meeting at Red Bull HQ and told my dad. His reply was “That’s ridiculous you can’t even wheelie to the end of my drive.” He was right too! The feeling when I crossed the line was just like winning the World Championship and it’s definitely right up there with my finest achievements.

Obviously the huge success of the wheelie project came at a difficult mo -

ment in your life, with the passing of your father as he lost his battle with cancer earlier the same year. How did you cope with losing a man who you had been so close to you throughout your career and was the ultimate father figure?

As we got the go ahead from Red Bull that the wheelie project was on my father became more ill and his treatment wasn’t going as well as we had hoped so I was not really giving much thought to my riding as time was moving on. He lost his battle early in April, my family and I were hit very hard as a massive part of us was gone. I started to ride my wheelie bike after a couple of months, but in early July I could do more than a couple of miles, so I called my manager Jake and told him I wanted to cancel the whole project. He didn’t say much and I knew the call didn’t go down well at all! I’m sure that losing dad had played a big part as giving up certainly was never my style. I had a call from my great friend Blackie and I think Jake had called him and told him that we needed a team meeting to get back on track. I trained everyday and made changes together with Blackie and my mechanic Nick and things started going in the right direction and to cut a very long story short in the end we succeeded. I feel sure though that if dad had been with us, there would have never been that negative moment that I had as he always knew how to handle me in those situations.

Three years on, has it become any easier when you reflect on all the magical moments you shared with your dad?

I have a lot of amazing memories from my time with my dad on and off the bike. On my per-sonal side he was the best dad in the World and he always knew when to pass on advice and was always there when I needed help with whatever I was doing. On my career side we did every-thing together and shared all those moments which will always be very special. Although my victories since he passed away don’t feel the same, I know that he would have wanted me to keep pushing to succeed as we had always done together.

Like your father, you remain a huge character in the World of Trial in your role as Vertigo Am-bassador / Team Manager whilst also being the UK importer for the brand. Do you still enjoy be-ing inside the paddock and part of the Trial family, even after twenty-five years?

I love the feeling in the paddock and the Trial family as I call it. I always enjoyed the testing so now working with Vertigo, right from the beginning of the

project with the owner Manel Jane has also been a great experience. To develop and bring the bike to market, plus to import the bikes into the UK has kept me in touch with the sport I have loved all my life.

As a father yourself now, do you see your sons Alfie and Fraiser repeating your father / son story, or does the future hold something different for you and your family?

I was never pushed by my father to ride my bike so I wanted to do the same with my boys Alfie and Fraiser. They love riding their bikes, but mainly just for fun and in some Trials when they want and when I happen to be at home to ride with them. Whatever they choose to do, I will be there to support them all I can, so lets see what happens.

Cheers folks and happy riding …….

DALTON LAND

By Christy Williams Richards

Photos by Terry Meek/https://www.txtphoto.com/motorsports

Pat Smage won his second straight Super Trial in Luckenbach Texas on Oct 18 and 19 to sweep the season. The series, only 2 rounds for 2019 but expanding to 4 rounds for 2020, consists of several events over a weekend (or in this case, a FridaySaturday). Smage dominated all of them.

The format for the Super Trial was Qualifying consisting of 6 sections ridden twice on Friday, with all riders moving on to the Pro Shoot Out on Saturday. The Qualifying score would determine starting order for the Splatter Wall competition later that night as well as the Pro Shoot Out on Saturday. Qualifying scores would also follow the riders into the Shoot Out, as a “first loop” kind of score, with the Shoot Out score added to it. The Shoot Out would be the same 6 sections, and one additional grand finale section. In addition to all the excitement of Qualifying and the Splatter Wall Competition (which didn’t contribute to the riders overall Super Trial results), the Shoot Out was a knock out competition, where after the first 3 sections two men, 1 woman, and 1 youth rider would be “knocked out”. Only 6 men, 3 women, and 2 youth would move on to section 4. After the next 3 sections, one more male and female rider would be knocked out, leaving 5 men, 2 women, and 2 youth to move onto the grand finale. The knock out format means every ride is very important, right from the start.

Leading a packed Pro class of eight men, a four competitor Women’s Pro class, and the all new Super Youth class, Smage said of Qualifying: “Qualifying here in Luckenbach for the Super Trial went really well for me, I had a lot of fun in the sections. They were pretty tight, pretty technical, with some lines that were clean or 5. Luckily the first loop I cleaned most of them. {After coming off an obstacle in a section} I came around to do it again, we have different rules in the Super Trial, so I was able to try {the obstacle} again, and get a 2 instead of a 5, so that was kind of cool to have that opportunity, something different from the nationals. I also had a mistake in section 1 on the second loop, which I cleaned on the first loop… so I used my “mulligan”, which is another new thing which I’ve never used before , never had the opportunity in a national, so it’s kind of fun to have something different like that to think about and have a chance to fix a mistake. Overall, I had a great time, the sections were tough but rideable and enjoyable.”

The Super Trial event, which combines traditional observed trials with a spectator-pleasing show, has a few tricks up it’s sleeve. As Smage mentioned, there are a few different rules from the NATC nationals. One of them, used to his benefit,

JOSH ROPER

is that riders are allowed to back up in a section. Also, riders are allowed to call a “mulligan”, or a do-over, immediately after riding a section, but they have to take the second attempt score, whether it is better or worse (and it went both ways throughout the competition). They had one mulligan for each of the Qualifying and the Shoot Out

Smage was one of the few riders to find the Qualifying sections “ridable and enjoyable”, with most riders feeling out of their element on the man-made sections. After the first lap of 6 sections, race director Ray Peters changed the section time limit from 45 to 60 seconds, giving the riders more opportunity to produce competitive scores. Whether due to the increased time limit or because the first loop jitters were out of the way, the second lap of Qualifying did produce better results across the board.

In the Women’s Pro class, Louise Forsley led a tightly packed top three riders… Louise, Maddie Hoover and the UK’s Donna Fox were all with in 3 points. Despite feeling that she rode well, Forsley noted that Super Trial does present some challenges to the rider, above and beyond the tricky man-made sections: “it seems like there is a lot of down time between all the riders; I’m trying to be better with it, but that’s not my choice, I’d rather just ride and continue riding. It kind of makes me nervous after a while.” Obviously, Louise was on top of her

LOUISE FORSLEY

mental game enough to throw down the lowest score in Qualifying. Donna Fox, who was in third place, was still coming to grips with coming across the pond: “The sections are so different, we ride natural sections most of the time. The Super Trial sections are very square and hoppy, and there is only one line to take; in our sections you can afford to be a little off your line and get away with it. The girls are improving their game on both sides of the pond, but over here you ride different rules which is where the stumbling block occurs.

I’m fortunate to have been around several rule changes, so I have the experience of actual no-stop in the early days, to stop-allowed, to the no-stop of today. I was surprised at how technical the sections were, I wasn’t expecting a walk in the park, but I didn’t anticipate the sections being so challenging. It was good for me; I like the level the US ladies are at.”

Super Trial Qualifying:

1. Pat Smage 8

2. Alex Niederer 31

3. Josh Roper 35

4. Alex Myers 45

5. Sam Fastle 49

6. Will Myers 55

7. Daniel Blanc-Gonnet 55

8. Andreas Niederer 58

1. Louise Forsley 24

2. Maddie Hoover 25

3. Donna Fox 27

4. Kylee Sweeten 55

ALEX NIEDERER

1. Dalton Land 16

2. Carson Reece 50

3. Dylan Lozano 52

Friday night saw the Splatter Wall Competition, which is unique to the Super Trial. The Splatter Wall is a wooden platform on hydraulics; starting at 4ft tall, and raising 6-inch increments until only one rider is able to complete the challenge. The Splatter Wall was new for the Women’s class in May, and everything was new for the fresh Super Youth class, who debuted at this event. In May, the men’s class was won at 8.5ft by Pat, the only rider who attempted the height. The women’s class was won by Kylee Sweeten at 6ft. This weekend, Pat was joined by 3 other riders at 8.5 feet! And Pat actually managed to conquer 9ft, although not in the 2 official tries of the competitive event. For the ladies, all American riders conquered 6.5ft, and Kylee and Louise Forsley did conquer 7ft, but not with the clean rides required for the event. The all-new Super Youth class knocked everyone’s socks off, with Carson Reece and Dylan Lozano making it to 6.5ft, and Dalton Land continuing to duke it out with the Men’s class until 8ft!!! This is especially impressive when you consider that the Super Youth are all only 15 years old, and Dylan and Dalton are riding 125cc bikes.

Saturday was another stellar day in Luckenbach for the Pro Shoot Out. After a local CTTA trial, the Pros got started on their 7 section show case. After the first 3 sections, Sam Fastle, Andreas Niederer, Kylee Sweeten, and Carson Reece were knocked out of the competition. After the next 3 sections, Will Myers and Maddie Hoover were knocked out of the event, leaving only 5 men, 2 women, and 2 youth to head into the grand

DONNA FOX

finale, section 7. Adding to his substantial lead from Qualifying, Smage was magically able to clean the whole Shoot Out to take the win. “The sections were toned down from the day before but still challenging enough to where you really had to focus and give every thing you had to stay clean. Luckily, I was able to stay clean the entire Shoot Out. I’m really happy with my riding and this is such a cool event, to ride with all these guys together, to stay together at each section. Having the crowd involved and watching the whole thing just adds to it; I’m really happy with my riding today and happy this event is growing and getting better and better.”

In the Women’s Class, Louise worked a slight point advantage after Qualifying into a large-margin win over Donna Fox. “Today went really well, I rode the best I could have… I was able to be consistent and strong on the bike. This type of riding played to my advantage, because I enjoy big grippy rocks.” Donna, on the other hand, struggled a bit with coming from the British traditional-rules-traditional-terrain type of trials: “I arrived at section 7 and I’m really sh*t at splats no matter how I try! Splatting is just my weakness!” We’ve all been there, Donna.

Super Trial Final

1. Pat Smage 8

2. Alex Niederer 45

3. Josh Roper 49

4. Alex Myers 61

5. Daniel Blanc-Gonnet 74

1. Louise Forsley 30

2. Donna Fox 38

1. Dalton Land 25

2. Dylan Lozano 81

THE SONG REMAINS

TONI BOU PICKS UP WHERE HE LEFT OFF, WINNING

Images Courtesy X-Trial and Repsol Honda/Pep Segales

REMAINS THE SAME

2020 FIM X-TRIAL OPENER IN FRANCE

TONI BOU

If there was any thought of someone overtaking Toni Bou at the top of the world trial order in 2020, the Repsol Honda Team ace put those concerns to rest with a stellar performance at the season opener in the Stade Jean Ivoula, in Saint Denis, the capital of Réunion in France, where he defeated TRS rival Adam Raga by seven points. Bou made his maiden outing in the venue in spectacular style.

In the first qualifying phase, with competitors facing five sections, Bou was already looking leagues ahead of his adversaries with just six marks on the scorecard. In the second, with only the winner of each group making the cut for the final, the champion again lapped with a mere six penalty marks. In the final, up against one Raga, one of his toughest rivals, Bou scored 10 marks compared to the 17 collected by Raga.

“I’m very happy to start off winning,” said Bou. “For us it was really important. Today I felt at ease with my riding, and I had a very good first round. I am also very happy too, as this is the first time that I have participated here, with some very technical areas. I want to congratulate the organizer for the marked sec-

JORGE CASALES

tions. Now it’s time to think about next week, as in this championship it is very easy to not get through to the semi-finals or the other round for that matter, as everything is really tight. It is very important to come away from this first trial with these twenty points.”

Behind the Bou/Raga battle came a fight between Vertigo riders Jaime Busto, Miquel Gelabert, and GasGas factory rider Jorge Casales.

In the second round Casales competed in the second heat, going up against countrymen Jaime Busto and Toni Bou. Scoring two fives in the opening two sections, the GasGas rider then dropped two marks in section three before impressively cleaning the final two sections for a total score of 12 marks, the same as Busto.

Frustratingly for Casales, the points tie was decided in favor of Busto by virtue of him having had a faster combined time through the five sections. Bringing Casales’ night to a somewhat unsatisfying close, in finishing fifth overall, while Busto managed third place ahead of Gelabert in fourth. n

TONI BOU

RESULTS

X-TRIAL REUNION ISLAND, FRANCE

1. Toni Bou, Montesa/Spain, (10 – Final)

2. Adam Raga, TRS/Spain, (17 – Final)

3. Jaime Busto, Vertigo/Spain, (2 – Runners-up Final)

4. Miquel Gelabert, Vertigo/Spain, (5 – Runners-up)

5. Jorge Casales, GasGas/Spain, (12 – Round 2)

6. Gabriel Marcelli, Montesa/Spain, (25 – Round 2)

7. Benoit Bincaz, Beta/France, (17 – Round 1)

By Stephanie Vetterly

Trials Inc – The Ending of Another TRIALS INC – THE ENDING OF

Another Season OF ANOTHER SEASON

November is an exciting time for the folks of Trials Incorporated, even though it represents the ending of another riding season. It gives everyone a chance to get together, celebrate highlights and achievements of the current year, as well as suggest improvement opportunities for the future. It also means the opening event of the next season, which was once again hosted at the AMA Hall of Fame museum in Pickerington, OH.

In 2020, riders will now gain the ability to sign up and pay for events online. Travis Daniels, Vice President and IT Specialist of Trials Inc, will be building this convenience into the club website (www.trialsinc.org). Online sign-up will conclude the Thursday prior to the event, but riders will still be able to sign-up on-site if needed.

A focus of the 2019 meeting was on the structure of the various skill classes. Last year, the difficulties of the various classes were eased slightly, to allow more opportunity for higher-level riders to move into the Champ class and try their hand at getting their name added to the highly-coveted Season Championship trophy (past champions include Sam Fastle, Quinn Wentzel, Steve Oehrle, and Jeff Hursh, among many others).

Due to a lack of participation over the past few years, the Air-Cooled Mono class has been removed. In lieu of this change, the Vintage A class description has been updated to remove the twin-shock restriction; this would allow air-cooled mono competitors entry to ride the Sportsman line within a vintage class.

The most exciting change to the 2020 season is the addition of Trials Inc’s firstever Women’s class. The sport of trials has seen a continued increase in the number of female riders, and Trials Inc is no exception, seeing the addition of at least three women in the 2019 season alone. The Women’s class is open to any female capable of competing on the adult course at the Intermediate level (riders at the Intermediate level should be able to attempt basic obstacles, tight turns, and can overcome logs or small rock ledges by lofting the front tire). Round 1 of the 2020 season, hosted at the AMA Hall of Fame museum in Pickerington, OH, saw four women in this new class, Toni Roach, Heather Patton, Amanda Spring, and Sally Wright.

Sally and Amanda took time to discuss the class and what this means for Trials Incorporated.

I think women have had a great impact on Trials Inc since the start of the club in the early 1970’s,” said Amanda. “Females have ridden when they could, but the number of female riders has been increasing in more recent years to where having a devoted class to women will have a positive impact, and hopefully other

local clubs can follow. Our club already provides a great youth program; why shouldn’t it also have a women’s program?”

“My hope is that more women will be interested!” said Sally, “It can be intimidating to get into any sort of motorcycling since it’s such a male dominated sport. A women’s class does give a sense of belonging; my hope is that one day there are so many women riders that we can hold our own in all of the classes.”

Sally had ridden the Novice line in the 2019 season; she commented on moving up to the next class. “It was hard, but it was also so exhilarating. The challenging parts were that turns are tighter, rocks and logs are bigger, and sections are longer. My score for this first run in the Intermediate line is actually pretty close to my first run in the Novice line during my first event last season, so I’m ok with it for now! I definitely did things I didn’t do before in the Novice class, and what surprised me most is that I didn’t feel discouraged when I fived a section; I felt encouraged to try harder and keep at it. And since we ladies rode together all day, we got to see each other ride and learn together.”

Amanda was born into the sport of trials; Sally got tired of watching her husband ride trials from the sidelines and decided to add trials to her motorcycle repertoire. Toni Roach has a rich history of experience in numerous styles of motorcycle competition (including hare scrambles, enduros, motocross, and soon to include flat track racing), and Heather Patton, who won the 2019 Trials Inc Titanium Tough award for her continued diligence in the sport, the first Women’s class could not have had a more determined roster.

Toni took the win with 37 points and 12 cleans; Heather took a close win for second place with 76 points, with Amanda taking third place with 78 points. Sally finished the day in fourth place with 95 points.

Spectators got quite a show from the Champ class, which included Pro riders Sam Fastle and Nigel Parker, six-time national trials champion Ryan Young, and Trials Inc’s Vice President Travis Daniels. Having an event hosted at the AMA Hall of Fame museum is tremendously beneficial to those who enjoy watching and supporting the trials sport, as all competition sections are within easy walking distance from one another. Someone could easily follow a rider through all sections of the day, and get a chance to watch motorcycles dance over rocks and through the creeks that surround the museum.

Sam Fastle finished the event with only six points and 22 cleans, taking an incredible win over Ryan Young who took second with 18 points and 16 cleans. Nigel Parker finished third with 25 points and 14 cleans, and Travis Daniels finished out the class with 72 points and three cleans.

The largest class of the day was the Expert class, with 13 riders; points were close throughout the entire class. Ultimately, it was former president Jim Zuroske who took the win with 16 points and 16 cleans, followed closely by his son Chris with a second-place finish, 19 points and 16 cleans. The podium was rounded out by Jon McMullen, who took 20 points and 14 cleans.

Trials Inc continues to be the premiere trials club of the central United States, and continues to add new riders every year. To check out the full 2020 schedule, visit www.trialsinc.org. See you on the loop! n

PHOTOS BY STEPHANIE VETTERLY

TKTKT

2020 FIM WORLD X-TRIAL

Nov16

Reunion island, Nov 23 Rennes, France

Jan 19 Budapest,

Feb 2 Barcelona, Feb 15 Bilbao, Spain

March 21 Neustadt, April 25 Andorra la

2020 KENDA AMA NATIONAL

Feb 2

Sumter, SC

Mar 22 Turkey, TX

April 26 Forest Hill, June 7 Greensboro, June 21 Huntersville, July 26 Cross Fork, Aug 23 Chandlersville, Sept 20 Prk Hill, MO

Oct 4 Mathews, Nov 1 Stanton, AL www.nationalenduro.com

2020

Feb 8-9

Feb 29-March 1

March 28-29

May 9-10

May 23-24

June 13-14

July 18-19

Aug 8-9

TBA

island, France

France

Budapest, Hungary

Barcelona, Spain

Spain

Austria

la VellA, Andorra NATIONAL ENDURO

Hill, LA

Greensboro, GA

Huntersville, MN Fork, PA

Chandlersville, OH MO