Getting to places like this takes the right tyres

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I RIDE
FOR VIEWS LIKE THESE

KEN ROCZEN SIGNATURE SERIES

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By the time he was a teenager, Ken Roczen had already earned a

junior world championship, and it put him on a trajectory of success
that continues without limits. Talent and drive took him from backto-back masters championships in his native Germany to a World
Championship in MX2, then up to the 250 class where he became
the West Coast Supercross Champion in 2013. The next year saw him
at the top of the podium in the 450 Pro Motocross Championship,
making him one of an elite group of riders who earned the title in
their rookie season.
When a racer is that skilled at his craft, he deserves a namesake goggle that salutes
his style while offering all the performance he demands. Introducing the Ken Roczen
Signature Series Airbrake MX, a design that salutes Kens love for the California
lifestyle. Oakley artists decked the strap with surfboard stripes and palm trees, and
the colors keep the attitude on the edge of menacing. We put Kens racing number
on an outrigger and a custom strap wrap that proudly carries a print of his signature.
This premium Oakley goggle comes with a custom Microclear bag for frame
storage and lens cleaning.

www.OAKLEY.com.au

BL A KE

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CASSONS PTY LTD AUSTRALIA
P: +61(0)2 8882 1900 F: +61(0)2 8882 1999
E: enquiries@cassons.com.au
W: www.cassons.com.au
NEW ZEALAND NORTHERN ACCESSORIES LTD
E: sales@northacc.co.nz - W: www.northern.co.nz

FUTURE7MEDIA

80

10

Since it first appeared in 2012, the 350EXC-F

has been a roaring worldwide sales success for
KTM. But it never managed to win the blue-ribbon
Enduro 2 World Championship. Until now, that is!

Inside

NOV-DEC 2015 // ISSUE # 53

FEATURES
34 PICTORIAL:
2015 ISDE FROM SLOVAKIA
Inside the Australians history-making
success, and the inexplicable meddling
by officials and the French-backed FIM.

50 PROFILE:
RYAN VILLOPOTO
The recently retired RV opens up about
his Euro experiment and what really
went on with his bike and body this year.

61

BIKE:
FOUR 2016 YAMAHA 250s
A year ago, Yamahas only 250cc enduro
bike was an ageing WR250F. Now theyve
got four models to choose from. We tested
the two- and four-strokes back-to-back.

70 PROFILE:
CHAD REED vs JAMES STEWART

70

These two great rivals began their Pro

career on the same night in 2002. And
their battle will soon resume in Australia.

86 PROFILE:
ROMAIN FEBVRE
While everyones still guring out how
to pronounce his name, hes cemented
himself as the worlds best MX rider!

96 HOW-TO:
RACE ENDURO

50

Multi-time national champ, Chris

Hollis, explains how to properly adapt
your riding skillset for when the
pressures on in a racing environment.

REGULARS
12

CONTRIBUTORS
An artless attempt to summarise the life
and times of three freelancers we dig.

14 EDITORIAL
Dealing with the consequences of being
as washed-up has-been that never was.

18 FRAMED
Three big, striking images that showcase
three of the worlds most illustrious races.

26 BIKE DISSECTED
An intriguing insight into the mods made
to Josh Sheehans Triple-Flip CRF450R.

80 BIKE DISSECTED
We nally get a detailed look at KTMs
rst EWC title-winning 350EXC-F.

108 TECH: FOOT CONTROLS

Set-up tips to make sure your boots
remain best friends with your bike.

111 3 PRIZED POSSESSIONS

The Jerkyls El Presidente itemises
the rst things hed grab in a house re.

112 RIPPING YARN

The story behind Jef Emigs favourite shot
of himself from the 1992 MXdN in West Oz.

94

WIN:
2016 FC450
PLUS a years supply of Bel-Ray oil & lube!

L o g o n t o w w w.t r a n s m o t o . c o m . a u
for more images, interviews,
info & vids. Or find us on
11

REGULAR
CONTRIBUTORS

Cover Uncovered

ANDY WIGAN
RAY ARCHER

MXGP rookie, Romain Febvre, en route to handing Yamaha its rst

premier-class Motocross World Championship title in eight long years.

y all accounts, Romain Febvre is a

down-to-earth, hard-working, almost
self-effacing character. Which, lets
be honest, is not exactly how the rest
of the world tends to regard the French.
Emotional, passionate, brooding and even
neurotic, yes. But salt-of-the-earth and
laconic? By and large, no! Hailing from
a small rural town in the east of France,
Febvre grew up and raced in relative
isolation, and his quietly spoken demeanor
reects that. Hes popular with the media
and race fans, but never been one of
the boys with the other riders in the pit

paddock, which is why most rivals

tend to regard him as aloof and even
indifferent. The fact hes consistently
kicking their arse every weekend,
seemingly without trying, might
have something to do with that!
Wasnt it great to see the young Frenchman
go head-to-head and beat Americas
best riders at the USA stop of the MX
World Championship, and then repeat
the schooling a week later at the MXoN
in France. If winning the 2015 MXGP world
title with a few rounds to spare wasnt
enough to convince everyone that Febvre

was the real deal, then his performance

over those two back-to-back weekends
sure did. Not only did Febvre out-ride
and out-think the Americans and
everyone else, for that matter he
also demonstrated that hes packing
an endless repertoire of new-gen riding
moves to match the best of them. And,
captured by Ray Archers ubiquitous
lens, this late-season scrub on his 60th
Anniversary YZ450F sure demonstrates
that. Right now, this guy who few of
us even knew a year ago is undoubtedly
the best motocross rider in the world.

MEET THE CONTRIBUTORS

MANAGING EDITOR

Andy Wigan | andy.wigan@transmoto.com.au

ART DIRECTOR

Wayne Smith | wayne.smith@transmoto.com.au

GARY FREEMAN

ary Freeman raced motocross for 10 years.

In 1990, he won a UK magazine competition
to race a 1991 Honda Britain CR125 and join
DBR Magazines test team alongside ex-GP
racer Rob Andrews, which was his gateway
into motocross photography and journalism.
In 1995, he quit his day job and began studying
for a BA (Hons) Degree in Photography at

Nottingham Trent University. After 10 years

of testing production and factory motocross
bikes for various magazines, Gary established
Redeye Media Ltd a creative photo and video
production company based in the UK, shooting
anything from private jets to high fashion
to train toilets (true), but the passion for
anything on wheels remains.

ONLINE CONTENT MANAGER

Kurt Teague | kurt.teague@transmoto.com.au

SENIOR PHOTOGRAPHERS

Fourohfour | Greg Smith | Jorden Bethune

AMERICAN CORRESPONDENT

Eric Johnson
EUROPEAN CORRESPONDENT

Jonty Edmunds
REGULAR CONTRIBUTORS

Geoff Ballard, Garry Blizzard, Mark Brown, Ben Bunda, Jeff

Crow, Simon Cudby, Nick Dole, Ben Foster, Benjamin Tuffy,
Josh Green, Danny Ham, Ian Hancock, Amanda Kirkpatrick,
Eric Johnson, Mark Kariya, Scott Keegan, Derek Morrison,
Tony Nolan, Grant OBrien, John Pearson, David Pingree,
Beau Ralston, AJ Roberts, Ken Roche, Damian Smith, Ryne
Swanberg, Cameron Taylor, Jason Weigandt, Peter Whitaker

JOHN PEARSON

ohn Pearson spent most of his young life

tearing around paddocks at his family
farm aboard a 1983 XR80R. In his teenage
years, he raced motocross at the Armidale
Motorcycle Club in NSW. And thats where his
passion for sporting photography started.
John spent a number of years supplying the
AMCC with photos and travelling to arenacross

events and even some MX Nationals rounds

before nally stepping into the world of the
Australian Off-Road Championship (AORC).
John developed a photography business
On The Pipe Images that has allowed him to
follow his lifelong dream of shooting some of
the best off-road racers in the world. He was
rst published in issue #51 of Transmoto.

ADVERTISING DIRECTOR

Phil Osborn | (02) 9965 7324

phil.osborn@coastalwatch.com
DIGITAL ADVERTISING

Miles Finlay | (02) 9965 7365

mfinlay@coastalwatch.com
EVENTS MANAGER

Robbie Warden | robbie.warden@3cmg.com.au

MARK KARIYA

ark Kariya started his two-wheeled career

about half a century ago when he was
assigned the chore of checking the sprinklers
twice a day at his familys orange grove in
southern California, which he did aboard
a Honda CT90. But what really sparked his
motorcycling love affair was going to watch

MISSED AN ISSUE?
12

two of his cousins race for the rst time. Well,

maybe that and the movie On Any Sunday. From
there, he was hooked for life and has managed
to live that passion daily through his work as a
freelance photojournalist. Its also afforded him
the opportunity to ride and race all over the
world in just about every facet of the sport.

SPIRITUAL LEADER Kim Sundell

PRINTED BY Webstar Australia
DISTRIBUTED BY Network Services
Transmoto Dirt Bike Magazine is published 6 times a year by TDBM
Pty Ltd, ACN 141 679 423, 681 Barrenjoey Rd, Avalon, NSW, 2107.
Phone (02) 9965 7364. Transmoto Dirt Bike Magazine welcomes
photographic and written contributions. Send with a stamped,
self-addressed envelope to 681 Barrenjoey Rd, Avalon, NSW, 2107.
We do not accept responsibility for unsolicited material provided
in this way. Transmoto Dirt Bike Magazine retains reprint rights;
contributors retain resale rights. Views expressed by the authors are
not necessarily those of the publishers.

En j oy The R i d e
No problem, just head to transmoto.com.au,
or zino.com to get your hands on any
of our print or digital back issues.

WWW.TRANSMOTO.COM.AU
ISSN : 1839-0358

TRANSMOTO
EDITORIAL

L O O K AT M E ,

LOOK AT ME!
ANDY WIGAN

d never had a lash at dirt track. No, despite riding since I

was a kid and editing dirt bike magazines for nearly 20 years,
Id never cut a lap around a flat track circuit of any variety.
And because dirt track has been a rite of passage for so many
Australian riders, its a bit embarrassing to admit that. I mean,
I hadnt been purposely avoiding it. Or had I?
When a mate whod founded a recreational group of mature-aged
circle-work jerks now called The Jerkyls urged me to sample
dirt track during one of his SundaySlide sessions at Nepean
Raceway, I suddenly felt a strange pang deep
in my gut. So maybe I had been avoiding
it all these years after all. Id never got
nervous before riding a new trail, enduro
or motocross track, so why the trepidation
with dirt track? Dunno. Maybe it had
something to with those concrete walls in
such close proximity to high-speed corners.
Anyway, on a beautiful Sunday morning
in spring, the time had come. The boys
from The Jerkyls had sourced me a
cobbled-together 1976-ish YZ cum IT in
dirt track trim, and I was raring to go on
the fantastically well-prepped Nepean circuit. I even convinced my
missus, Sonja, to come along for the day. She isnt much into bikes,
so I sold her on the idea that this infamous track was surrounded by
a picturesque gum forest, where she could walk the dog and indulge
in a spot of sketching. If Im honest though, Id invited her along for
moral support as I popped my dirt-track cherry.
The YZIT250 was an interesting way to introduce myself to the
discipline, mainly because its stonking engine was accompanied by
non-existent brakes and suspension that felt like it rode on rubber

THOMAS WALK

bands. But, after a few heart-stopping moments, I found some

sort of rhythm and even managed to back the thing into the odd
turn. Lap by lap, I got a little more daring and sideways. And before
long, I was having a ball. Sadly, a flat tyre which almost pitched
me off the thing at the end of the fifth-gear straight put a
premature end to the session. But Id become a danger to myself
and others by that stage, so it was probably fortuitous timing.
Back in the pits, adrenalin finally in check, I ran into Sonja.
How was it, sweetie?, she asked, more out of duty than interest,
it seemed. Great!, I said. And then, because
I couldnt help myself, How did I look
out there?, I asked, pathetically. After an
awkwardly long pause, she said, Umm, a bit
kooky. And she wasnt joking. Your elbows
were down, she mercilessly continued, and
your head was bobbling around quite a lot.
Wow, that hurt. My head was bobbling
around? Seriously? Did you even know
which rider I was out there?, I enquired.
Yeah, of course. The guy in the yellow
helmet, she said, before throwing a stick
for the dog and disappearing again,
apparently oblivious to the blue helmet that hung off my forearm.
I didnt know whether I was thankful that shed been watching
another rider the whole time, or pissed off that, after being together
for 22 years, she couldnt single me out from the other blokes
cutting laps. Or both. But in Sonjas defense, I rarely wear the
same gear or helmet two rides in a row. Accordingly, I got my
ego back in check and laughed at the fact Id actually thrown
out a look-at-me line to her. Thanks to this dirt track caper,
Id clearly regressed to my teenage years. And, damn, it felt good!

Thanks to this dirt

track caper, Id clearly
regressed to my
teenage years. And,
damn, it felt good!

14

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HEAVY
IS
NOT
FAST
STOP SABOTAGING YOUR MOTOS
GET THE LIGHTER, FASTER VERGE HELMET.

MOTOCROSS OF
NATIONS
Everyone loves to rally behind a hometeam, right? Think State Of Origin. Okay, not
everyone who lives in New South Wales or
Queensland is into rugby, but most will nd
time to watch these annual showdowns,
or at least follow the results, because the
players arent competing for money or some
trophy; theyre out there for pride and glory.
And when your home-team wins, you get to
feel that pride, and be a part of the victory.
Now, think about how the 80,000 screaming
French fans felt when Gautier Paulin, Marvin
Musquin and Romain Febvre won the 2015
Monster Energy FIM Motocross of Nations at
Erne. The crowd was roaring all weekend,
cheering for their riders, and that surely
helped the Frogs take home this years
Chamberlain Cup Team Frances rst ever
back-to-back win. While Justin Barcia was
able to hold his own in the MX1 class, and
Cooper Webb had some amazing battles with
Febvre the 2015 MXGP champ Team USA
nished the event in second Overall, ahead
of Team Belgium. The Australian squad,
consisting of Todd Waters, Dean Ferris
and Luke Clout, nished in seventh.
RAY ARCHER

5 things you dont

know about this event:
WHO: AMA Supercross pilots
WHAT: 2015 Monster Energy Cup
WHEN: October 17, 2015
WHERE: Las Vegas, Nevada, USA
1 In 2011, Ryan Villopoto won the

inaugural running of the Monster

Energy Cup, sweeping all three Main
Events to take home $1,000,000. The
impressive feat is yet to be repeated.
2 No rider has won the Monster Energy

Cup more than once. Besides RV, other

winners include Justin Barcia (2012),
James Stewart (2013), Davi Millsaps
(2014) and Ken Roczen (2015).
3 Ken Roczen has won the last two

AMA Supercross season openers

at Anaheim. His 2015 Monster Energy
Cup victory could lead him into a
third consecutive A1 win.
4 In 2015, Jason Anderson became the

rst rider to holeshot all three Main

Events. He nished the 2015 event in
third Overall after missing the Joker
Lane in the opening moto. Doh!
5 Finishing second Overall in 2015 was the

ever-consistent Ryan Dungey. This is

the fourth time Dungey has nished in
second at the MEC. That made it a Red
Bull 1-2 at the Monster-sponsored event.
SIMON CUDBY

RED BULL
STRAIGHT RHYTHM
Red Bull Straight Rhythm broke the Internet
when it was rst unveiled on YouTube in 2013.
One year later, the concept of riders going
head-to-head on an unwound, half-mile-long
supercross track was brought to life. James
Stewart won the inaugural running in the
Open class and, after spending 16 months
under a drug-related suspension (which
banned him from racing FIM-sanctioned
events), was able to return to racing on
October 10 at Pomona, California, to win the
2015 edition of Red Bull Straight Rhythm.
Think about that he sat out the entire 2015
season, and was still able to show up at his
rst race back and make guys like Ryan
Dungey and Ken Roczen look slow, (although
RD5 did give him a serious run for his money
at one stage). Were not saying that JS7 will
be able to rock up at Anaheim 1 and dominate
the 2016 proceedings, but theres no doubt
that hell be up there running with the top
guys, where he belongs. We have to give
props to Stewarts baby brother, Malcolm,
who claimed his rst Pro title in the Lites
class at Straight Rhythm, too.
RED BULL CONTENT POOL/GARTH MILAN

CAMERA SHOWN AT: ACTUAL SIZE

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BIKE
DISSECTED

One Trick

MACHINE
Inside the ingeniously modied Honda that
2014 Red Bull X-Fighters champion, Josh Sheehan,
Triple-Flipped into the record books.
GRANT OBRIEN

RED BULL CONTENT POOL

BIKE: 2015 Honda CRF450R

MECHANIC: Ash Rogers
RIDER: Josh Sheehan

n the space of 15 years, the

sport of freestyle motocross has
evolved to the point of insanity.
When Carey Hart attempted the
first Backflip back in 2000, it blew
the minds of the entire action sports
community. After Travis Pastrana
executed the Double Flip a decade
later, people began to question just
how far FMX could keep progressing.
And when Australian rider Josh
Sheehan stepped up earlier this year
and pulled off what everyone thought
was impossible, the Triple Flip, it
demonstrated that the sport of FMX
might never find its boundaries.
But what about the FMX bikes
themselves? Have they evolved with
the times? Hart and Pastrana rode
two-stroke dirt bikes in their historymaking Backflips, while Sheehan
opted for the CRF450R four-stroke

26

to perfect his Triple. How is that

even possible on a heavier machine?
A few years ago, UNIT
Technologies built a prototype
of an ultra-lightweight FMX
machine they called the Skycraft,
designed specifically for freestyle
motocross, but it never hit a dirt
jump and is now a fading memory.
So for FMX riders, the only option
is to modify a motocross bike.
And because Sheehans built like
a brick shithouse, he requires a
machine that can handle a pounding.
To find out more about Sheenys
FMX weapon, we caught up with
the Australian and his mechanic
Ash Rogers at the South African
round of Red Bull X-Fighters for
this fascinating insight into
what goes into customising a
championship-winning bike.

27

BIKE
DISSECTED

COCKPIT
Freestyle motocross riders are very particular about the way
they set up the cockpit of their machines. A lot of tricks are
executed through or around the bars so condence in the
set-up is important. Josh opts for a higher bend Tag Metals
6091 bar to give him a little more room to get his largerframed body through with tricks like the Stripper Flip.
He uses Tag soft wafe grips, and a set of Klayver custommade Flip Levers that he then modies slightly to suit his
style. As Ash points out, Josh doesnt like the levers too
high so he heats up the metal lever with an oxy torch and
bends them closer to the bars. They look trick, are very
durable, and they are essential for tricks like Super Flips,
Indy Flairs, Stripper Flip and Cordova Flip. To ensure the
front-end remains pointing straight ahead while letting go
of the bars mid-trick or landing no-handed, Josh uses a GPR4
steering damper that combines with the top triple clamp.
He is pretty picky with how the steering damper feels, says
Ash. He bleeds it often before each event as the change in
temperatures moving from one country to the next causes
a little air to build up in them. He also uses a thicker 15 or
20-weight oil so he can increase the resistance if necessary.

PERFORMANCE
When Josh trains at his compound in Donnybrook, Western
Australia, he tunes his bike to perform his tricks at sea level.
Josh has to be so in tune with the performance of his bikes
engine because attempting a trick like the Double Flip with
either too little or too much power could mean under- or
over-rotating ... with dire consequences. In fact, Josh wont
attempt the Double Flip in Mexico City because its 2200m
above sea level and the engines performance suffers
massively due to a lack of oxygen. At higher altitude stops
on the tour, says Josh, Ill get Ash to put in a high-comp
piston and a different cam to regain some of the lost bottom
to mid-range power. But in Mexico, it still doesnt give me
enough power to safely execute the Double. Ash says they
also try different high-octane fuels and to an extent the
fuel-injected CRF450R tunes itself in different altitudes but
they can tweak it either side to improve the power for the
conditions. With the custom aftermarket ignition, we have
a bunch of settings with different power curves to choose
from to best suit different locations temperature and
altitude, says Ash. It has nine different preset maps,
one dial that replicates the pilot jet, mainjet and needle,
plus the idle. That lets us run the engine richer or leaner
so theres plenty of adjustment to get it right.

UNDER THE KNIFE

Core FMX fans will remember the old days where riders
hacked away at their two-bangers plastics and seat to create
grab-holes. It wasnt always pretty, but it did the job. Joshs
CRF450R thumper is a little more complicated as the airbox is
closed off for emission control, so he has to spend some time
cutting out the guts and top to make room for his grab-holes.
He cuts the plastic sideplates enough so he can easily get his
hand around the side of the seat, which he only trims slightly
because he says its just too uncomfortable to ride around
with the foam trimmed too lean. Lucky Ive got big hands,
says Josh. Id rather have the fatter seat for comfort over
a thinner one thats easier to grab. The pleated seat cover
Josh uses is more for looks, and although it offers grip to
stop him from sliding backwards, Ash says its the grip tape
that makes the big difference. Josh is very picky with his
grip tape because he cant afford to slip off the back of the
bike halfway through a Double Flip rotation, Ash points out.
Hell cover the frame and about a third of the side plastics
to ensure his legs have a good area to grip.

28

TITANIUM, BABY
Josh is always looking for ways to reduce the weight of his Honda CRF450R because
the lighter it is, the easier it is to move around when executing rotating or spin-type
tricks. Just by removing the stock dual mufer system and replacing it with an FMF
titanium header and single Factory 4.1 mufer, the bike dropped two kilos. Josh is more
concerned about saving weight than nding more power, and hes spent some coin this
season chasing those savings by replacing most steel bolts with titanium equivalents.
That includes the big three bolts wheel axles, swingarm pivot and engine mounts
plus the bolts in the subrame, mufer, seat, plastic, front calliper, triple clamps, clutch
and brake perch. The standard footpegs have been replaced with titanium Raptor units,
and Josh also has a titanium shock spring that will save another half kilo. It all makes a
noticeable difference when he is launching into a 360, Double Flip or Flair.

RUBBER
Joshs bike gets shipped to each Red Bull X-Fighters event by the organisers and the tyres
are supplied to suit the type of dirt the course is built from. Obviously the tyres dont make
as big of a difference as they do with motocross or supercross, says Josh. But sometimes
we ride on hardpack courses or, like the recent Athens round, very soft and loamy dirt. So it
still helps to have the right tyre for each round of the series to hook up better. Josh runs
15psi front and rear at most locations, and a little higher pressures for really hard surfaces.

GEARED FOR GRUNT

Ash tells us Josh likes to pull away from a standing start in second gear so they replaced the
13/48 standard gearing with a much shorter 13/51 combo for most locations. This improves
bottom-end response, explains Ash. The engine also revs out quicker, which means Josh
can judge his speed easier heading at the ramp and is less likely to over-jump, thereby
making it safer. He can still jump a 110-foot ramp in second, and at courses such as Mexico
with high altitude, well go one tooth higher again to compensate for the loss of power.

HOT, HOT, HOT!

With freestyle motocross, theres a lot of slow riding and idling, so the engine temperature
heats up quickly and runs hot, especially with the four-strokes. The standard radiator cap
is rated at a pressure of 1.1 Bar so Josh runs a higher-spec cap with a rating of anywhere
between 1.4 and 2 Bar to stop the bike from overheating. According to Ash, Youll notice
radiator coolant pissing out from a standard bike after idling for a while, so its important
for us to make sure the CRF450R doesnt boil while Josh is waiting for his run to begin.

29

BIKE
DISSECTED

SUSPENSION
With trick evolution rocketing sky-high over the past decade, riders
have really had to be on their game with bike set-up. The G-force in
Joshs Double Flip alone is enough to blow suspension components if
theyre built incorrectly and not up to the task. Josh has worked closely
with Sydney-based Factory Spec Suspensions Ken Wheeler to ensure his
KYB air forks and Pro Link KYB shock can handle the hardest of hits.
My suspension is not that far off the set-up of a supercross bike with
harder compression and slower rebound, says Josh. Landing from
the Double Flip is by far the harshest impact, so as long as Im set up
correctly for that trick, everything else is ne. Ive worked with Ken
to get a good base setting so the only thing I have to worry about is
adjusting my bikes suspension to suit the climate Im riding in. When its
cold, I notice my suspension stiffens, and vice versa in hot temperatures.

A TEAM EFFORT

hen flying through the air

upside-down, you need to
know the bike underneath you is
rock solid. So for Josh, its all about
having someone in his corner he
can trust to get things right. The last
thing he needs is doubt heading into
battle. I like to understand how
things work on my bike and know
what changes affect what, he says.
At events I dont have time to work
on my bike so its great to have Ash
at each X-Fighters event to bounce
ideas off, and also someone I can
trust to make sure the changes are
done right. This allows me to focus

30

on the competition 100 percent

while he takes care of the bike.
Having that trust in my mechanic
enables me to keep my mind clear
and puts me at ease.
According to Ash, Josh is as
switched on with mechanical
knowledge as anyone he knows,
which makes his job easier in the
heat of competition. Any changes
I need to make on the bike come
directly from him, he points out.
Hell just say suspensions a bit
soft or engines running lean
off the bottom and Ill make the
changes. Josh is just really focused

at the events. Hes easy to work

with and doesnt stress out easily.
The 2015 Red Bull X-Fighters
season hasnt gone that well for
the 2014 champ. In a sport thats
constantly evolving, Josh feels
hes lacked progression this year
compared to his rivals. I just
havent really progressed from
2014, he says candidly. Ive made
a few small changes whereas Tom
Pags has a few new big tricks and
has become more consistent with
his other tricks. Last year, I feel
I got lucky in a few head-to-head
rounds against Tom, where he

crashed out going for his big-banger

tricks. The same applied with
Clinton Moore last year. He was still
finding his consistency, whereas I
felt comfortable with all my tricks
and put together consistent, solid
runs. This year, Tom and Clint
have had all their tricks on lock
and theyre making things a lot
harder for me to reach the top
step of the podium. Ive also had
less time to train and prepare for
each round due to my Nitro Circus
commitments, and the time I put
into executing the Triple Flip.
Its hard to find that balance.

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The New Face Of

ENDURO

When Australias rst ever ISDE team returned from the 1977 Czechoslovakia event with a 100% DNF rate, theyd
never have imagined our Senior, Junior and Womens teams would clean-sweep the top step of the podium at the
Slovakian Six-Day in 2015. Nor would they ever have imagined a court of law would decide the events outcome!

34

EVENT
2015 ISDE

ANDY WIGAN

n case you hadnt heard, Australia did alright at

the recent International Six Days Enduro (ISDE)
in Slovakia. Better than alright, in fact. They
absolutely killed it. Despite a fraction of the
funding and support that many other nations
receive, Australias World, Junior and Womens
Trophy teams all won enduros Holy Grail.
It was the third consecutive win for our plucky
Women; the second time in history that our
Junior team won (the debut win being way back in 1995), and
the first win for our World Trophy team. Or was it?
Well, due to what can only be described as incomprehensible
officiating, Australias World Trophy team has had to swallow the bitter

MARK KARIYA

pill of being provisionally relegated to second place behind France,

pending the outcome of an FIM legal hearing. Yes, its a sad day when
sporting events are decided by arcane workings of a legal system on the
other side of the world (and as they say, a slow apology is no apology).
But the Aussies remain confident that justice will prevail and that theyll
finally be recognised as rightful winners of the 2015 ISDE. After all,
thats exactly how they were regarded by everyone (except the French)
after the French-run FIMs baffling eleventh-hour reintegration of
eight disqualified riders three of whom were French.
Without getting lost in the rulebooks fine print or the inexplicable
meddling by legal teams from Frances federation and the FIM, lets
take a look at the ongoing points of discussion, and try to separate
fact from fiction while this decision hangs in the balance.

35

EVENT
2015 ISDE

The 2014 Enduro 3 World

Champion, Matt Phillips,
got up to his usual antics at
the ISDE. Fans love the guy.

n Day 3, eight riders from five

nations missed a route check.
But because they didnt seek (nor
gain) an advantage, they should
never have been disqualified from
the event in the first place.
Its true that when these eight riders
(three of whom were from Frances
World Trophy team) strayed off the
course, they did not take a shortcut,
but in fact rode a longer route before rejoining the course
proper. However, they rode past two Wrong Way signs
before finding their way back to the course. Other ISDE
indiscretions such as a rider checking into a control

36

early or late is seldom, if ever, due to a rider seeking

to advance their position. But, irrespective, its still
a fundamental mistake for which rules apply. In other
words, accidentally straying off the course and missing
the route check is not a mitigating factor.
The protests against the riders disqualifications
were made on the grounds that the course was not
properly marked.
The Clerk of the Course and members of the ISDEs Jury
went out to inspect the relevant section of the course to
satisfy themselves that it was correctly marked and their
decision to disqualify the riders was the correct one.
After doing that, their decision remained unchanged.
The fact that all 500 riders including these eight

37

In 2013, Slovakia's Koice

was the European Capital
of Culture. In 2015, it copped
a dose of enduro culture.

followed the correct course that very morning made it all

that much harder to understand why these eight strayed
off-course in the afternoon. It was not a consecutive
batch of riders who followed the leader and went the
wrong way, either; the eight were separated by riders
who stuck to the correct course.
Under the rules of the ISDE, missing a route check
means the rider did not ride the course, which is a
fundamental breach of the events rules.
One of the founding principles of enduro racing is
that riders must complete the entire course. Its a
fundamental tenet of the sport, if you like. This stems
from the idea that enduro racing is not simply about
being the fastest rider; its also very much about riders
being able to maintain their bike and maintain their

38

focus while fatigued. Failing to follow the course arrows

is a clear sign that a rider has lost focus. Like waypoints
in the Dakar Rally, ISDE riders have no idea how many
route checks there will be on any given day. These
checks (where a plastic tag on the riders handlebars is
clipped by an official) are set up at random places and
times on the course, but will often be immediately after
a tough hillclimb or technical section, where riders risk
damage to themselves or their bikes. The route check in
question on Day 3 was at the end of a particularly gnarly
rock-strewn creek bed, where several riders (Australian
Daniel Milner and Beau Ralston included) derailed
chains or busted radiators. No one is explicitly suggesting
that this implies the riders missed the route check on
purpose, but it illustrates how missing it could materially

EVENT
2015 ISDE

Josh Green was Australia's

only E1 representative. He
ran a smart and solid fth
in the class on his Yamaha.

39

EVENT
2015 ISDE

Standouts In

affect a riders chances and the outcome of the race.

All five teams affected by the Day 3
disqualifications (France, USA, Spain, Great
Britain, Italy) protested the decision, so the initial
ruling must have been wrong. Right?
After the riders were reinstated for Day 6, the Italian
teams management claimed they were pressured into
joining the French teams protest on Day 3. Subsequent
actions by other teams involved suggested they were
similarly contrite about initially siding with the French.
Allowing riders to ride under protest in no way indicates

SLOVAKIA

utting all the politics,

legal proceedings and
emotional accusations aside,
there were some incredible
individual performances from
the Australian riders at this
years ISDE. Heres a snapshot...

WORLD TROPHY
After an event-long ding-dong
battle with standout American
ISDE debutante, Ryan Sipes,
Australias Dan Milner had
to settle for a very narrow
second in both the E2 class
and Outright. Milner posted
several Outright special test
and day-wins during the event.
Matt Phillips and Beau
Ralston nished fth and

40

that their protest is likely to be evaluated favourably.

Even if the ISDEs Jury found the eight riders to be
in the wrong, the punishment of disqualification
was too severe.
While some agree with this, it remains completely
besides the point. The rules under which the 2015
event was run allow only one course of action for riders
who failed to follow the course: disqualification. The
penalty is harsh because it reflects how crucial following
the course is to this event. To dole out a more fitting
punishment would be entirely arbitrary. Thats not to

ninth, respectively, in the

E2 class, while Glenn Kearney
(a last-minute call-up to replace
Josh Strang) did brilliantly on
an unfamiliar bike and next to
no preparation to run 20th in
the hotly contested E2 class.
Josh Green was Australias
sole E1-class entrant, and ran
fth Overall.
Lachy Stanford won the
E3 class Outright on Day 1.
He went on to nish sixth
(and the rst four-stroke
rider) in the E3 class.

JUNIOR WORLD TROPHY

Three of Australias Junior
Trophy team riders were racing
their rst ISDE (Broc Grabham,

Tom Mason and Tye Simmonds).

The fourth member of the
Junior team, Daniel Sanders,
was racing only his second
ISDE, and the 20-year-old
stepped up big-time. He
followed in (his domestic
teammate) Toby Prices 2014
footsteps by winning the
E3 class Overall, and ran
an astonishing fourth in
the Outright standings.
In the E2 class, Tye Simmonds
nished an exceptionally
strong 10th. He was the second
Junior rider in the class.
Broc Grabham did well to run
34th in E2 aboard a 300cc
four-stroke machine after a
last-minute change from his

preferred 450cc Sherco

mount, while Tom Mason
posted a commendable
top-20 in the E3 class.

WOMENS
WORLD TROPHY
The Slovakian win made it
three in a row, with Team
Australia elding the same
trio Jess Gardiner, Tayla
Jones and Jemma Wilson
for all three years. This year,
the Aussie women won by more
than 55 minutes over France,
with Sweden a further 20
minutes back in third.
Tayla Jones won all six days of
competition and all except two
special tests which were won
by her teammate, Wilson.
Jemma Wilson rode the entire
event with painful tendonitis
in both wrists to nish a stoic
second Overall in the EW class.

With a two-minute decit to the

French, the Aussies rode out of
their skins in the nal moto, but
came up one minute short.

41

Junior team riders, Tom

Mason (#57), Tye Simmonds
(#59) and Broc Grabham
(#56) three ISDE debutants.

42

EVENT
2015 ISDE

The Daniel duo Milner

(left) and Sanders (right)
were Australia's standout
riders this year in Slovakia.

say the rules cant be changed for subsequent ISDEs. But

for the 2015 installment, the situation is cut and dried.
Take for example the situation when Australias Peter
Savage was running alongside his bike as he pushed it to
the starting line of the 1980 ISDE in France, and his heel
inadvertently kicked his bike into gear and caused it to
bump-start the engine. According to the rulebook back
then, prematurely starting your bike meant exclusion
from the event. And thats exactly what happened to
Savage in spite of the fact it was widely regarded that
the penalty of was too harsh for this crime. The incident
prompted a discussion that saw the rule amended for

future ISDEs (the penalty was changed to one minute),

but Savage had to abide by the rules that applied at the
time he raced. In other words, rules and penalties can
be changed, but that needs to happen before an event;
not during or after it.
To prepare themselves for the faint possibility that
the French team might be reinstated into the
results, Australias team management should have
manually kept tabs on the French riders results.
On Days 4 and 5, the French riders were racing under
protest, but seeing as they had been disqualified from
the event, Team France did not appear in the events

43

EVENT
2015 ISDE

results for two days. Individual rider times did appear,

so Australias management team went through the
laborious job of manually adding up the combined
total for the disqualified French riders, to determine
the hypothetical position of a reinstated French team.
Given that Team Australia had amassed a 12-minute
lead over the second-place team, Italy, they rode
conservatively on Days 4 and 5 never once suspecting
that the disqualified riders would be reinstated. Which
is understandable, given the protest against the initial
disqualification had been denied by organisers. Yes, the
Aussies were aware that, hypothetically, the French were
catching them, but it was only when the eight riders were

44

reinstated prior to Day 6 that anyone realised the French

team were two minutes ahead of the Australians. At that
late stage of the game with only Day 6s final motocross
remaining it was too late for the Aussies to react to
the reintegrated riders and the re-shuffled results.
Riding their hearts out on the final day, the Australians
halved the two-minute deficit to the French, but could
do no more. Remember also that by reinstating the
riders from France, GB, Spain, USA and Italy, Team Italy
was relegated from second to fourth. So they too will
be hanging on the decision of the FIMs International
Disciplinary Court (CDI). The real question should be
why it took a few days between the decision to disqualify

According To The

A last-minute call-up to
replace Josh Strang, Glenn
Kearney brought his vast
experience to the team.

on Atkins has attended 20

ISDEs. Hes been an integral
part of Australias management team
since 1998, and Team Manager since
2011. So, what did Don make of what
went down in Slovakia? We asked the
quietly spoken enduro tragic to help
put Australias stellar performance
and the events ofciating into
clearer perspective for us.
TM: What does the whole
shemozzle boil down to in
your mind, Don?
DA: If a rider wants to race a
motorcycle discipline where he
or she is only judged on being
the fastest, then there are other
disciplines designed for them. If the
rider wants to demonstrate theyre
a more complete package, then
theyll race enduro. And an absolutely
fundamental part of enduro is
following the course. Having every
rider complete the same course is
the central objective that organisers
of any enduro event work to achieve.
Im not saying those eight riders
intended to do anything wrong
in Slovakia, but they did. And the
rulebook has very specic penalties
for that disqualication.
How does the current situation
where the decision has gone
above the events Jury and is
now being played out between
legal teams from the FIM and the
French federation sit with you?
Not at all well. I nd it interesting
that, prior to the event, theres all this
talk between the countries of there
being gentlemans agreements with
things such as helpers being allowed
to hand bumbags over to riders at
tests, but not putting extra parts or
tools in those bumbags. The next
thing you know, weve got lawyers
at 20 paces. I understand that the
process is there to allow for that. But
it remains very unusual that things
escalated so quickly. One minute, its
all about doing things for the good
of the sport; the next, the results are
being determined by courts of law.
My understanding is that the FIMs
International Disciplinary Court
should have a decision by October
23, but it appears unlikely that
that timeframe will be adhered to.
And until that decision is made,
there is absolutely nothing that
we or Motorcycling Australia can do.
In the 20 years youve been
involved with ISDEs, have you even
seen anything like this before?
No, never. Not that Ive been aware
of, anyway. Ive seen nal motocross
races stopped and punch-ups between
riders and ofcials, but nothing like
this. I wasnt aware that this sport

resorted to those extremes to sort out

their problems. I believe the Jurys
President threatened to resign over
the way this was dealt with by the
FIM, so thatll give you a feel for how
unusual these circumstances were.
I am bitterly disappointed about the
direction the sport has been taken.
If its any consolation, it seemed
as if an Australian win had the
unanimous support of all other
countries, and that even the
),0RIoFLDOVRQWKHJURXQGZHUH
speaking to the Australian team
as rightful winners.
Yes, there was an amazing amount
of support for the Australian World
Trophy team after the French team
was reinstated in the results. That
support came from a range of
countries and ofcials. Thats nice,
but its not a consolation.
There are certainly lots of positives
to take out of Slovakia, though.
Absolutely. And its very unfortunate
that this preoccupation with the
protest and appeal process has
taken attention away from the fact
that our Womens and Junior Trophy
teams both won the event, and
that Australian riders put in some
sensational individual performances.
I know of many long-time Australian
enduro acionados who have welled
up with emotion about this incredible
achievement. And rightly so. Many
also made reference to the late John
Hall, who took Australias rst ever
ISDE team to Czechoslovakia in 1977.
In 2012, the French won the World,
Junior and Womens Trophy Teams
the only time that has been done.
If the decision goes in our favour,
not only would we match that 2012
French result, wed take it one step
further because we also won a fourth
trophy the Watling Trophy this
year, which is awarded to the most
improved nation. I believe four
trophies at one event would be
unprecedented. Itd be a tting tribute
for the dedication shown by many
people riders and supporters in the
Australian off-road scene for years.
What are the odds of Australia
being belatedly announced as
winners of the World Trophy Team?
I honestly couldnt say. But if I believe
in enduro and everything it stands
for and this sport has been a huge
part of my life then the French
federations appeal must be denied
and this win handed to Australia. I
think that, for the good of the sport,
you cant ignore the rules to that
degree. And to some extent, the future
of the sport depends on the right
decision being made here. Otherwise, it
could establish a damaging precedent.

45

It might look like a celebration,

but it was equal parts protest
against being provisionally
relegated to second place.

46

EVENT
2015 ISDE

and reinstate the riders. Thats an untenable situation

in any sporting event, and for everyone involved. The
fact the FIM is an organisation run largely by the French
sure doesnt help in this situation, either. In the publics
eyes, it tends to give the FIM a FIFA-like bent quality.
And whos to say theres no merit in those views?
By standing on the top step of the podium, and then
walking off (instead of moving to the second step of
the podium), the Australian World Trophy team
demonstrated poor sportsmanship.
Well, if that was the case, no one who attended the
presentation (French team and federation aside, that
is) seemed to think so. The Aussies were universally
cheered for their admittedly cheeky statement a
protest by celebration, if you like. The French team was
universally booed by the large crowd when they finally

took their place on the top step of the podium which

is unfortunate because the riders themselves had
little to do with the debacle. So, if anything, the poor
sportsmanship came from the crowd, not the Aussies.
Regrettably, things escalated later that night at Koices
downtown watering hole where a majority of teams
and riders congregated. Such was the disgust about the
favouritism that the FIM had seemed to show the French
riders, the multilingual pub descended into a collective
chorus of Fuck the French! Fuck the French! for quite
some time. Sadly, in the whirlwind of emotion, even
punches were thrown. By all accounts, it was ugly
and unsavory. And if all the booing at the events
presentation didnt do enough to leave a bad taste
in everyones mouth, then the drama that went down
that night at the pub sure did.

47

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PROFILE
RYAN VILLOPOTO

GARY FREEMAN
REDEYE MEDIA, SIMON CUDBY, DAVID BULMER

Why did Ryan Villopoto walk away from the

sport at the top of his game? How does he
think hell be remembered? Was his Euro
experiment a mistake? And what does RV plan
to do with himself now? Transmotos Gary
Freeman took the 27-year-old aside for an
exclusive photo shoot in Belgium, where Ryan
opened up about the strange secrecy that
defined his final 12 months in the sport.

THE GINGER

ENIGMA
yan Villopoto is not only one of the greatest ever
dirt bike racers but, as a lifer with both Kawasaki
and Thor, hes also one of the most loyal. What will
add to RVs enduring legacy is the fact he achieved
so much success while going bar-to-bar against
astonishingly talented opposition. Hes bettered
guys such as James Stewart, Chad Reed, Ryan
Dungey, and at least one additional emerging star each year
Trey Canard (2011), Justin Barcia (2013), Ken Roczen (2014),
and many more. Its impossible to explain how truly remarkable
that is. So his (frankly bizarre) crash at the Grand Prix of
Trentino back in April really wasnt what any of us were
expecting. It appeared to be a rookie mistake from one of
the greatest racers of all time; a mistake that, in effect, ended
his career more prematurely than anyone would have liked.

50

51

PROFILE
RYAN VILLOPOTO

I broke my coccyx, plus

there was soft tissue
damage around my l4
and l5 vertebrae. Im told
that ill continue to feel
the effects of the injury
for a full year.

THAT LOOP-OUT
Its all over the Internet if you
fancy re-watching, but in essence
Ryans Trentino get-off was a classic
loop-out, leaving him on the deck
and clearly in a lot of pain. Should
he have backed off and let Desalle
through? In hindsight, probably.
But in the heat of battle, many may
have done the same.
That crash was definitely weird,
recalls Ryan. It went wrong so
quickly and I dont remember
exactly what happened. Obviously
I was in the midst of a battle and
clearly made a mistake. I remember
landing off that single jump and the
suspension compressed on landing,
then recoiled. Everything happened
like a perfect storm and I wasnt
ready for it. Before I knew it, I was

52

upside-down. When I got up, I was

in some pain. It knocked the wind
out of me and made my whole lower
area hurt pretty badly.
Grand Prix motocross racing is
dangerous, and that hardpacked
Trentino surface gave no mercy
as Villopoto slid off the back of his
factory Kawasaki at full noise. Right
after the crash, Ryan made a fast
exit across the Atlantic back to
the environment, circle of friends,
acquaintances and professionals he
trusted. While he received a detailed
analysis of his injuries and thought
long and hard about his next move,
speculation went into overdrive.
From a bystanders point of view,
it looked bad to read Where is
Ryan Villopoto? headlines.
Rumour had it no one could get
hold of the American. And they

persisted for months.

The injury I sustained was a
broken tailbone my coccyx, RV
says. I broke it in four places so that
took a while to heal, and after some
time it was still giving me problems.
There was also soft tissue damage
around the L4 and L5 vertebra,
I believe, so we did work with a
chiropractor and obviously gave it
time to heal. Even now, if I sit on a
hard chair or sit for a while and get
up, I can still feel the effects. Im
told that will last a year. It is what
is and we did what we could, but in
the end it wasnt going to be enough.
I was off the bike for some time and
to come back and race at this level,
I needed a longer time to train.
Yes, I did go quiet for while, RV
continues, referring to reports that
he went off the radar after that crash.

But we were trying to figure out

where things were and how much
time would be left in the season if I
returned. The window was closing
and after a while, together with my
trainer Aldon Baker and everyone
else involved, we made a decision.
Sure, it wasnt as quick as people
would have liked, but there are a
lot of people involved. I had to go
to my personal major sponsors
individually and talk with them
about a major decision like that,
but Im happy with the decision
I made. I said before the season
stated that this would be my last
go at racing, win or lose. It didnt
end up as we all would have liked
it, but it was a good experience
while it lasted. Ive had knee surgery
three times, but my back injury
meant it was going to take me some

time to come back. People will say

what theyre gonna say. And thats
fine. Nobody was living it expect for
me, and youre never going to keep
everybody happy.

A CASE OF ADAPTATION
So with a massive dose of
disappointment, the motocross
world had to accept that the eagerly
anticipated clash between the most
successful motocross racer in recent
US history and the rest of Europe
was over. But looking back at the
challenges Ryan faced, was he really
going to be World MX Champion
in 2015 when he was embracing a
new team, new bike, new tracks,
new countries and new cultures.
Was he really that good to be able to
overcome the changes to his routine

and still win?

Yeah, it was different. Living
here in Europe and the travelling
to the first couple of overseas races
was different. In fact, everything
about it was different. Not one single
thing was the killer; it was just a
combination of everything, and
every little thing adds up. Over here
though, we were like, Shit, we gotta
drive six hours to France because its
raining here or Weve gotta go find
a hardpacked track. So it was very,
very different from week to week to
week. It was never routine, but thats
part of the game over here and the
riders are used to that.
And what about the criticisms
that RVs bike set-up was way off the
mark for the generally slower MXGP
tracks early in the season? Looking
back at bike set-up, we knew it

was going to be a big undertaking,

explains RV. I dont think we knew
it was going to be so different. In
the States, we have massive braking
bumps coming into the turns and
you guys have massive acceleration
bumps coming out of the turns. So
its flip-flopped. Sure, the GP circuits
have braking bumps, but Ive found
most of the big stuff you set your
bike up for is acceleration bumps.
Tracks are rough all over the world,
but there are definitely more choppy
bumps in Europe, so it calls for a
totally different bike set-up. It was
also tough fitting into a new team
because Id only been with two teams
in my whole career. I rode for Mitch
Payton on a 250 team, but it was
only that 250 team. I was there for
my whole 250-class career and then
on the Factory Kawasaki team for

my whole 450 career. That being

the case, coming to a different team
was a steep learning curve in itself.

SLUGGISH START
So the gate dropped in Qatar race
one, GP one and RV was left on
the start line with a stalled engine.
Unconfirmed rumours suggested
an electrical fault was to blame,
but this left RV with a heck of a
challenge to hack his way through a
fast-disappearing pack. He was up
to 13th by lap five, posting lap times
that would have easily put him up
with the leaders, but a small crash
lost him five places. He finished
the race in ninth, a minute behind
eventual winner, Max Nagl. RV
finished the second moto in eighth,
which gave him seventh Overall, but

53

PROFILE
RYAN VILLOPOTO

he was already a full motos points

adrift of Nagl going into the second
GP in Thailand. He won that GPs
Overall with a 1-3 result, winning the
qualifying race by a staggering 33
seconds, and the first moto by more
than 10 seconds. By race two though,
he seemed to have blown out;
starting in fourth place and moving
up to third on lap three, and staying
there for the remainder of the race.
We know that Qatar didnt go as
planned, but there are races back
home in the States that didnt go
as planned too, explains RV. I
didnt plan on crashing in Seattle
and tearing my ACL, for example.
Nothing is planned. It is what it is.
Things happen. I won in Thailand
and I was adjusting to the two-day
format. Sure, I probably could have
done some things differently for
the second moto. Ive trained, raced
and won in hotter conditions, but
Ive been used to it. But most of us
arrived in Qatar and Thailand from
Europe, where we were still riding
in sweatshirts. Its the shock factor
going from one temperature to
another thats the tough thing.
Ive been beaten at a lot of
different places and won a lot of
championships, and youre never
going to win every race, he goes
on to say. Losing is a part of game
as well as winning. The year didnt
turn out like we would have liked
it to, but thats just the way it is. At
first its a big bummer, but you get
over it. As a racer theres always
ups and downs, valleys and peaks.
You ride the wave when its bitchin,
and when its no good you make do.
Looking back at my GP racing, I
dont regret being beaten at this or
that race. In fact, I won the second
GP of the season. So although I only
had a short go at it, I think I fared
pretty well. If anyone wants to think
otherwise, then flip the situation
and go to the US and race.

EUROPE vs AMERICA
Theres been an age-old war of
words between these two motocross
worlds, but the general consensus
is that the standard of the AMA

54

and World Championship riders is

now closer than ever. Some suggest
this narrowing speed differential
is simply because of the internet
and the ease in which information
sharing has allowed learning that
was not previously possible. For
example, when Team USAs dream
team of David Bailey, Ricky Johnson
and Johnny OMara trounced the
opposition at the 1986 MXoN in
Maggiora, they showed speed, style
and, most importantly, technique
that could not have been known and
emulated in Europe other than
by going to the USA and observing
it first-hand, of course. These days,
riders can tune into an endless
supply of online video content that
gives a virtual first-hand insight into

have a few French riders who ride

supercross better than most, but the
bottom line is theres not a whole lot
of Euros who head that way because
its tough, difficult and different.
And vice versa theres not many
Americans who come this way.

LIFE BEYOND RACING

Even now, its still hard to believe
that at the age of 27, RV has retired
and the dream of seeing him over in
Europe, trading blows with the top
GP guys, is tough to let go of. Its like
an action movie ending before the
first car chase. But perhaps we ought
to give the guy a break. Hes human
after all and he clearly wants to quit
while fit and live the rest of his life

My decision to stop racing

didnt come quickly. But i felt
that i had to go to my major
sponsors individually and talk
with them about it personally
before making any public
announcement.
whos doing what and how. Take the
Bubba Scrub. Does a scrub photo
really demonstrate how its done?
Photos were all we used to have,
and once a team such as the 1986 US
MXoN entry arrived with a host of
tricks and killer speed, all the Euros
could do is watch ... and lose! Not so
nowadays. But how does RV view the
modern-day differences between
American and European motocross?
The GP guys arent any better
than we are in the States, and were
not any better than the GP guys,
says RV. Its just a different lifestyle
and racing style. And the tracks
develop differently. We can take any
one of these Euro guys and most
of them probably wouldnt make a
few laps around a supercross track.
Its just that different. You might

in relative peace with the financial

security that a successful racing
career has brought.
Theres a whole lot more to life
than living on the road and racing,
RV says without any skerrick of
doubt in his voice. I set goals and
Ive reached them, and Ive made
enough money to be able to stop. So
I want to quit while Im ahead. I can
look back and see what Ive done and
the sports been really good to me.
Racing motorcycles is something I
did, but thats not my life. In racing,
I gave it all and Ive sacrificed a lot to
be one of the best. I didnt set out to
be that, and for me theres a whole
lot more than just racing. I think
there are things Ive missed out on
and Ill be able to go and do those
now. The number one thing for me

is to be able to spend time with the

rest of my family yknow, going
home when there are birthdays and
all the grandkids are growing up.
Looking back, my dad was always
pushing me as a kid. My family
invested a lot of money in my racing,
so I couldnt stop even if I wanted
to. I never thought about stopping
racing back when I was Amateur
though. I was okay at that level, but
then I turned Pro and gained a lot of
speed really quickly. And as I didnt
finish school, I really had nothing to
fall back on. Racing was my job and
I had to make it work. What else was
I going to do? What else could I have
done? I know theres some kids out
there who watch things on TV and
say I wanna do that, but that wasnt
me. Sure, thereve been times when
its been really good. But thereve
also been really bad times. Ill always
ride. But racing is something that I
did, and thats over now.

RVs LEGACY
So the curtains come down on RVs
superb career, but how will he be
viewed in the sports history books?
Has he done enough to stack up
against the mighty Ricky Carmichael
or supercross legend Jeremy
McGrath? What do they think of RV?
Does he care?
I always looked up to McGrath.
He was the guy. Id go to supercross
races as a kid and thats who wed
watch. I dont consider Ricky as
the G.O.A.T. He was one of the
greatest of all time. So was McGrath.
Theyre both great in their own
way, in slightly different eras. The
accomplishments Ricky and Jeremy
both have to their names is huge.
How RC or McGrath rate me,
I dont know, RV goes on to say
matter-of-factly. I dont want to say
I dont care, but everyone has their
own opinions. Some people like me,
some people were never a fan. But
thats the way its gotta be.
What about James Stewart
clearly one of the fastest of all time,
but perhaps an unfulfilled potential?
How does RV rate him?
James Stewart, I dunno. Thats a

In the states,
we have massive
braking bumps
whereas the
european tracks
have massive
acceleration
bumps and
much more chop.
Thats what
made bike set-up
more difficult
initially.
RYAN VILLOPOTO CAREER SNAPSHOT

any of us are aware that Ryan Villopoto has won ve AMA Supercross titles (250cc in 2007, and 450cc in 2011/12/13/14) and ve AMA Motocross titles
(250cc in 2006/07/08, and 450cc in 2011 and 2013). But what about the rest of the achievements that arent as apparent? Heres the full complement
of standout results youll nd on RVs bulging CV:
2014 1st AMA Supercross
2013 1st AMA Motocross
2013 1st AMA Supercross
2012 10th Monster Energy Cup
2012 1st AMA Supercross
2011 1st Monster Energy Cup
2011 1st Motocross of Nations
2011 1st AMA Motocross
2011 1st AMA Supercross
2010 4th AMA Supercross
2009 2nd US Open of Supercross
2009 6th AMA Supercross

2008 1st Motocross of Nations

2008 1st 250 Motocross
2008 2nd Supercross Lites East
2007 1st Motocross of Nations
2007 1st 250 Motocross
2007 1st Supercross Lites West
2006 1st Motocross of Nations
2006 AMA Supercross/Motocross Rookie of the Year
2006 1st 250 Motocross
2006 3rd Supercross Lites West
2005 AMA Sports Horizon Award
2005 20th 125 Motocross

2004 1st 105cc Supermini 12-15 Youth Regional

2004 1st 85cc Modied 14-15 Youth Regional
2003 2nd 105cc Supermini 12-15 Loretta Lynns
2003 2nd 85cc Modied 14-15 Loretta Lynns
National
2003 1st 105cc Supermini 12-15
Amateur & Youth Regional
2003 1st 85cc Modied 14-15
Amateur & Youth Regional
2002 2nd Amateur National Championship
85cc (Modied & Stock classes)
2002 1st NMA 85cc Open

55

PROFILE
RYAN VILLOPOTO

question journalists ask unfulfilled

this or that? Okay, well why dont
you put the shoes, or boots, on the
other foot. Why arent you doing it?
Because you cant. I get it. James
could probably be the best if he put
his head down and did what he had
to do. But thats the way it goes.
Thats what makes different riders
great at different times. So if people
want to call anybody out whos at our
level, they ought to do it themselves
and then see how it is.
Its easier to leave than to be
left behind, because leaving when
the crowd wants more is a sure
way to be remembered at your
best. But leaving a sport thats been
a part of your everyday life for so
long must be tough. However much
you put on a brave face, surely RV
will miss racing. Or will he? It may
be partly true that Ryans choices
denied his US fans a final farewell

Outdoors, the gp guys arent any

better than we are in the states,
and were not any better than
the gp guys. But most of these
euro guys probably wouldnt
make a few laps around a
supercross track.
and deprived the Europeans to
witness the promised showdown
between two great moto continents.
But with Tony Cairoli, Clement
Desalle and Max Nagl all sidelined
through injury, and Gautier Paulin
all struggling to find form this

season, an RV title win with so

many top guys MIA may not
have been the showdown wed
all hoped for anyway.
Had I continued, people
would say it wasnt fair because
Tony Cairoli got hurt. Youre never

gonna keep everybody happy,

reflects Ryan. Some people in the
States were bummed to see me go
to Europe in my last year of racing.
But they got to see me race a lot. I
think it was good for both parties
and most of the people over here
were pretty excited that I came.
Theres always going to be
something you miss. Supercross is a
different animal for sure. Its nothing
like Outdoors or GPs. Supercross
is cool. But to be that good, to be
the guy ... well, look what I had to
do. That takes a lot of work. Sure I
could have done things differently
in some areas. But my career has
been one of the better ones. There
are not many guys who can say
they can make a living, and a life,
from racing. I couldnt ask for any
more. Its a dangerous sport and
Im healthy. Things can happen
even when its not your fault so

57

PROFILE
RYAN VILLOPOTO

Im happy with the way its turned

out. But when you decide to stop, the
window shuts very quickly because
you have to be at such a high level
to compete. And if youre not at that
level, youre just putting yourself at
risk. When you stop, you stop. Im
not saying you cant come back, but
youve gotta be sharp to race.
Theres bravado in RVs voice as
he clinically dissects his exit from
racing life, but are there any regrets?
Id won pretty much every
championship there was to win in
the States, he says. So no regrets
about my GP decision. It was cool to
see and experience different things

I dont consider ricky CARMICHAEL

as the g.O.A.T. He was one of
the greatest of all time. So
was mcgrath. Theyre both
great in their own way.
over here. Ill still be involved with
the team and Kawasaki and my
sponsors in the States. Im already
getting calls to ride the 2016 bike, so
I can now experience both sides of it.

But Ill always be a fan of racing.

Although its impossible to know
whether Ryan Villopoto would have
become World Champion, it was
a fascinating, if brief, moment in

motocross history that may never

be repeated.
Ryans trainer Aldon Baker
once said, The more you can
keep changes as small as possible,
the better. In essence, change
was Ryans biggest challenge to
overcome in Europe, but he was
learning fast and clearly improving
at each race. True champions find
a way to win, and RV had already
won some tough battles. But the
outcome of his war in Europe
will never be known. In fact, the
speculation its given rise to will
only add to RVs ongoing enigma
the ginger enigma.

RVs TOTAL CAREER WINS...

11 wins in 125/250 AMA Supercross (Regional) x1 in 2006, x7 in 2007, x3 in 2008.
20 wins in 125/250 AMA Motocross x6 in 2006, x5 in 2007, x9 in 2008.
41 wins in 250/450 AMA Supercross x2 in 2009, x7 in 2010, x6 in 2011, x9 in 2012, x10 in 2013, x7 in 2014.
12 wins in 250/450 AMA Motocross x1 in 2009, x3 in 2011, x8 in 2013.
73 total AMA wins x6 in 2006, x5 in 2007, x9 in 2008, x3 in 2009, x7 in 2010, x9 in 2011, x9 in 2012, x18 in 2013, x7 in 2014.
1 win in MXGP x1 in 2015.

SUPERCROSS WINS...
RIDER

Jeremy McGrath
James Stewart
Ricky Carmichael
Ryan Villopoto
Chad Reed
Kevin Windham
Ricky Johnson
Bob Hannah
Ryan Dungey
Damon Bradshaw

58

TOTAL SX WINS

85
68
60
52
50
30
28
27
26
25

SX CLASS (250/450)

72
50
48
41
44
18
28
27
14
19

LITES CLASS (125/250)

13
18
12
11
6
12
n/a
n/a
12
6

NO ONE KNOWS YAMAHA BETTER

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YOUR
2016 WRF CHECKLIST:

O *<75)0) $OOR\6WDLQOHVV 6WHHO 0XIpHU........
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O GYTR High Flow Air Filter......................................
O Yamaha Tall or Low Complete Seat....................

Or whatever else takes your fancy from your

Authorized Yamaha Dealer or the easy-tonavigate Y-Shop.

BIKE
2016 YAMI 250s

SPOILT FOR CHOICE

In the space of just one year, Yamaha has gone from having nothing of note in the
250cc enduro bike segment to four models. We compared these machines with
each other, and with the motocross models they are each derived from.
ANDY WIGAN

iKAPTURE IMAGES, ANDY WIGAN

f you got it into your head that you wanted a new 250cc
Yamaha enduro bike for Christmas, 2014, your options
were very limited. Sure, there was the venerable old fivevalve WR250F, but that model hadnt really been updated
since 2007 and had largely fallen off trail and enduro riders
radars. Or, in a quiet corner of a rural dealer, you might have
found a decade-old YZ250WR in cobwebs one of those
locally converted YZ250s that came with ADR, but little
else that suggested it was seriously adapted for enduro use.
Just a year later, however, Yamaha fans are spoiled for
choice. If youre shopping for a 250cc bush-savvy Yamaha this
Christmas, youre suddenly presented with four options two
four-strokes and two two-strokes each of which has been
carefully adapted to work off-road. Yes, the boys in

blue overalls have been busy; not only with building

all-new models, but with developing cross-country
variations of them too. From the ADR-compliant WR250F,
through to the ready-to-race, cross-country YZ250FX,
YZ250X and YZ250XR, Yamaha boasts a formidable
off-road model line-up for 2016; at a time that just happens
to coincide with the brands 60th anniversary celebrations.
But how do you decipher which of these machines is
best suited to you? How do they ride compared with the
motocross models theyre based on, and with each other?
What do they cost? And are they in need of any immediate
mods? With Mackays Gum Valley venue housing adjacent
motocross and enduro tracks, it was the perfect test
venue to get some answers to those questions.

61

BIKE
2016 YAMI 250s

THE FOUR-STROKES...
WHAT IS IT?
The easiest way to think of the
2016 YZ250FX is as a hybrid
version of Yamahas 2015-model
YZ250F and WR250F. Essentially,
its a WR250F with firmer
suspension settings, a YZ250F
exhaust system (with mapping to
suit) and no lights or wiring harness.
Or, if youd prefer, its a YZ250F with
a six-speed gearbox, an electric-start

62

and an 18-inch rear wheel.

Whichever way you look at it,
the FX sits somewhere between
its enduro motocross cousins;
a pared-down, lighter version
of the WR250F, designed with
serious racers in mind.
RRP: $11,499

2016 UPGRADES
Updated graphics.

THE 2016 YZ250FX

HOWS IT RIDE?
Compared with the WR250F, the
most obvious difference with the
FX is how much quicker it responds
to throttle inputs. With a less
restrictive exhaust, shorter gearing
(13/51) and mapping thats much
closer to the motocross models, the
FX gets into the meat of its power
noticeably lower in the rev range.
It comes on with more punch and is

much happier to be short-shifted,

which is great for hillclimbs and
flowing singletrail where youd
rather not be going up and down
through the gearbox.
Like the WR250F, the FXs
chassis has a sweet combination
of sharp steering at low speeds
and sure-footage stability at pace,
and its suspension package feels
closer to a purpose-built enduro
bike than a full-blown motocrosser.

But with less weight attached to its

handlebars (it has a number plate in
place of the headlight, and no fullwrap hand guards), the FXs chassis
has a more flickable feel. It might
not float over a bunch of small rocks
quite as effortlessly as the WR250F,
but it remains super-predictable and
doesnt deflect off trail obstacles the
way a motocross bike tends to. And
with more bottoming resistance at
both ends, it keeps its composure on
big hits and jump landings, even in
the hands of heavier riders.
Interestingly, the FXs 56N/mm
shock spring is actually firmer than
the 54N/mm coil used in both its

YZ250F and WR250F cousins. Why?

Because the 56N/mm spring works
better on the big, square-edged hits
and logs (that generally arent found
lying across a motocross track), plus
it needs to carry both a battery and
the average trail or cross-country
pilot who including gear, gut and
Camelbak is generally heavier than
the average MX2-class jockey.

FIRST MODS
Remove air filter frames mesh to
improve airflow (and re-map).
Fit YMAs $500 Cross-Country
Kit, which includes a set of

hand guards, headlight, horn,

steel-braided brakeline, rear
tail-light/stoplight and a GYTR
alloy bashplate. In effect, the kits
components allows you to ride
the bike legally in states that offer
recreational rego.

WHOS IT SUIT?
If youre a dedicated off-road racer,
the FX is the obvious choice over
the WR250F and not just because
it comes without all the superfluous
ADR componentry. The FX is lighter,
more firmly sprung and comes with
a punchier, more responsive engine.

At $11,499, not only does it cost $700

less than the 2016 WR250F; youll
also save another lump of coin by
not having to immediately buy a less
restrictive aftermarket muffler for
the thing. The same rationale applies
to those of you who are lucky enough
to live where Rec Rego rules apply
especially if youre an experienced
and/or heavier rider because you can
push the FX hard with confidence
in the bush, and happily carry that
aggression over to the motocross
track. The idea of a user-friendly
YZ250F with the convenience of
an electric leg will surely appeal to
older motocross riders too.

63

BIKE
2016 YAMI 250s

THE FOUR-STROKES...
WHAT IS IT?
Its the second year-model of the
all-new machine that arrived in early
2015. The bike is based heavily on
Yamahas new-generation YZ250F
(sharing its four-valve, reverseoriented engine, rolling chassis,
suspension components and ergos),
but gets a six-speed transmission,
18-inch rear wheel, electric-start,
lights, and a swag of other engine and
suspension mods specifically aimed
at adapting it for off-road terrain.
RRP: $12,199

2016 UPGRADES
Aside from the new black rims,
nothing is new for 2016. That said,
Australia and New Zealand are the
only markets in the world where the
2016 WR250F will be available in

Yamahas 60th Anniversary yellow

livery. In fact, its only available in
yellow for our market in 2016 a
YMC Japan tip-of-the-hat to the
blue personnel in Oz and NZ whove
played a pivotal role in developing
this machine over the past 15 years.

HOWS IT RIDE?
With only a colour change for
2016, the new bike rides just like
the 2015 one does. In short, its
light, agile, balanced, brilliantly
suspended, and comes with excellent
brakes and an engine thats an
aftermarket pipe away from being
race-ready. The real magic in this
machine is not just its ability to
turn sharply in tight terrain, but
the fact its chassis remains so
stable and sure-footed at high
speeds. Whether you throw the

THE 2016 WR250F

bike into a gnarly rock garden, land
off an erosion mound into a series
of jagged ruts, or whack a loose rock
midway though a corner with the
bike cranked over, the WR250F has
an uncanny ability to hold its line.
And if you head to Transmotos
website and watch the footage
of Luke Clout and Jay Wilson
Australias 2014 and 2015 MX2class MX Nats champs going at
it around Gum Valley, youll see
that the WR250F is no slouch
around a motocross track, either.

FIRST MODS
A less restrictive and lighter
aftermarket muffler.
Remove air filter frames mesh
to improve airflow (and re-map).
A multi-function digital speedo
(with an hour-meter function).

WHOS IT SUIT?
The average trailrider will find
that this bike turns every corner,
every erosion mound and every
ride into a hoot-inducing play
session no matter what the
terrain. The suspension is plush
over small bumps without
wallowing, and yet its damping
progression is so good, 85-90kg
riders will rarely get either end
to bottom. While Pro racers will
be happy with the standard shock,
theyll want firmer fork springs
and an aftermarket muffler
(to release the potential in the
machines fuel-injected, reverseoriented, four-valve powerplant).
But if national-level off-road
competition is your bag, youre
likely to be better off buying a
cross-country-specced YZ250FX.

LOG ON TO
For an insight into Yamahas new-generation 2016 WR450F thats was unveiled in mid-October, but wont go on sale in Australia until January, 2016 (in both blue and 60th anniversary yellow options).

65

THE TWO-STROKES...
WHAT IS IT?
Unlike the half-arsed off-road
conversions Yamaha performed on
its YZ250 in the late 1990s and early
2000s, this 2016-model YZ250X
is the real deal. Its Yamahas first
factory off-road conversion for the
YZ250, indicating the company is
now serious about properly adapting
their much-loved two-stroke MXer
for off-road use.
The YZ250X runs an identical
frame, subframe, ergos and
bodywork as the motocross bike
its based on. But the Xs engine
comes in for major changes, and the
KYB fork and shock get different
internals and much-revised damping
settings. Compared to the YZ250,

66

the Xs powerplant uses a different

barrel, head, CDI, YPVS power-valve
setting, expansion chamber, clutch
springs and radiators, and puts its
power to the ground through a new
wide-ratio five-speed transmission
and 18-inch rear wheel.
YMA also plans to release a
variant of this model, which theyre
calling the YZ250XR with the R
designating Rec Rego. The XR comes
with YMAs Rec Rego kit (detailed
for the YZ250FX on page 60) and
costs an extra $500.
RRP: $10,499 (YZ250X),
$10,999 (YZ250XR).

2016 UPGRADES
The entire two-stroke machine is

THE 2016 YZ250X (& YZ250XR)

new for 2016 in its off-road
guise anyway.

HOWS IT RIDE?
After jumping off any of the fourstrokes, it immediately strikes
you not only how light, slim and
agile the YZ250X feels, but how
neutral its chassis balance is.
The 250X doesnt pitch its weight
forward under engine braking
or squat excessively in the rearend under acceleration, and that
front-to-rear composure is very
confidence inspiring.
But how does it compare to
the YZ250 on which its based?
Well, as much as the YZ250
was perfectly jetted and pulled

seamlessly from low in its rev

range, it was a real handful around
the enduro loop. The close-ratio
gearbox and punchy power meant
you were constantly dancing on
the shifter or struggling to find
traction, while its firm, MX-spec
suspension and 19-inch rear wheel
made the bike almost unrideable
though the rock-strewn creekbed.
All of which highlighted just
how far removed the 2016 YZ250X
is from the MX bike its derived
from. With its completely revised
powerplant, the X generates much
broader, smother and torquey power
and, combined with its noticeably
wider-ratio transmission, gets that
power to the ground a lot more
effectively. It still retains that punch

BIKE
2016 YAMI 250s

67

BIKE
2016 YAMI 250s

and excitement factor youd expect

from a 250cc two-stroke, but it
doesnt require anywhere near the
same precision with throttle control
and gear-shift timing, which makes
it surprising easy to ride for long
periods without getting fatigued.
The Xs power does sign off quicker
than the MX bike at high revs, but
that really doesnt matter in the
bush where its broad and usable
bottom and mid-range make it
a much better-behaved Sunday
morning companion. And in the
rocky creekbed where the YZ250
felt like an accident waiting to
happen, the X just motored through
at low revs without getting kicked
off-line nearly as violently. That

68

sure-footedness was no doubt aided

by both the plusher enduro-spec
suspension damping and the taller
sidewalls on its 18-inch rear Dunlop.
In fact, given that the X runs the
same spring rates as the YZ250 at
both ends (4.3N/mm and 48N/mm
for fork and shock, respectively),
its hard to fathom how the valving
changes alone have made it so much
more compliant over the squareedged hits on the trail.

FIRST MODS
An electric starter in recent
years, the convenience of
an electric leg has become
commonplace on pretty much

all two-stroke enduro models, so

Yami needs to step up and fit one
for 2017 (or offer a retro-fittable
unit in the meantime).
ADR-compliance its a complex,
expensive process not least of
which because YMA needs to
get YMC Japans sign-off for any
ADR mods. Fingers crossed these
two-strokes get ADR for 2017,
because that would certainly
broaden their appeal.
Enduro-specific braking
components the MX-spec
brakes on the 250X are not
as fade-resistant as the
motocross/enduro model
hybrid components used
on the WR250F and YX250FX.

WHOS IT SUIT?
This machine is for the guy who likes
the idea of a cheap, agile, fun and
exciting off-road bike thats easy to
work on in the garage. We cant help
thinking that, like the FX, the X will
appeal to older guys for whom its
exhaust note will transport them
back to their youth. And lets be
honest. How many guys who grew
up on two-strokes dont feel a sense
of guilt for turning their backs on
their dinger when the market was
flooded with four-stroke technology
a decade ago? But until Yamaha can
sort ADR compliance for this new
model, the breadth of its appeal
will remain limited.

PROFILE
CHAD REED

70

++++

JASON WEIGANDT

++++

SIMON CUDBY,
RACERX

RESUMES
++++++++++
On the eve of Chad Reeds homecoming for the AUS-X Open
in Sydney, our exclusive interview with the 33-year-old
Aussie suggests little has changed. After 14 AMA seasons,
hes still outspoken, fired up and ready to do battle with
his longest-standing racing rival, James Stewart.

he end of the 2015 AMA

season sent Chad Reed into an
intervention and a reinvention.
The world around him dictated
that his impactful, inspiring effort with
TwoTwo Motorsports had to be wound up,
and that left him shopping for a new bike
brand and fighting back questions about
his age. But these are familiar battles for
Reed, who has risen above such challenges
time and again. And as he relaunches
himself at the much-hyped AUS-X Open
at Allphones Arena in Sydney at the end

of November, hell find another familiar

challenge ahead: James Stewart, the other
half of the greatest rivalry in the history
of the sport. Stewart is also coming
Down Under for AUS-X Open, and also
relaunching his career after a 16-month
suspension handed down by the FIM.
Yep, times change, but Reed versus
Stewart never does. Transmotos USA
Correspondent, Jason Weigandt,
spoke with Reedy to get his take on the
rivalry, the race, and whether the word
retirement has entered his vocabulary.

71

PROFILE
CHAD REED

The duos erce rivalry

began way back in 2002
Reed aboard a YZ250F,
James on a KX125.

Chad Reed and James

Stewart battling in Australia.
Sounds like this will be an epic
event. What even led you to do
this race in the first place?
CR: I always try to do one race in
Australia per year, I obviously have a
massive following there and its were
my roots are. Also its the one excuse
I get to guarantee myself that I get
to see my family and friends. I was in
the loop with the project before it was
even a reality, and I think with the
current state of racing in Australia
from where it was when I raced there,
to when I was involved with the series
as a promoter, to where things are now
that this is a sustainable event for the
future. Its run at Allphones Arena, in
the Olympic Park precinct of Sydney,
and Im excited about it.
You first ran a prototype of the
TwoTwo team at the Super X series
in Oz in 2010, and it seemed like

72

that vibe carried you forward,

even into the US scene.
Racing in the off-season is one thing
that I wanted to do more of this
year. When you do motocross and
supercross in the US, youre on one
schedule, and its based on trying to get
as much rest and as little travel as you
can. Thats how gnarly the season is. In
my situation, as soon as I found out Id
miss the rest of the Outdoors, I knew
I could do things like this, and yeah,
I think it does help rejuvenate you
moving forward. Its going to be fun.
Were you part of the process to
bring James over?
I wasnt a part of James coming over,
but Im supportive of it. James and
I obviously have a ton of history. Its
going to be neat for Australian fans
to have James and I down there
together, thats for sure.
Yeah, but where are you guys right
now? Will you have to avoid each

other during every moment of the

trip, or can you stand in the same
spotlight? So much has happened
between you two at this point, so
is it possible to coexist?
Its been a never-ending thing between
him and me. One minute were cool,
the next minute were not. It is what
it is. Were just competitive. You have
two individuals who have been around
for the same amount of time. My first
year in the US was his first year as a
Pro, and neither one of us want to lose.
Thats it. Thats all it is. The end result
is that were always finding each other
on the race track, and thats a good
thing. Thats healthy. Theres a reason
why the two of us are by far the two
most popular guys out there. We race,
we battle, we have personality and
we show it. I think people love that
and they look back at us and see us
as the last of that era. We raced
against Ricky [Carmichael] and a

lot of the other great riders, and were

still around. So whenever we can
get to the pointy end of the field, the
fans love it. I remember last year at
Anaheim 2, the first race I won that
year, just how gnarly the fans were.
They were absolutely incredible! It
was a throwback weekend and we
ended up battling for the lead and it
was an amazing night. For me, I dont
have a problem with James. If he
needs any help or advice while hes
in Australia, Id be glad to help him.
Sure, we have our differences and
whatnot, but thats just part of it.
The American fans never really
treated you as an evil foreigner,
but did you ever wish you could
switch roles with James ... where
you get to be the hometown guy?
We all know the peak of the world
scene is Europe and the US, so
realistically thinking that I would
ever race him in Australia wasnt

Of all the heated battles

between Reed and Stewart,
the Jacksonville Supercross
in 09 was the most intense.

++++++++++
Its been a never-ending thing
between James and me. One
minute were cool, the next
minute were not. It is what it is.
Were just competitive.

something that came to mind. But at

the same time, you see it happening.
Look at when RV [Ryan Villopoto]
went to Europe; it was more difficult
and he wasnt the same guy we all
knew. I had to adapt to so much at a
young age, and Ive been travelling
the world since I was 11. Being away
from home is kind of like my normal,
but there is still a comfort in being at
home. I always looked at Ricky and
James and the fact their life as they
know it never really had to change.
Their parents, their houses, their
property, all they ever had to deal with
is going to the races. Im excited, but
going to Australia is in some ways as
foreign to me as it is to James. Yeah, Ill
have my family around, but its not like
I have my truck. I have to get bikes just
like James does, and certain pieces
for the bike. So its not a complete
advantage for me, but it definitely will
be nice to have the roles reversed a bit.

James was on the radar in the

United States when he was like
five years old. But did you know
about him? Did you know he was
a guy youd have to compete with?
Ive always wondered that.
Well, I knew who he was. I grew up
in Oz and the Fox Terrafirma videos
were always a big hit. He was a big
Fox guy. But other than that, I didnt
really know anything of him. He
was younger than me and I knew
he was a badass kid, but other than
that, Jeremy [McGrath], Ricky
[Carmichael], Ezra Lusk, Mike
LaRocco, Tim Ferry ... they were the
go-to American guys I always wanted
to race. Ive raced James the whole
time. Hes totally my era hes only
two-and-a-half years younger than
me but when I was coming up, he
hadnt established himself as a Pro yet.
Youve been through a lot lately a
shoulder injury, team shut down,

73

PROFILE
CHAD REED

+ + ++++++++

now a new bike and team. How

ready will you be?
Ill be ready. My shoulder and my
body feels good. Ive been really
focused on myself, trying to recover
from the last year-and-a-half, when
I just spread myself too thin. Now,
I get to be selfish again, be an athlete
again, do things that add up to being a
better racer. Team stuff like wrapping
it up and selling off the assets is still
ongoing, but Ive had a lot of me time
and family time.
When you owned a team, you had
to keep racing because you had a
staff who you were responsible
for. You no longer have that
weight on your shoulders. During
the downtime, was there ever
a moment where you said, You
know, I like just hanging out with

the family; I dont have to race;

I dont know if I want to ramp
this up again?
The thought of retiring never crossed
my mind. The decision to shut down
TwoTwo didnt happen overnight.
It happened over about a year, to be
honest. When I came out of shoulder
surgery last year, there were certain
circumstances that happened literally
the moment I woke up from surgery.
It seemed like our world was falling
apart at that time, and its been a battle
since then, during which time Ive
really been questioning it. The wife
wanted out right away, but I battled.
I really think that in 2014, I had a great
shot at that supercross championship.
We won two of the first five races and
we were one point behind when I
crashed. I wanted to give myself one

more shot and I was committed to it.

Sponsors wanted another rider, so
sponsors stepped up and covered most
of it [for Josh Grant], but I covered
some. Like always, a few deals fell
through at the eleventh hour. Then
its like survival at that point and you
just deal with it. As the weeks went
by, I found myself not as focused
on the job as I needed to be. I was
losing the energy and enthusiasm for
running the team, and that was going
on right through supercross. After
the supercross season, I started to
talk to some potential new sponsors.
There were some really great new
options for the team, but it was kind of
frowned upon from the point of view
of the industry and the promoters.
That was kind of the final straw. I
love it, I dont want to retire, and I

GIBERSON

Theres a reason why the two of

us are by far the two most popular
guys out there. We race, we battle,
we have personality and we show
it. I think people love that.

REED vs STEW: THROUGH THE YEARS...

ANAHEIM SUPERCROSS, 2002:
Coincidentally, James Stewarts
rst professional race came on
the same night as Chad Reeds US
debut, and theyve been locked
together since. At Anaheim 1,
2002, Reed had a cameo ride in
the (premier) 250cc class and ran
second before crashing to sixth.
Stewart started nearly last in the
125s and blazed to second. One
night, and the birth of two stars.
LAS VEGAS SUPERCROSS, 2002:
Reed would go on to dominate the
125 East Supercross division, and
Stewart would crash and win his
way to second in the West. They
nally met head-to-head at the
East/West Shootout in Las Vegas,
74

where Stewart got out front early

and Reedy couldnt catch him.
UNADILLA MOTOCROSS, 2002:
Reed, armed with Grand Prix
experience and a YZ250F, was
an Outdoor favorite, but Stewart
soon proved mind-blowingly fast
on his KX125. Reed mentioned
he could challenge Stewart if
he could start with him, so at
Unadilla, Stewart slowed down
to let Reed pass him, only to
wick it back up and pull away
again. The bad blood begins!
ORLANDO SUPERCROSS, 2005:
Reed was the defending 250cc
Supercross Champion when
Stewart entered the class (only
to break his arm in practice at

Round 2). James then made a

comeback in Orlando, where he
led Ricky Carmichael and Reed
for a bit. Carmichael crashed,
Stewart crashed, and Reed pulled
through for the win. The recipe
for future James/Chad battles
had been established.
SEATTLE SUPERCROSS, 2005:
Stewart runs into Reed in the
rst turn, knocking Chad down
and costing him valuable
championship points. Stewart wins,
Chad goes on the DMXSradio.com
internet show and says he wanted
to rip his head off for the move.
ST. LOUIS SUPERCROSS, 2006:
The 450cc four-strokes are now
the rage. Stewart and Carmichael

are ying while Reed seems

to struggle with his Yamaha.
But on this night, Carmichael
and Stewart crash out of a race,
and Reed wins to take the points
lead. Mr Consistent versus The
COW (Crash Or Win).
LAS VEGAS SUPERCROSS, 2006:
The closest supercross series
nale ever, with Carmichael,
Stewart and Reed separated by
just ve points. Carmichael and
Stewart are in alignment in this
one, as Stewart wins the race and
collects the FIM World Supercross
title, and Carmichael nishes
second and wins the coveted AMA
Supercross Championship. Reed
takes a hit from Carmichaels

Suzuki teammate, Ivan Tedesco, and

ends up third, while Stewart and
Carmichael celebrated arm in arm
at the nish, right in front of Reed.
TORONTO SUPERCROSS, 2006:
The mid-December opener for the
2007 season gets crazy. Reed is
much improved on his Yamaha
450 this time and leads for a while
until Stewart catches him. They
bump and Stewart goes ying off
the track, then re-enters without
looking and gets landed on by
Travis Preston. Reed goes on to
win, Stewart jacks up his ankle.
ANAHEIM 3 SUPERCROSS, 2007:
Reed crashes days before the
Anaheim AMA opener and limps
out of Anaheim with a third, but

The two rivals memorable

2011 Dallas Cowboys Stadium
crash, after which Reed lost
his lead in the title chase.

hes not on his game most of the

season. With Carmichael heading
to retirement, Stewart dominates
most of the races. At Anaheim 3,
Reed gives him a challenge, so
Stewart gives him a shove into
the hay bales and takes the win.
ST. LOUIS SUPERCROSS, 2007:
Stewart tries to make a pass, Reed
slices back inside and takes them
both down. Reed gets up rst, but
Stewart catches him, then waits for
the same corner to pass him back
with some contact. Then the two
argue on the track after the race.
ANAHEIM 1 SUPERCROSS, 2009:
Team Kawasaki doesnt want
Stewart back (they place their
bet on Ryan Villopoto) so he shacks
up with San Manuel Yamaha the
team Reed has just left on bad
terms! Chad goes to Rockstar

Suzuki and wants revenge.

Hes on the gas at the Anaheim
opener and passes Stewart. James
passes him back, bobbles in the
whoops and Reed smashes into
him. Stews night is done, Reed
recovers for third, and the points
chase is on. This season would be
a back-and-forth drama-fest, as
heated as weve ever seen it.
JACKSONVILLE SUPERCROSS,
2009: Stewart wins his way
back into contention, but then
crashes some, too, making this
late-season race critical. Stewart
makes a pass, Reed runs him high,
Stewart applies more contact and
rips the fork guard off of Reeds
bike. Stewart wins, but an angry
Reed grabs the back of James
jersey after the race and yells
at him. Theres also the now

infamous podium stare-down

and this wasnt even the craziest
moment of the season.
SALT LAKE CITY SUPERCROSS,
2009: Another big battle, but
suddenly Stewarts teammate
Kyle Chisholm, a lap down, runs
Reed high in a corner. Stewart
pulls away from that point, and
all hell breaks loose after the
race. Stewart no-shows the
next weeks season-nale press
conference, so Chad is free to tee
off with a ten-minute trash talk
session. In the Vegas nal, Reed
passes Stewart and gives him a
shove, but James stays up and
holds on for the championship.
PHOENIX SUPERCROSS, 2010:
Ready? Stewart crashes in his
heat race and breaks his wrist,
but races the main anyway.

Reed and Stewart run into each

other and both go down, Stewarts
bike lands on Reeds hand and
breaks it. Reed shoves Stewart
off of him, and pulls off the track
and heads to the medic trailer.
Stewart heads to the pits and kicks
Reeds bike off the stand. Reed is
suspended for a race by the AMA,
until they realise his shove was
due to the pain in his hand. It ends
up a disaster of a season for both
riders. Incidentally, the hand injury
puts an end to Reeds incredible
record of not missing a race since
his rookie season in 2003.
ATLANTA SUPERCROSS, 2011:
Reed leads the whole way on his
new TwoTwo Motorsports Honda
until Stewart sticks a pass on him.
Now its the last lap, so Reed slices
deep inside in a bowl turn, they

collide and both go down.

Just like old times!
DALLAS SUPERCROSS, 2011:
Reeds the points leader on his
upstart team, until Stewart gets
buck wild in the whoops and
smashes into him.
ANAHEIM 2 SUPERCROSS, 2014:
Monster Energy Supercross
hosts the annual retro night,
and it sure is as Reed sticks a
late pass on Stewart to take the
win, his rst since 2012. For these
battle-hardened warriors, though,
something is different on the
podium: respect, as they shake
hands. Reed would win another
race before hurting his shoulder,
Stewart would go on a run and
notch ve wins that season.
The old warhorses still have it,
and they still have each other.
75

PROFILE
CHAD REED

Its easy to forget that,

earlier this year, Reedy
won the Atlanta Supercross.
In fact, he led all 20 laps.

++++++++++
When I led all 20 laps and won the
Atlanta Supercross this year, its
not like there was some special
magic thing that happened. I just
got a start and rode to my potential
and I won.

wanted to be a better racer, and to do

that I needed to not be so committed
behind the scenes. Being an athlete,
youre very protected; youre focused
on performance, and the team keeps
all the BS away from you for the most
part. I just think that running the team
made me realise theres no security
there. In these types of private teams,
its not sustainable to compete at the
level I want to compete at. As bike sales
return, the manufacturers pull back
support and move ahead on their own
projects. It makes it so tough. I just
want to be a racer again. I want
to be ignorant to those things, show
up, smile, wave and race a dirt bike.
As the TwoTwo team was so
successful from the start, did

people overlook just how hard it

was to run a team and win races
at the same time?
Racing in general can go left or right.
I think in 2012, its all the shoulda
woulda coulda, but if we made a left
turn, we challenge for the win in Dallas
[where Chad crashed hard while dicing
with Villopoto], we challenge for the
championship. You win races, people
are happy, you ride the wave. And
we could be having a very different
conversation right now. As it worked
out, it went the opposite direction.
I got hurt in Dallas, we lost a sponsor,
youre on your back foot, the next year
Honda releases an all-new bike I just
couldnt come to grips with, then you
have to go back to buying bikes and

77

PROFILE
CHAD REED

+++++++++++
Im one of very few people in the
industry who actually sells products
for sponsors. Im not okay with
killing it for a brand and them taking
advantage of me. That ate at me.
parts. You cant run a multi-million
dollar program buying motorcycles.
That doesnt make sense. Im one of
very few people in the industry who
actually sells products for sponsors,
and at the end of the day, Im spending
money to buy them. Im not okay with
killing it for a brand and them sort of
taking advantage of me. That ate at me.
So can we really judge your abilities
right now based on what we saw in
the 2015 season?
From my side of the fence, 2015 was
a disaster. Showing up in supercross
and getting tenths is not worth my
effort. And thats sad, because tenth
in the world isnt terrible. But I want
to be on the podium and have a shot
at championships. Thats all Im there
for. If Im short of that and Im just
out there making up the numbers,

78

Im out. What people dont realise is

that, every year my age gets questioned
more and more, and last year I was only
on the podium twice. There will always
be haters and theyll always question
everything, but still, the list of people
who won races in 2015 is very small,
and I was on it. Nothing has changed.
So, like I said a year ago, maybe Im
delusional, maybe Im crazy hey,
theres some truth to all of that but
I think I can still do it. When I won
that race this year [Round 8 at Atlanta,
where Chad led all 20 laps], its not like
there was some special magic thing that
happened. I just got a start and rode
to my potential and I won. Thats my
opinion. So when its all said and done,
if Im in the game mentally and do my
work, I can show up and still win races
and challenge for a championship.

REED vs STEWART BY THE NUMBERS...

REED
SUPERCROSS
Pro seasons in US
AMA SX Championships
AMA 125cc SX Championships
AMA SX 450cc Wins
AMA SX 450cc Podiums
AMA SX 450cc Starts
Win %
Podium %
Top 5 %
Top 10 %
Missed Races %
MOTOCROSS
AMA 125cc MX Championships
AMA 450cc MX Championships
AMA MX Wins
AMA MX Podiums

STEWART

14
2
1
44
124
170
26%
73%
87%
96%
16%

14
2
2
50
73
119
42%
61%
75%
93%
34%

0
1
11
51

2
1
48
66

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80

BIKE
DISSECTED

MEOS

MIDDLE
CHILD
KTM has amassed countless EWC titles, but the
blue-ribbon E2-class win has continued to elude
their 350cc machine. Until now, that is. Frenchman
Antoine Meo has nally taken KTMs worldwide
showroom success story, the 350EXC-F, to its
maiden Enduro 2 World Championship win.
FUTURE7MEDIA

BIKE: KTM 350EXC-F

TEAM: KTM Enduro Factory Racing
MANAGER: Fabio Farioli
RIDER: Antoine Meo
MECHANIC: Francesco Vardanega

iven that Antonio Cairoli

and his 350SX-F have
handed KTM multiple
MXGP World Championship wins
in recent years, its hard to believe
that the Austrian manufacturer
has only just notched up its maiden
350cc-powered Enduro World
Championship (EWC) title. In
2015, thanks to the super-fast
Frenchman Antoine Meo, KTMs
350EXC-F finally secured the
Enduro 2 title, almost five years
after the mid-capacity model
first appeared on the scene.
Figuring out exactly how to best
set up this not a 250, not a 450
machine for off-road use while
competing against some seriously onform competition hasnt been easy,
even for the highly accomplished
KTM Enduro Factory Racing team.
So its taken a little longer than KTM
would have liked for its 350 to secure

the blue-ribbon EWC title. But in

2015, Meo came out swinging and
absolutely owned it. He put his near
career-ending wrist injury from 2014
behind him and became a faster,
smoother and smarter racer than
ever before. Twelve months ago, it
was Husqvarnas Pela Renet who
was getting everything right while
Meo struggled. This year, with a
revised bike set-up, Meo held the
upper hand from the EWC series
opener in Chile to the penultimate
day of the championship in France,
where he secured the title.
So, what changed this season?
Was it the rider or his bike? Well, it
was kind of both. Aside from the fact
a mellower engine setting allowed
Meo to ride his 350 harder and faster,
this years race bike is the product
of much fine-tuning and lessons
learned. Heres an insight into what
makes this trick factory 350 tick.

81

BIKE
DISSECTED

SUSPENSION

COCKPIT
Meos workstation is fairly conventional. He runs a Renthal
999 handlebar and a seat with harder foam and a grippier
cover. A 7.5-litre fuel tank off a motocross model replaces
the 350EXC-Fs standard 9.5L unit (though KTM makes it
transparent so that fuel levels can be checked quickly and
easily). One of Meos favourite components is the Neken
SFS triple clamps as the top clamp offers an extra 10mm
of handlebar travel and two small shock absorbers which
he runs with the standard 22mm offset. Titanium footpegs
are made by Raptor and positioned 5mm further back than
standard to create the exact riding position Meo was after.

For a former motocrosser with such an aggressive riding

style, you wouldnt expect Meos factory WP suspension
to be anything but very rm. He runs WPs 52mm conevalve fork and a TRAX rear shock, with both the fork and
shock designed to work best when pushed hard. Meos
mechanic points out that the damping mods are focused
largely on ensuring the suspension at both ends gives
Antoine condence. After a tough 2014 season, the
team started this years EWC with a different mindset.
And after ditching the traction control system, Meo has
been more than happy with his suspension settings.

DRIVETRAIN
Meos 350EXC-F runs a close-ratio six-speed gearbox that
arrives directly from the factory motocross bikes. Its got
a taller rst gear, and a shorter sixth. The team started
last year with 13/49 nal gearing, but for most of 2015
theyve been running a 13/50 combo. A Supersprox rear
sprocket is used, featuring heavy-duty steel teeth for
guaranteed durability, especially in muddy conditions. The
O-Ring chain is made by Regina, with a rivet link to reduce
the chances of a breakage. The extra strength chain guard
is produced by TM Designworks and bolted on to a special
aluminium swingarm case that Neken provides the team.

COOLING
To improve the efciency
of the 350cc powerplants
cooling system, the team
uses a pair of larger-capacity
radiators from KTMs SXS
line-up (which can be found in
KTMs PowerParts catalogue).
An automatic radiator fan is
always placed on the right side
of Meos bike. The system works
with the help of a thermostat
rather than an external switch.
The fan is engaged every time
the engine temperature goes
above 90 degrees Celsius.

ENGINE
We started with an EXC-F enduro engine and then swapped lots of parts from our
motocross engines, explains Meos mechanic, Francesco Vardanega. Fitted with a
special Pankl piston and a motocross models crankshaft and camshafts, Meos mill has
plenty of similarities with Tony Cairolis previous-generation 350SX-F engine. Even the
ignition comes from the motocross bike, with the smaller rotor making just enough power
(though, as Vardanega points out, Itd be better not to run all day with the lights on).
One thing designed specically for enduro use is the Hinson ultra-progressive clutch.

82

FUEL INJECTION
The Keihin throttle body retains the standard 42mm diameter, but its injector sprays
fuel from the bottom up, instead of from the top. Its been proved that this set-up
generates much improved power delivery and throttle response at lower revs, and has
already been applied to KTMs motocross engines (albeit with larger 44mm injectors).
The team has spent a lot of development time with a variable mapping system, which
was supposed to work as a kind of traction control. But after Meos tough 2014 season,
it was ditched in favour of an engine with two basic ignition maps smooth and powerful.

BRAKES

EXHAUST

Always wanting a little extra power from his front brake,

Meo made KTMs mechanics develop a personalised set-up.
Using an improved calliper (from Brembos factory line) and
a longer lever, the front brake offers some serious stopping
power. The team also uses new discs, developed by
Brembo. Theyre the standard diameter but have an all-new
design to ensure superior heat resistance. The rear disc
provides an extra-progressive feel when braking because
Meo nds the standard rear brake too aggressive.

Slovenian manufacturer Akrapovic develops the exhaust

system for Meos 350EXC-F. With the team relying on a
mostly standard aftermarket silencer, most of the work
is focused on the header pipe. The Akrapovic system
is especially designed for the 350EXC-F. Its got larger
diameter tubing and a completely revamped design
throughout. Early in the year, Meo did test a header with a
special resonance chamber (similar to the one found on the
production motocross bikes), but settled on this system.

WHEELS & TYRES

Excel rims are matched with extra high-strength spokes
and hubs from Haan, while Metzeler provides the Six Days
Extreme tyres and mousse tubes. Meo can select between
two different mousse options for the front wheel one
soft and the other a little rmer while theres only one
available for the rear, which, depending on the type of
terrain, might be new or slightly used. Meo makes sure
he spends some time training with new rear mousses so
that he can get the desired softness out of them.

83

BIKE
DISSECTED

VARDANEGA, ON MEOS SET-UP

ith Antoines injury last year

restricting movement in his
right wrist, we had to make a few
special adjustments to the bike. First of
all, Antoine loves the Neken SFS triple
clamp set-up, which works like extra
suspension. The system works with
compressed air. We have the possibility
of putting anything from 3 to 5 Bar
of pressure in them, but we normally
stick to 4.5. We also use a special
throttle cable with a smaller-sized
reel that reduces the throttle twist. Its
developed by the guys in KTMs R&D
department and Antoine loves it.
Antoine wants an engine with
a strong power delivery from the
bottom, but which also gives plenty

84

of horsepower at high RPM. Id say

our engine can be easily compared
to the standard 450EXC engine in
terms of power. Probably the most
remarkable thing on Antoines bike
is how hard he wants his suspension
set-up to be. Hes a rider who attacks
all the time so he needs a bike to
make him feel safe in any kind of
conditions. It might be a bit more
tiring in the long transport sections,
but when it comes to the special tests,
its to the point. Antoine also wants
a super-powerful front brake, so
weve made some adjustments to the
caliper for that, and were also using
a longer brake lever and a master
cylinder from the previous model.

MEO, ON THE 350EXC-F

hen I first tested the

350EXC-F two years ago,
I knew we had to work hard to
make it a championship contender.
We had a bike with lots and lots of
power and an extremely light feeling,
but it wasnt anything like the
450EXC, which had plenty of
torque and could get its power
to the ground to find traction.
We spent way too much time in
2014 developing a variable mapping
system, which worked like a traction
control. Traction was great at low
RPMs, but past the mid-range a big
amount of power reached the rear
wheel. It was like a turbo-boosted
engine that made me loose traction

a lot. We gave this system too much

confidence and as my battle with
Pela Renet was raging last year, we
didnt have time to focus on the bike.
Spending five months away
from racing due to injury actually
helped understand wed gone in
the wrong direction with the bike.
So in 2015 we started all over again.
We removed the mapping system and
I started trying to get a better feeling
for traction with my right hand. With
the support of some great people
from the team, we managed to build
a bike that gave me the confidence
to win the title and to give back to
KTM for all the hard work theyve
done over the past few years.

LEAP
FROG!

86

Halfway through this years FIM Motocross World

Championship, people began to ask questions about
this lightning quick French rider, and how the hell
his surname was pronounced. By seasons end,
23-year-old Romain Febvre was being compared to
the sports all-time greats. Transmotos David Bulmer
tracks the story of this MXGP rookies astonishing
journey from relative obscurity to world champion.
DAVID BULMER

RAY ARCHER, RINALDI YAMAHA

PROFILE
ROMAIN FEBVRE

obody thought Romain Febvre would be a podium guy, let alone

predict hed go on to dominate the 2015 MXGP World Championship
and then school everybody at the Motocross of Nations. In fact, with
all the hype surrounding this years much-anticipated showdown
between Ryan Villopoto and Tony Cairoli, very little was even made
of the French rookie. After being forced to step up into the MXGP class this season
due to the controversial age-limit rule, Febvre wasnt even the main guy in his own
team; Jeremy van Horebeek took that honour after an excellent 2014 season, and it
was the Belgian who got all of the pre-season press for Yamaha.
Yes, flying under the radar is a phrase that fits Romain Febvre not just this
season, but for his entire career. At the beginning of this years championship,
few people knew too much about the 23-year-old, other than the fact he was a
successful supermoto rider and even that is something the humble, hard-working,
enigmatic Frenchman doesnt go out of his way to speak about.
When Transmoto's Europe-based MXGP Insider columnist, David Bulmer, sat
down over breakfast with Febvre at the championships penultimate round in
Mexico, the rider whod quickly become Yamahas main man may have been wearing
two-day old clothes (thanks to the airline losing his luggage), but there was no getting
away from the smile that almost permanently adorned his face. Despite the growing
media obligations and the fact hes not nearly as confident with his English as he
is on a dirt bike, Febvre is loving life. And he has absolutely no problem talking
about his motocross career; a journey that has been anything but ordinary

87

After winning the title, its been a bit difficult

dealing with all the media and obligations.
But this is a good problem to have because
after the season, it will become quiet again.

Is it true that with your

birthday being on December
31, you were actually just a few
hours too old for the MX2 class
this year, and had no option but
to step up into the MXGP class?
RF: Yeah, I think so. Im not sure if
the cut-off is January 1 or the first
race on the championship [the cutoff is January 1], but anyway I was
too old. Last year, I was a little bit
disappointed. But with the results
Ive been getting this year, Im happy
to be racing in the MXGP class.
No doubt! That said, at one stage
you were almost 70 points down
on the red plate holder. Were
you even thinking about the
championship at that stage?
Until Germany when I got the
red plate, I didnt think about the
championship at all. Not even
afterwards. I wasnt even looking
at other riders results. I was just
88

looking at my progression; what I

needed to do to be better and better.
With such a long season, I was just
looking to score as many points as
I could in every moto. And if I had no
injuries and no DNFs, then for sure
it would be a great year. And a great
result! But for me, the moment I got
the red plate, I knew I could keep it
until the end of the season.
Throughout your career, you
havent won too many races,
and even when you won the EMX
title in 2011, you only won one
moto. What was it like to win that
first MXGP race in Great Britain
and then follow it up with the
Overall in France, in front of
your home fans?
It was great. In Great Britain, I
didnt have a good feeling in the first
moto and I finished seventh. I was
really disappointed because I knew
I had the speed, but I was just stuck

behind some riders and I could not

pass. So I was just pissed off. But for
sure, the second moto went pretty
good. I had a good start and just I
passed everyone. I passed Cairoli,
Nagl, Paulin and Desalle to take the
lead. I was the happiest guy on the
track. That moto showed me that
I could do it. Then at the French
GP, I had not so much pressure
because I think everyone had
bigger expectations for Gautier
Paulin. So I just turned up thinking
like this, and obviously I ended up
winning my first GP in France. It
was just amazing. After that, I got
more confidence. I felt that I could
win on every track even in the
Belgian sand at Lommel, I felt
that I had the speed. Sure, I made
some mistakes. But in Assen, I won
the second moto and proved that
I can have the speed on every track.
And that is the most important thing

for this championship.

When you won that EMX title, it
actually came down to the final
round in Lommel and you only
just scored enough points. Is that
when you realised you needed to
improve your speed in sand in
order to progress your career?
Yeah, for sure. Lommel in 2011 was
not good. I think I got both holeshots
and yet I finished 13th without any
crashes. So thats not good [He went
16-13, winning the title by 3 points].
I didnt practice at all in the sand, so
when I signed the first year in MX2
with the Jacky Martens team, I knew
that I needed to live in Belgium. I
knew it would be good for my career.
I knew that most of the top riders
lived or stayed there, so I stayed in
Belgium all the winter and all the
season. It was obvious that I needed
to practice in the sand in all weather
conditions. Now I look back and

PROFILE
ROMAIN FEBVRE

MANAGERS
PERSPECTIVES...
ERIC EGGINS

In Qatar, passing Villopoto there gave me a boost. Then

in Great Britain, when I passed Cairoli, Nagl, Paulin and
Desalle to take the lead, it showed me that I could do it.

MOTOCROSS RACING MANAGER,

YAMAHA EUROPE
What is Romain like to work
with, Eric?
He is always giving it 100 percent.
And he gives 100 percent in the right
way as well, which makes him very
nice to work with. It is great to have
Romain on Yamaha. Basically, he has
the willingness to improve and the
willingness to win ... or to get better,
lets say. To understand what you
need to do differently for the next
time, he is very quick to learn based
on his own feeling, and also based
on the teams feedback. Plus and
this is the most important thing he
wants to ride. He likes riding and
he likes what he does, and this is
noticeable in his results.
After the early part of the season,
where Romain was quite a way off
the pace, what was the feeling
within the team?
We knew the winter was tough for
him. But compared to the early
season results of the other rookies
in the class, Romain showed the
motivation and the ability to learn.
We saw this because the gap from
him to the top riders narrowed very
quickly. And when he started to beat
guys who have won GPs with all of
them very close in speed that was
a great sign. That progression just
continued, but in a controlled way.
This is how Romain is; he just keeps
improving. Weve all seen what he
did this year with the guys he raced,
so all we can do is go to work and
learn more for next season.

JACKY MARTENS
TEAM MANAGER, JACKY MARTENS
HUSQVARNA
You were team manager for Romain
for a couple years. What was he
like to be the boss of?
When Romain arrived on the team
in 2012, everything was new for
him because he had never been on
a factory team. He started from
complete zero. He began learning
about suspension and engine set-up
and everything you need to feel good
on the bike. So in that rst year, we
tested a lot with him. For sure, it was
not easy because with a new rider
and a new bike, we had to learn about
the technique with the machine
and about his own riding technique.
During those two years, you could
see the improvement in his riding
and his results. Basically, hes doing
exactly what we told him. And when
[Continued p87]

89

A few years ago, I was not fast in the sand. I knew

that I needed to move to Belgium, where a lot of
the top riders are based. Im really happy I
came to Belgium, which is where I still live.

Im really happy I came to Belgium,

which is where I still live.
Later in 2011, you went over
to America and you raced the
Mini Os. You did all right, too.
Why did you go and what was
that experience like?
It was good. It was my dream to
go there; the same dream a lot of
young riders aspire to. I had the
opportunity to go there with some
friends, but lets say we went not
for the result; we went more for
the holiday and to do some riding
at what we knew would be a good
event. It was actually six days
racing three days motocross and
three days supercross. It was really
difficult because Id never ridden
supercross before, but the result
was not that bad. I think I got a fifth
or sixth and then I had a DNF after
having a problem with the bike.
All the riders who finished in front
90

of me there, now race the Lites

class in America guys like Justin
Hill, Jeremy Martin, Jessy Nelson,
etcetera. It was a good experience to
go there, and the supercross stood
out as something special.
Earlier this year, you got to
face another American, Ryan
Villopoto, in your rookie season
in the MXGP class. What
were your thoughts about the
championship's opening round
in Qatar, where you actually
passed RV in that second moto?
My 6-7 result at Qatar was great
because I was not expecting
more than this. And I felt I rode
consistently for both motos. It might
sound funny to say I was happy with
a 6-7 result now. But at that time, the
team and me were just so happy
about the result, about my speed and
consistency, about everything. We
knew I was not as ready or prepared

as the other riders. We knew I could

improve a lot from Qatar. Yes, maybe
my pass on Villopoto there gave me
some sort of boost. But after the
second round in Thailand, Villopoto
was strong so I was not expecting
much more.
We talked about you winning in
France. But then, a round later
in Maggiora, Italy, you had your
biggest crash of the year, which
could have easily ended your
season. Did that change your
outlook on the championship
at all?
Yeah, for sure. I was really pleased
that I was not injured because it was
a huge crash, and it was my mistake.
What I leaned from that crash is
that I risked a lot just to make up
one position. Even if I didnt get an
injury, the crash could have ended
the race with a bike problem. I was
so pleased that I was not injured and

I still won the GP, but it changed

my approach a little bit.
From that moment, you went
from strength to strength,
winning lots of races, and
eventually winning the
championship with two
rounds to spare at the new
GP in Assen, Netherlands.
Talk about that feeling.
The feeling is unbelievable.
I did everything to become world
champion one day and Ive been
dreaming of the day ever since I
started riding. So its really good.
Its really good for the team, and
also really good for Yamaha. I think
it was eight years since Yamaha had
won the title, so its nice they did it
with me. I think it also shows that
I can perform under the pressure.
I hope for more championship wins
in the future.
In the weeks following the title

PROFILE
ROMAIN FEBVRE
you see that in his riding, it gives
you a good feeling.
Has it come as a surprise that
he's been able to get on the 450
and be so competitive so quickly?
Not really. Hes been riding a lot on
450cc-plus supermoto bikes, so hes
used to big power. He just has the
technique. And when you know how
to handle all the technical points,
then it doesnt matter whether its a
big bike or a small bike. It all depends
on the vision you have of yourself.
Was it frustrating that you couldnt
retain him on your new team, or
was that out of your control?
We are an MX2 team. I wanted to
keep Febvre, but one of my sponsors
insisted they wanted Alexandr
Tonkov. I explained that Febvre had
begun to do what we were waiting
for, but I had no choice. I had to let
him go. Its a shame as I knew he
was good; otherwise I wouldnt have
started with him two-and-a-half
years ago. But it is how it is. For
sure, its a nice feeling to know that
a lot of his success came from our
experience and our teaching. I am
happy for Romain because hes a very
hard worker. Hes always focused
on his tness, on his riding, on his
technique. He has the mentality of
a winner and a professional.

ROGER HARVEY
GENERAL MANAGER (MXGP), HRC
Romain became world champion
in his rookie year in the premier
class. Put that achievement into
perspective for us, Roger.
To be honest, its quite amazing.
He rode a 250 nicely but he took
to the 450 incredibly well. And all
credit to him. Hes worked hard and
hes fought hard, and you can see
hes done his homework. There were
a few indications during early season
when the team was testing and
training that the 450 would suit
him down to the ground. But to
come and do that in his rst year?
Well, nobody was expecting it.
Congratulations to the guy.
Is Romain someone youve looked
at as a prospective signing?
He came up as a consideration for
Honda, but not HRC because we
were a long way down the track
with existing negotiations. And
based on Romains 250 record,
you would not have expected to see
him do what hes done on the 450.
So, we looked at him, but it didnt
really go any further than that.
Looking ahead, do you think hes
the sort of rider wholl be able to
cope with the pressure that comes
with being the champion; the guy
with the number one plate who
everyone is gunning for?
Yeah, I think he can handle that,
[Continued p89]

91

I think it has been eight years since Yamaha

won the MXGP world title, so its really nice
they did it with me as the rider.

win, how has it been to be living

as a world champion? Is there a
lot more to deal with now?
For sure its a huge obligation
for the media, for the journalists,
for everyone. Much more of an
obligation than I was expecting. Im
not so used to the media and sponsor
commitments, so it has been a bit
difficult dealing with all the phone
calls. But its the job. I understand

that. And when you have this

problem, I think its a good problem
to have. At the moment, I need to
deal with all that attention. But after
the season, it will be quiet again.
Not so quickly, though. In two
weeks, its going to be as crazy
as its ever going to be. Are you
ready for the Motocross of
Nations in Erne with all that
pressure; all those French fans

expecting you guys to win?

Yeah, I am so pleased to be racing
there. My first goal was the world
championship. Now thats done, I
can enjoy the moment and the really
good feeling I get from that. I feel
that I will not have any pressure in
Erne because, like I said, my goal
was the championship. I achieved
that, and everything after that
is enjoyable. I have no pressure,

nothing. I like to be in this position.

For sure, I will try to enjoy the
experience of racing in Erne with
all the public support. It will be really
amazing for the French team, I think.
We will try our best to win again.
But we will see. I was a spectator in
2005 the last time the Motocross
of Nations was held in Erne so
Im sure it will be extra special at
that venue this time around.

MXoN POSTSCRIPT...

f course, the 2015 Motocross of Nations in Erne, France, is now in the

history books, with the event being a massive success, and the crowd
breaking all records as they cheered on the home team to victory. Romain
Febvre played a vital role in that win, joining an elite list of riders to have won
both motos at the event, and matching Jeff Stanton's 1989 effort in Germany,
as the only other rider in history to go 1-1 at their very first MXoN. It capped
off a truly incredible year for a rider who wasnt widely known before this
92

2015 campaign, but who has quickly become a global star and will be for
many years to come. Winning the US GP and his dices with Cooper Webb
both at Glen Helen and at the MXoN in France sure helped raise Febvres
stocks Stateside, too. And despite the return of guys like Tony Cairoli and
Clement Desalle for the 2016 MXGP World Championship, everyone will
have their work cut out to beat the #461 machine next season. And just think,
if Febvre was born 24 hours later, none of this would ever have happened!

PROFILE
ROMAIN FEBVRE
no problem at all. Without a doubt,
in fact. Weve seen his grit and
determination this year, so hell
be a tough cookie to crack next
year. Thats what HRC is aiming
for; we aim to crack him in 2016!

GLENN COLDENHOFF
MXGP ROOKIE, TEAM ROCKSTAR
ENERGY SUZUKI
You raced Romain a lot last year.
Whats it like seeing a rival come
up at the same time as you and go
on to become the world champion?
Last year we had many, many
battles in MX2. Obviously I got
injured last season so I didnt ride
all the championship. But Romain
denitely made huge steps over the
winter and you could see that hes a
quick learner. With more and more
condence, he became even stronger.
And that makes good results a lot
easier to come by.
Does the fact that you were able
to beat him a lot last year (before
\RX JRWLQMXUHGJLYH\RXFRQoGHQFH
that you can come back and achieve
similar results?
Yeah, sure. At the beginning of
this season I had many small
injuries, which made it difcult to
build momentum. There are a lot
of strong riders in the MXGP eld,
but I know I can run with the top
guys. Ive showed it already many
times. I do feel that I can also do
what Romain has done. But this
year, he was the strongest out
there and he showed that time
and time again. Hes really on it.
Next year though, he becomes
the man to beat; the guy with a
target on his back. Do you think
that added pressure will make it
harder on Romain?
Yes, I think so. Then again, he didnt
show any nerves this year. He just
kept ring, and every single time
he was up there showing that he
was the strongest guy. But we will
see how strong everyone comes
out of next winter. Well see where
everybody is at. There could be a
lot of difference next year. Romain
proved thats possible this year.

FEBVRES CAREER
2006 Runner-up, French 85cc
Supermoto.
2007 Champion, French 125cc
Supermoto.
2011 Champion, EMX250.
2012 13th, MX2 (best moto 5th).
2013 12th, MX2 (best moto 2nd;
best Overall 2nd).
2014 3rd, MX2 (x1 moto win;
x1 Overall win).
2015 MXGP World Champion
(x15 moto wins, x8 Overall wins).

93

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HowTo
IN THE SERIES
MAR-APR DIRT TRACK
ISSUE 49

with Troy Bayliss

JUL-AUG DEEP RUTS

ISSUE 51

with Kade Mosig

SEP-OCT FLAT TURNS

ISSUE 52

with Josh Green

NOV-DEC

ENDURO
RACING

ISSUE 53

with Chris Hollis

Enduro these days is an all-out battle from start to

nish, and to be truly great you need to be able to
handle all types of terrain. With this issues how-to,
weve created a guide for everything youre likely to
encounter as an enduro rider from riding hardpack
and soft terrain, right through to mastering technical
sections such as rock obstacles and water crossings.
And we grabbed one of Australias greatest enduro
riders of all time, Chris Hollis, to lend a helping hand.

Transmoto Expert

CHRIS HOLLIS
Chris Hollis is a legend in the enduro scene,
who currently rides for the CDR Yamaha
Off-Road Racing team and is based out of
Byron Bay in NSW. Hollis has done it all on
a dirt bike hes won two Outright AORC
titles, represented Australia at the ISDE,
won A4DE and Enduro-X titles on multiple
occasions, and even raced for Husqvarnas
factory EWC team in Europe. And so far
WKLVVHDVRQWKH\HDUROGKDVoQLVKHG
second in the AORCs E2 class, and third
Outright. All of which means the man is
well placed to dish out expert advice on
all the different facets of enduro. Take his
recommendations on board and youre sure
to improve your abilities ... and crash less!

Missed an issue?
Log on to www.transmoto.com.au to order
back-issues of Transmoto for more how-to features.

How to:

ENDURO
RACING
Whether youre having a crack at the Transmoto 12-Hour or racing your
rst serious enduro, youre going to encounter a broad mix of terrain
and obstacles. So, to help you approach race day with condence, heres
some sage advice from multiple national off-road champ, Chris Hollis.
CHRIS HOLLIS & JACKSON REARDON

JOHN PEARSON // FOUROHFOUR // ANDY WIGAN

hether youre a casual trailrider,

an experienced campaigner or a
competitive racer, most riders strive to
improve their skills on every ride. While it is true
that riders can all improve their abilities through
trailriding which teaches balance, patience and
smooth throttle control taking those techniques
into a racing environment requires you to properly
adapt and consistently apply that skillset.
So for this issues how-to, we decided to take a
comprehensive look at how to develop and translate

your riding skills for the diferent terrain and

obstacles youre likely to encounter in an enduro
race. To examine the key techniques things such
as body position, mental approach, line selection
and use of controls we enlisted the help of Chris
Hollis, one of the best in the business. Armed with
his advice, youll be able to improve your race speed
whether youre riding hardpack, soft terrain or
tricky technical sections and og your buddies
senseless the next time you hit the trails together.
Take it away, Chris...

97

GPS

406

10

10

YEAR

YEAR

N
W

E
S

MHz

Enduro Racing
How to:

Mental Approach
To be successful on hardpack, your
mental approach needs to be the same
each and every time you should focus
on carrying momentum, remaining
smooth and minimising mistakes. And
you should even apply those key points
when practicing in hard terrain. For
me, the key to riding hard terrain well
is setting up early for corners, as this
allows you enough time to be patient.
Hardpack involves a never-ending
search for every skerrick of extra
traction you can nd, and I am always
looking to avoid the slickest areas. Its
also very important to get your hard
braking done in a straight line before
you tip the bike over too far on the way
into corners. From there on, the name
of the game is momentum. As with any
corner or obstacle you encounter on

HARDPACK

a motorcycle, your vision should be

focused well ahead toward the corner
exit or the next obstacle on the track.

Body Position
When traction is at a premium on
hardpack, its preferable to come in
a little faster and coast through the
corner, rather than trying to get on the
throttle really hard to build speed in
the middle of the corner. As the photo
on this page demonstrates, my body
position is quite upright on the bike
because this sweeping right-hander
was very hardpacked underneath
with loose bull dust on top. There
was barely any traction, so I couldnt
really tip the bike over through the
corner. By keeping an upright position,
Im getting the most out of my tyres
ability to bite into the ground (and
its denitely important to use the

right tyre for the job in this terrain I

run Dunlops intermediate-hardpack
option, the Geomax MX52). Besides
sitting upright on the bike, I also nd
the best position is a neutral one not
too far forward or back in the seat as
this will allow you to transfer your
weight on the pegs through the balls
of your feet, to gain the most traction.

Controls
Being smooth is the absolute number
one priority with hardpack terrain.
This involves all aspects of controls
use from braking through to clutch
use and throttle control. When
braking on hardpack, traction is
limited. Therefore it is essential to
get it done in a straight line and early.
Your braking on this type of terrain
should be mainly done through the
front wheel I would estimate that

the perfect mix is nearly 90 percent

front and 10 percent rear brake.
Also, something a lot of people
underestimate (or forget to use) on
hardpack is engine braking. I will shift
down a gear earlier than I normally
would and let the engine aid me with
braking. This also stops the unsettling
chattering sensation you often see
riders experience on hardpack.
Once braking is out of the way, its
important to maintain momentum.
I will usually carry speed with no
throttle through part of the corner
before gradually rolling on the gas.
If youre using the clutch, it should
be done to keep the power smooth,
and not to build the revs quickly or
get to full throttle. Any time you slide,
youre losing traction and speed,
so be patient and remember that
momentum is your best friend here.
99

Enduro Racing
How to:

Soft Ruts
Softer tracks tend to have bigger
braking and acceleration bumps, and
generally form better, deeper ruts.
And as the track constantly changes,
you need to be adaptable. My key to
soft ruts is entering them a little bit
slower. This allows me to properly get
into the rut. If you come in too quickly,
it can cause you to stand the bike up
or completely pop out of the rut and
stuf the corner. I carry momentum
through the mid-section of the corner
with little to no throttle, and then get
on the gas pretty hard as I exit. Keep
your inside leg and foot up to avoid
catching it and losing time or, worse,
causing an injury. With soft ruts, you
have something to lean into and plenty
of traction, so you can usually be
aggressive with the throttle on the exit
and build speed quickly. Soft terrain
will often mean youre heading straight

100

SOFT TERRAIN
into acceleration bumps once you exit,
so its important to nail your corners.

Body Position
I cant overstate how important vision
is when encountering ruts because
where your eyes go, your body and bike
will follow. You should have already
chosen your rut before you begin
braking, and be looking ahead past
the midpoint and towards the exit
of the corner. Once youre in the rut,
your eyes should then have spotted
your exit, and be looking towards the
next obstacle or section of track.
In soft terrain whether it is a rut, a
loamy at corner or a sandy berm you
have traction to work with, so your
body position needs to be adjusted
accordingly. You need to lean more
with the bike to get the traction to the
ground. Again, use your outside foot
and legs to grip the bike tightly and

force your weight through the pegs.

Controls
With soft terrain comes traction, and
with traction comes the ability to
be a little more aggressive with your
controls. Braking can be done harder
and later, so use this to your advantage
by making up time (or making passes)
under brakes. A great practice drill is
just sitting a cone near a corner and
trying to hold the throttle on until
you pass it, then transition to brakes.
Keep moving the cone further towards
the corner as you improve. With the
throttle, you can denitely be more
aggressive; its just important to know
when to be smooth and when to go
hard. Carrying momentum is still the
most important thing, but once you
are able to lean into the rut or corner,
its time to crack her open and get
moving for a fast, explosive exit.

Sand
Sand is a funny one, as it can suit riders
without as much technical ability and
those with no fear! If you can hold the
power on, you can be successful in
sand. However, that does come with
risks. You need to stay of the brakes
as much as possible in sand. When
coming into corners, I dont back of
the throttle completely as this prevents
my fork from diving too much. I let the
engine braking and the sand itself do
the work in slowing me down. Again,
its key to carry momentum and get
back on the gas as early as possible.
Its very similar to riding a jet ski, in
that you need to be on the throttle
to turn the thing. If you apply this
to sand, you will improve quickly.
Also try to stand as much as possible.
Your legs are like another set of
shock absorbers. And in sand you
need two sets of suspension, not one!

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Enduro Racing
How to:

LINE SELECTION

Give Yourself Options

Its always important to give
yourself options. This means getting
your braking done earlier and
keeping your vision focused ahead
so that you are able to spot any
improving lines. As you can see in
the three-photo sequence above, I
am hard on the brakes early, the bike
is squatting down and Ive moved to
the seated position for corner entry.
Im sitting quite upright as I tip the
bike into the corner, with my foot
still out and up to balance and to
load weight onto the front tyre. This
allows me to use the side knobs of
the tyre in that soft dirt. Ive kept it
in the main line here as its not too
rough and ofers good traction. In
the third photo, Im starting to tip
in, look ahead and targeting where I
want to start rolling the throttle on.

Be Creative
Be mindful that the main line is not
always the best or fastest option,
especially as it becomes worn and
rough. On hardpack, look to avoid
slick spots and the blue-groove if
possible. Search for any edge, small
rut or bit of traction to help you
stay planted and carry speed.
On softer terrain, you need to spot
the best rut and/or traction. Look
for the moist dirt (as seen in the
photo of me turning left up the hill,
where Im close to the outside edge
of the track, but thats allowed me
to nd traction and maintain speed).
Finally, in sand, be creative. Sand
allows you to hold it pinned and even
make your own lines. It changes
lap-to-lap, so remain mentally and
physically uid on the bike and ready
to change your plan at any moment.

Adapt to the Track

On a race track that sees lots of
traffic at full noise, what works in
the morning doesnt usually work
in the afternoon. Things change
on all types of surfaces and you

need to be able to adapt. The key

to this is having an open mind and
looking for opportunities. Although
taking the far outside line might mean
a longer path, it will often become an
advantage if it saves you energy and

means youll get more traction.

Look for developing ruts and
opportunities to avoid braking or
acceleration bumps, and you will
save big chunks of time on riders who
dont adapt to whats in front of them.
103

Enduro Racing
How to:

Mental Approach
Condence is really important for
technical terrain. Whether its logs,
water crossings or rocks, the best
way to improve and gain condence
is to practice. A lot! Keeping calm is
also a key to being successful through
technical stuf. Its super-easy to
get out of shape on a river crossing
or over a log, and you need to remain
calm and be able to use your skills and
controls to get out of the situation
cleanly. Plan ahead as you approach
a technical section, choose an entry

104

TECH TERRAIN
speed and gear, and then stick to it.
And be ready to adjust on the y.

Controls
Your mental approach will only
get you so far, and at the end of
the day, it comes down to your
throttle, brake and clutch control.
For example, if you come up to a
large log on a trail and just chuck
a big wheelie into it, the rear wheel
will hit the log and throw the frontend down, resulting in you going
over the bars. You need to control

the clutch and pop the front wheel

up, just touching the log (we call this
a wheel tap), and then drive over the
log with your rear wheel without
blasting the throttle wide open.
Getting this right on larger logs
takes lots of practise and persistence.

Water Crossings
As seen in the photo on this page,
I am nearly in the full attack position,
standing up and allowing my bike to
work underneath me, with my eyes
focused on the exit that is, beyond

the rocks. This applies to all

water crossings, no matter how
big the rocks are. You need to
look ahead, be calm and use your
legs as an extra set of suspension.
If you are too aggressive on wet
rocks, you will spin, lose traction
and go down. You need to come into
the section with some momentum
and then be steady on the throttle
throughout. Dont look to build speed
during the crossing. Just use the
torque of the engine and then get
on the gas once clear of the obstacle.

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FOOT-CONTROL
DIY
Workshop
SET-UP
How to get your bikes footpegs, rear brake pedal and gear-shift lever properly
adjusted for your big, booted hooves all for nix!

IN THE SERIES
JUN CONTROL REFRESH

IAN HANCOCK

ISSUE 44 If you cant put your nger on it...

JUL-AUG DONT GET DUSTED

ISSUE 45 Keep that box clean...

SEPT-OCT CARB MAINTENANCE

ISSUE 46 Get those jets jetting...

JAN-FEB AIR FILTRATION

hats your idea of proper

bike set-up? For plenty
of blokes, optimal set-up
means forking out a pile of cash for trick
aftermarket parts. While its true that
judicious aftermarket mods will make
a diference to some bikes, the biggest

improvements can often be made for

free. According to former KTM OfRoad team manager and eight-time
Australian 4-Day Enduro champ, Brad
Williscroft, small set-up changes
especially the changes that improve
reliability, reduce service time or make

you feel more at home on the controls

can make a massive diference to your
comfort, safety, speed and entire riding
experience. Over the next two pages,
Brad explains the key set-up changes he
likes to make to the components that his
size 12s come into contact with.

ISSUE 48 The right way to clean and oil lters.

MAR-APR FUEL INJECTION

ISSUE 49 How to get the most from your EFI.

SEPT-OCT THROTTLE CARE

ISSUE 52 Tips to maintain your go switch.

NOV DEC

FOOT-CONTROL
SET-UP

ISSUE 53

Tweaking the boot/bike interface.

REAR BRAKE ADJUSTMENT

TOOLS YOULL NEED
O
O
O
O
O
O

Ultra Copper Gasket Silicone

Allen Key
Spanner
Screwdriver
File
Pliers

here are two key adjustments

on your rear Brembo brake
pedal height and freeplay (Nissin
brakes, however, only come with a
freeplay adjuster). Set-up of these
two adjustments is all about personal
preference, but a lot of riders dont
even know where to start. Freeplay
adjustment denes how much
movement there is in the brake

pedal before the brake comes on.

My experience is that most riders
dont run enough freeplay, leading to
poor feel and excessive brake wear.
Unlike the front brake or clutch levers
where 3-5mm of freeplay is ideal
the rear brake pedal needs more
like 10-12mm. Thats because the
rear brake is harder to feel with your
booted foot, meaning your inputs

tend to be much less precise. I like to

ride with my foot positioned on the
pedal, so Im ready to stomp on it
when he needs it, and the longer
freeplay stroke means I can do this
without the pads constantly dragging
on the disc. Too little freeplay in this
scenario would burn through a set of
rear brake pads in a couple of rides
and/or regularly boil the brake uid.

REAR BRAKE
PEDAL HEIGHT

etting your rear brake pedal height

is also about personal preference,
but I believe most blokes run their pedal
height much too low. The key is to get
the pedal height right for your natural
standing position, taking into account the
freeplay you have dialled in. If you have
more freeplay, you can aford to set the
pedal higher (so you can ride with your
foot resting on it). I like to set my brake
pedal about 10mm above the height of the
footpeg. With 10mm freeplay, the brake
comes on when the pedal is parallel with
the peg. This added height gives me enough
clearance to easily get my right boot under
the pedal while attacking left-hand corners
in the seated position, while also giving me
good feel for the rear brake when standing.
Travis Pastrana notoriously set his rear
brake pedal as high as it would go and then
added a 15mm spacer on the pedals tip, so
it ran almost 50mm above the footpeg!

REAR BRAKE ANTI-SQUEAL PLATES

ost modern dirt bikes run anti-squeal plates that sit between the brake
pads and the caliper. When new, these plates clip on to the caliper or the
pads, but will often deform or get bent over time, meaning theyll continually fall
of when youre changing or adjusting the pads. Most callipers are designed to
allow the pads to be removed while the caliper and wheel are still on the bike
(by simply removing the retaining pin), with the plate sitting in the calliper.
But to keep these plates in place for quick and easy brake pad servicing
particularly in the bush put a dab of Ultra Copper Gasket Silicone on the
plates before assembly. This efectively glues these anti-squeal plates in place.

FOOTPEG PINS

rom factory, every bike has the footpeg retaining pin facing top-down,
with a washer and split-pin on the underside of the pegs. Youd think
this is logical, as gravity keeps the retaining pin in place, right? Well, the
problem with that set-up is that rocks and other debris can (and often do)
ick up and smack the split pin. In extreme situations, the split pin can
even come out, which means you run the risk of losing the retaining pin
and footpeg altogether! As a result, I always reverse the retaining pin,
placing the split-pin at the top, where its out of harms way.

Tips & Tricks

OBrake pads often get glazed

over if overheated, meaning they

lose bite and feel. Refresh them
by simply rubbing the pads in a
circular motion on a at piece
of rough concrete.
OWhile there are some superexpensive brake uids available,
Brad likes to run Dot 5.1. Its a step
up from the standard Dot 5 uid,
with a higher boiling point, but
without the excruciating expense.
OIf youre especially hard on your
rear brake, you might want to
consider running aftermarket
brake coolers. They sit on either
the calliper or the top of the
master cylinder, and offer
increased uid capacity.

GEAR
LEVER TIP

ike your footpegs, the tip of your gear

lever is spring-loaded to minimise the
risk of lever damage when the tip takes a hit
from a rut wall, stick or rock. The problem
is that, if the tip of the gear lever gets
pushed in, it will often get wedged in the
folded-back position, as its return spring
is not strong enough to fold it back out
again. The main reason for this is that the
levers moulding is often too thick behind
the lever tip. To x the issue, le away about
1mm of material immediately behind the
footpeg tips pivot point, so that the tip
can fold in and out with less obstruction.
109

2016 MODEL UPDATES

New 22mm front axle
22mm offset triple clamps
Revised 4CS fork setup
New rear shock setup
New fork protectors with inmould graphics
Updated gearbox on FE 250 and FE 350
Updated DDS clutch on FE 450 and FE 501
Standard map switch
New front and rear disc brakes
New lightweight spokes
Blue anodised rear sprocket
New seat cover with high-grip

built to go
as far as you
dare to take it
THE 2016 ENDURO MODEL RANGE
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PRIZED POSSESSIONS
Andy Baker
RANDY FAKER

nown more for his enthusiasm

than talent, Andy Baker (aka
Randy Faker Jerkyl #47) was a
road rider who was subsequently
bitten by the On Any Sunday racer
dream. But, as Baker explains,
Picking up motocross at age 45 had
its downfalls. And most MX outfits
look like teenagers bed sheets. That
left dirt track. So, not to look the total

goose, I snuck into Nepean Raceway

as a photographer one day and was
immediately hooked. Old bikes sliding
around a dusty oval? Heaven!
Within a year, Baker had founded
The Jerkyls (an evolution of Jerks
who ride in Circles or Circle Jerks),
commissioned a classic dirt track
movie called Back-Up, staged several
SundaySlide days at Nepean and

THE JERKYLS
My mate Bill and I started vintage dirt-tracking with no
intention of winning, just surviving. We told anyone whod
listen that it was all about taking part, not competing to
win, and before we knew it we had 20 guys riding with us.
Everyone gets a name Chukka, G-Love, Choppa, Faker,
DP, Huggy, Scruff, Hoppo plus weve expanded things
to include SlideNights at my garage where we give each
other shit trophies. Its all about beers, bikes and mates.

made SlideNight evening a regular

occurrence for countless riders,
journalists and filmmakers.
Now recognised internationally as
flat-track jokers, The Jerkyls help
others who want to experience dirt
track, but arent there for podiums
or trophies. Racing gets too serious,
says Baker. Riding in a gang, on
the other hand, gives you someone

CHAMPION FRAMED RT1

I love the Redline Champion short-track frame. This
notorious frame (originally designed for the Yamaha RT1
motor) and the breglass fairing were on Craigslist from
Idaho, USA. John Ewing from Old Mate Racing built me an
awesome 360cc piston so I could ride in the pre-70s class.
There is no real information base for this machine, so
everything is custom-made to t. Its a labour of love and
I dont think itll ever really be nished. At least, I hope not.

to laugh at and someone to beat.

It doesnt matter how fast or slow
you are. Its all about chasing the
guy in front and having fun.
You cant help but like the cut of this
offbeat guys jib, so we hit him up for
an insight into the three possessions
he prizes most. Given Bakers also a
professional photographer, he took it
upon himself to shoot this selfie, too!

MY CAMERAS
At age six, I got my rst camera. It felt good and made
a great click. But the best feeling was taking pictures
of what I thought mattered; of my vision of the world.
Later, as a photojournalist, taking pictures took me to
places I could otherwise only dream of. Theyd start
conversations and record history, and theyve paid for
my life for 30 years. For light travel, its the Fuji X Series.
In extreme conditions, the Canon EOS has never let me down.

111

STORIES OUR SPORT IS BUILT ON

RIPPING YARN
The 1992 MX des Nations in WA, where two enterprising Aussie
journos jagged a show-stopping photo of Jef Emig an image
that remains the multiple AMA champs all-time favourite.
SCOTT RUNCIMAN

y mate Terry Baker is a

colourful character. And
Im not just referring to
TBs wall-to wall tatts, no-f@#ks-given
attitude, or ability to make each and
every day an adventure. As Hunter S.
Thompson once said, When the going
gets weird, the weird turn pro, and that
right there pretty much sums up TB.
Anyway, TB arrived at the 1992 MXdN
in Manjimup, WA, fresh from the ISDE in
Cessnock. Armed with his trusty happysnap camera, TB had attended Cessnock
as an aspiring sports photographer. He
didnt shoot for any commercial benefit,
but simply as a true moto fan. Hed cart
his rolls of film to the local chemist to
have them developed, and then chase
down the pictured riders to sign the prints;
keepsakes for his personal collection.
After his Cessnock experience, TB
hatched a cunning plan for the upcoming
Motocross des Nations as it was called
back then at Manjimup. We hit the
biggest race ever on Aussie soil, he says
to me, eyes ablaze. We get the ultimate
up-close access, take photos, get em
signed, generally kill it on all fronts
and come out smiling! I liked the
sounds of that.
TB had business cards made up, boldly
emblazoned with Sports Photographer,
while my angle was to masquerade as
a sports journalist from the Geelong
Advertiser. And, boom, we were on our
way. With cards, a camera and a can do
attitude, we literally slid into the event on
the Friday morning, tyres smoking in our
hire car. We headed straight to the Media
tent, where we were asked for our passes.
Of course, we hadnt sorted our media
accreditation, and they hadnt heard of

112

TERRY BAKER

either of us. But, having anticipated this

hurdle, TB quietly passed over his business
card and suggested that organisers call
the office to substantiate our stories.
The office was Terrys home, where
hed got his girlfriend at the time to play
receptionist for the weekend, dutifully
answering every incoming call with, Good
morning. You have called the Geelong
Advertiser. How may I help you? She
went on to explain to organisers how Terry
and Scott were commissioned to write a
huge article on the event for the paper and
to please extend them every courtesy. And
just like that, we were granted credentials
full pit and track access, and free food to
boot. Hello, MX Heaven!
With Manjimup being a remote country
town with limited weekend trading hours,
we knew itd be a real challenge to get
our photos printed and then signed by all
the riders, so our next stop was the local
chemist. TB walked straight in, asked for
the owner and launched into a convoluted
story designed to convince the chemist to
remain open all day Saturday and again
on Sunday morning so he could print off
our proofs. Again, we had a little bit less
than no idea what we were talking about,
but it seemed to be enough that weekend.
Somehow, the guy agreed.
Without a telephoto lens, TBs camera
wasnt up to the task of getting the
long-range action shots. So to capture
the up-close images we were after, we
developed an ingenious technique. TB
would lie on the track in front of the
oncoming racers. Id grab him by his collar
and belt and when the bikes were almost
on us, Id reef him off the track as soon as
I saw his trigger finger move. Incredibly,
the technique worked without incident

until Kurt Nicoll came barrelling through

on his Kato 500, blew straight through the
berm and right over the top of TB without
buttoning off one bit. TB wasnt injured,
so who were we to complain?
On Saturday arvo, during the businessend of timed qualifying, we were just
running amok on the infield. Then, all
of a sudden, Americas Jeff Emig came
flying into the corner where we were
standing, and with no time to check his
cameras exposure or focus, TB just spun
around and started snapping. Pinned
the entire way, Emig laid it in flat and hit
that corner harder than any man, woman
or beast has the right to do. We were
both mesmerised, and TB turned to me,
deadpan, and said, I got it!
After that session, we made a quick trip
into town where the local chemist printed
off our proofs. Sure enough, TBs shot of
Emig admittedly slightly out of focus
and a tad overexposed was THE shot.
We returned to the track Sunday morning,
and when we got to the Team USA setup, TB pulled out the images to get them
signed (THE Emig shot, along with others
of Mike LaRocco and Billy Liles). Emig
was so stoked with the photo, he signed it
on the spot and handed over his details,
asking if we could send a copy to the
States. Of course we could.
Who would have thought that, more
than 20 years later, Id be involved with
Jeff Emig on multiple Shift and Fox
projects as both work colleagues and
mates. And we closed the loop about
TBs now legendary Manjimup photo
after our second or third meeting some
years back now. It turns out that, to
this day, Jeff says it remains his alltime favourite shot of himself.

EMIGS TAKE

RONNING

Terry just spun

around and
started snapping
as Emig laid it
in flat and hit
that corner
harder than any
man, woman or
beast has the
right to do!

his photo was shot during a

Saturday practice session, and
this one turn out of the hundreds
of thousands that I have taken in
my life is now part of motocross
history. I rst saw the photo on the
Sunday at Manjimup, when two crazy
Australians came up to me, presented
me with the photo one of the most
insane photos I had even seen and
asked if I would sign a copy for them.
It sounded like a good deal, so I
obliged. Team USA then went on to
win the Motocross des Nations for
the 12th year in a row. When I got
home, I gave a copy to my father,
Gary, who quickly had it blown up
as big as possible to go in the race
shop. Then a month or so later, it
re-surfaced in Dirt Rider Magazine for

all the world to see.

Its hard to believe that, more
than two decades later, were still
talking about an amateur photo
that was taken on a practice day
by Terry Baker and his sidekick,
Scott Runciman. But to me, it was
so cool that Terry with Scotts
help had the balls to lay on the
track and put himself in danger
to nail it. Its a sure sign that these
guys are hardcore moto fans.
And I know exactly what youre
thinking Did Emig pull it off, or did
he go down? Well, Ill never tell, so I
guess only Terry and Scott know the
truth. Those two guys had the time of
their lives that weekend at the MXdN,
and they partied so hard after the
race, its doubtful theyd remember.

113

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