CANADA’S SOURCE FOR MOTOCROSS AND OFF-ROAD
2019 ULTIMATE GEAR GUIDE ROCKSTAR ENERGY TRIPLE CROWN SERIES RECAP
CANADA’S TRIPLE THREAT
41831514
FEBRUARY 2019
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4 5 0 & OV E R AL L T R IPL E C R O W N C HAMPIO N
COLTO N FACC I OTT I FI VE TI ME MX C H A MPI O N
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TABLE OF CONTENTS M
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FEATURES 28 C O V E R S T O R Y
Cole Thompson is Canada’s Triple Threat
32 2018 ROCKSTAR ENERGY TRIPLE CROWN SERIES RECAP
We review everything that happened in 2018
42 T H E Q U I E T C H A M P I O N
A look back at Kaven Benoit’s incredible career
48 T H E D R E A M T E S T R I D E
Palms rides Colton Facciotti’s factory CRF450R
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54 T H E S U P E R K I D S
Palms takes a look at the fastest Supermini kids in Canada
60 T H E S O C I A L F E E D
There is no stopping Social Media now
64 T H E S C O R P I O N K I N G S
Our boys head to Morocco to ride in the desert
70 O N E O N O N E W I T H K E V I N K I N R A D E 74 M X P C H A T T E R W I T H B I L L W A L L I N
Mike McGill sits down with the former Ontario Champion
78 T H E 2 0 1 9 U L T I M A T E G E A R G U I D E
It’s time to go shopping
SPECIALS
COVER STORY
COLE THOMPSON
CANADA’S TRIPLE THREAT 2019
ULTIMATE GEAR GUIDE
12 E X P O S E D 18 C A U G H T O N C A M E R A
42
COLUMNS
78
22 FAMOUS LAST WORDS by Chris Pomeroy 24 GUEST COLUMN with Dylan Wright 26 FEMALE PERSPECTIVE by Kate McKerroll 96 THE MENTAL SIDE with Sean Poitras 82 INSIDE LINE by Andy White
8 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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MOTORCROSS PERFORMANCE VOLUME 18, ISSUE 6
FOR SUBSCRIPTION INQUIRIES CALL: 416-633-1202
PUBLISHER: Charles Stancer/Mark Stallybrass V.P. OF SALES AND MARKETING: Charles Stancer EDITOR: Chris Pomeroy SALES MANAGER: Al Jaggard SENIOR WRITERS: Brian Koster, Mike McGill SOCIAL MEDIA DIRECTOR: Austin Watling STAFF PHOTOGRAPHER: James Lissimore CONTRIBUTING WRITERS: James Lissimore, Drew Robertson, Brian Koster, Leticia Cline, Andy White, Matt Wellumson, Krystyn Slack, Sean Poitras, Lawrence Hacking CONTRIBUTING PHOTOGRAPHERS: Krystyn Slack, Virgil Knapp, Clayton Racicot, James Lissimore, Bill Petro, Matt Wellumson, Frank Hoppen, Summer Denzler, Matt Wellumson, Steve Dutcheshen COVER PHOTO: James Lissimore MXP has the exclusive rights to the MRC’s mailing list of racing license holders. Every MRC license holder from coast to coast receives and reads each issue of MXP. In addition to this exclusive list of readers, we are partnered with several motocross and off-road enthusiast organizations across the country including the FMSQ. FOR ADVERTISING INQUIRIES CONTACT: Charles Stancer 416-633-1202 charles@mxpmag.com mxpmag.com Canadian Publications Mail Products Sales Agreement# 41831514 MX PERFORMANCE is published 7 times per year CANADIAN POSTMASTER: Send address corrections to: PO Box 171 Stouffville, Ontario L4A 7Z5 SUBSCRIPTION RATES: 1 year - Canada $20.00 Cdn., U.S.A. $40.00 US, 416-633-1202
DESIGN AND PRODUCTION GROUP PUBLISHER & CEO: Tim Rutledge SENIOR ART DIRECTORS: Patrick Beltijar, Patrick Dinglasan, Queue Gonzalez, Edward Shintani PRODUCTION: Richard Robles
MX PERFORMANCE IS PRINTED IN CANADA
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WHERE MOTORCYCLES LOVE YOU BACK...
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PHOTO COU RTE SY OF R E D B U LL
DUELING TWO-STROKES Ryan Villopoto still knows how to battle with the kids.
12 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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COMING INTO FOCUS Matt Goerke shows his former teammate the fast line in Hamilton.
14 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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TWO MINUTES FOR ELBOWING. The 250 boys know that indoor racing is a contact sport in Canada.
16 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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CAUGHT ON CAMERA
A PHOTOGR APHIC JOURNAL FROM R ACES AND EVENTS THROUGHOUT THE YE AR.
S Sadly, this 5-time Champion wasn’t smiling after Quebec City.
S East Coast riders work on their own bikes.
S Another win for Pettis means another high five.
S We didn’t know Vanilla Ice was in Quebec City.
S Benoit shares his wealth of knowledge with his young padawan.
S Keylan Meston is trying to remember where his levers usually go.
S Down the hatch…podium style.
S Everybody now!
S Cannella won’t cut his hair until his teammate loses a race.
S Tyler Medaglia’s kids had front row seats to watch dad race.
S TThis team will probably never be back in Quebec City.
S The Rockstar girls were perfectly dressed for the indoor SXTour Series.
18 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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A PHOTOGR APHIC JOURNAL FROM R ACES AND EVENTS THROUGHOUT THE YE AR.
S One of the only times that Sir Paul didn’t want his photo taken in
S With cold temperatures outside, fans were happy to be indoors.
S Honestly, Phil was happy to be in Quebec City.
S Despite the chaos and the talk of switching teams in 2019, Maff was
S Hopefully Cole’s mechanic gets 10% of his winnings this year.
S Tyler gives his best Rocky stare after the main event in QC.
S After a difficult season off the track, Tanner Ward is always smiling
S Keylan will be trading in this number for a career number in 2019.
S Even though he was walking the track in Hamilton, Goerke appeared
S Thank God for people like this in our sport.
S Cade comes back for one race and leaves with these fine trophies.
S With a new baby at home, Mike has been too busy to cut his hair.
2018.
still smiling.
when it’s time to go racing.
to have his mind already on 2019.
20 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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s c i s FAMOUS LAST WORDS a B o Back t WITH CHRIS POMEROY
A
s I write my final column of 2018, I cannot believe that we’ve once again reached the end of yet another season in Canadian motocross. I’ve been going to the track for four decades, and whether it’s been by choice or necessity, I think it’s safe to say that I’ve seen a lot over the years. My first memories of going to races are with my Dad when we used to go to Ontario tracks like Moto Park, Hully Gully and Walton Raceway to watch my cousin race. Even though the drives to those tracks were just over an hour, at five years of age I remember it feeling like such an adventure. In those days, going to our local races was an adventure at it was the only time that I was able to see motocross bikes being raced. Back then there was no 50cc class or even a 65cc class, so even though I was riding all over my parents’ farm like a mad demon, there were no races for me. The first time I lined up behind a starting gate was on a warm Thursday evening at Hully Gully when they used to hold mid-week club races. You didn’t need a license as it wasn’t sanctioned by any organization, you just went, signed up and raced. I recall those races being very popular in the early 1980’s as it was just a chance to ride a good track and have some fun at the same time. Sometimes even the local pro riders would show up and use it as a glorified practice session. Like most kids from the era, I spent a lot of time at the race track with my Dad, and when I wasn’t racing, I was watching and taking everything in. Whenever the top pro riders would show up I made sure to glue myself to the fence and watch everything they did on the race track. Although I lacked a lot of confidence in my riding back in those days, the only person who told me that I was riding good was my Dad, but considering I was having trouble cracking the Top 10, I assumed that was just what he had to say. Anyway, although I thought I wasn’t very good at the time, I ended up using that insecurity to my advantage, because whenever I practiced during the week I would try to emulate everything I saw the top pro riders do. I was a proverbial sponge and I definitely learned a lot in those days by just watching. From those early days as a child racer in Ontario, I was fortunate enough to progress through the
“FAST FORWARD TO NOW AND I STILL FEEL IT TODAY WHEN I TAKE MY SON TO THESE SAME RACES IN ONTARIO.” ranks, and in the blink of an eye I was going to the same tracks as pro riders with a mechanic instead of my Dad. I was earning money instead of trophies, and at times I was one of the pro riders that kids would line the fences to watch race. Even though times had changed and I was all grown up, I still felt the same amount of pride and excitement racing in my backyard. I never stopped feeling that way, even when I stopped racing in 2002. Fast forward to now and I still feel it today when I take my son to these same races in Ontario. But here is a question: are these races the same?
Last month, Carl Bastedo posted a photo on Facebook of the 1999 Ontario CMRC motocross schedule, and holy dirt bikes did it look different than the one in 2018. The first thing that stood out was the amount of tracks that were around twenty years ago. Tracks like Auburn Hills, RAT Track, Ghost Hill, RJ’s, and even Mono Centre was still around in 1999. Southwestern Ontario was vibrant with Regional motocross from the mid 1990’s until the turn of the last decade. The riders were there, the money was there, and obviously a good amount of tracks were involved. It seemed like everyone wanted competition and would do anything to find it. So what has changed these days to have me and a lot of other people worried about Regional motocross, particularly in Ontario where it used to be the envy of the country? If you look at each track that is no longer, each one has a legitimate reason as to why they’re no longer around, but why aren’t there new tracks popping up? Are there less riders? Some would say yes, but I think it’s more like there are just less really serious racers. Practice days at tracks like Moto Park are jammed packed on the weekends. Even clubs like TVR and Steel City are doing well. Maybe it’s a generational thing in this country where people are more about their kids just having
fun and not getting so serious about competition. Maybe it’s just flat out too expensive to go racing every weekend? Either way, I know everyone involved is doing their best to help make things like they used to be, but it feels like some of the Regional races have lost that old feeling. Anyway, I hope you enjoy this final issue of 2018. It’s definitely been an interesting year right across the country, but unfortunately it ended with a bang as our top rider, Colton Facciotti, was injured in Quebec City in a bizarre incident, to say the least. However, it sounds as though Colton will be back for one more year in 2019 and MXP Magazine will be there to capture it all. I’m very proud of not only this issue but of the entire year. Therefore, I’m dedicating this issue to all of our readers and to all that have helped make this magazine so successful in 2018. Finally, congratulations to our cover boy Cole Thompson who rode great all season long to win the first ever Rockstar Energy Triple Crown Series. Now we look forward to 2019, a year that I believe will be the most important ever in Canadian motocross history. If 2018 was all about progression, then 2019 must be all about succession. Thank-you for reading and all the best to everyone in 2019.
22 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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GUEST COLUMN WITH DYLAN WRIGHT // PHOTOS BY JAMES LISSIMORE
Turning e the Pag “WITH TEAMS HAVING THEIR EYES ALREADY SET ON 2019, THIS MEANT THAT THEY STARTED TO CALL RIDERS TO SEE WHERE THEY WERE AT WITH THEIR NEGOTIATIONS.”
As many of you may already know, since the end of the outdoor season a lot has happened, but what you don’t know is all the stuff that happens behind the scenes in the life of a racer. With this year being a contract year for me, there is a lot more that goes on at this time of the year. With new contract negotiations, teams coming to talk to me, and preparing for the upcoming supercross season, there is a lot more than just the riding and racing that goes on that the fans see.
F
irst off, let’s start off right after the outdoors ended. After the outdoor season and the final race at Walton, it was a massive relief off of our shoulders, and a lot of stress that was gone that we had all year. For me, I decided to go on a little road trip with my girlfriend and our dogs to Gaspésie to do some camping, and just relax and take in the scenery. This took my mind of off racing and the pressure cooker that we are put in. It also helps with the transition between motocross and supercross, to ultimately recharge the batteries and switch our mindset a little before getting ready for supercross. For us this
year, unlike many others, there was a lot more racing than we were all used to; the downtime after the outdoor series is a lot shorter. After my little trip, it was time to get focused on the supercross season that was fast approaching. This being said, a lot of teams were starting to have their eyes set on the 2019 season. With teams having their eyes already set on 2019, this meant that they started to call riders to see where they were at with their negotiations, and to see if we might be interested in filling a spot on their team. Now this might seem weird to a few of you because there was still supercross that we all had to race
for our existing team. But in order to fulfill sponsorship and team obligations, the teams have to make some moves earlier so they can start to plan for the upcoming season. On a positive side, when teams call, it means that you are doing a good job, which is always flattering. Sometimes, the negotiations between teams can be a little tough with time constraints and stuff like that. The fact that many of us in Canada don’t have agents that do all of the speaking and negotiations with the teams, like the riders in the US have, this puts a little extra on our shoulders to deal with. But I am happy to say that we are lucky that all of the team managers and teams that I have dealt with were so very nice, and I appreciate all the time that these guys put it behind the scenes to make racing better for all of us and give all of the riders the chance to do what we love. Now, let’s talk about the prep for the supercross season, because it starts much before the first race. We have to switch all of our suspension back over to stiffer stuff, and switch engine packages for those races. Also, we have to find places to ride and practice for it as there are not many of supercross tracks here in Canada. Our team is lucky enough to have Derek Schuster (our team manager) build and maintain a track right at Gopher Dunes. But for other guys, it’s not that easy to find a supercross track to practice. With testing and riding, I was feeling really good on the bike on the track, and we made some serious steps forward. Testing and riding were going great heading into the Montreal supercross. When we arrived at Montreal, it was a pleasant surprise on how well the track was built. The track was a lot of fun, although the whoops were a little bigger than expected, but I mean
that’s supercross!! After practice, I felt really good on the bike and got the track dialled in super quickly. That being said, the first couple laps of qualifying were going pretty good. Coming into the first corner right after the finish line, unfortunately I hit a big rock that sent me high siding into the berm. I did hit my head pretty good, lost consciousness and hurt my ribs a bit. But that being said I wasn’t ready to give up and throw all the hard work out the window, so I kept trying to ride through the pain. In the main event I ended up clipping another rider on the first lap and hurting my ribs again. That’s when I knew my night was over, and that I would spend the rest of the night in the hospital getting my head and ribs checked out. The results were not what I was hoping for because I ended up breaking a rib and suffering a concussion. As for the following weekend in Delaware, it was a last-minute decision by myself and the team to not race, but instead heal up. After I was feeling better and got cleared to ride by the doctors, I started to get ready for Quebec. I was feeling really good on the bike. Then, the team and I decided that it might be a good idea for me to race the 450 for the last couple rounds to start getting comfortable on it for potentially racing that bike next year. As to whether I will be racing the 450 next year, I guess you guys will all have to wait and find out. Heading into Quebec, I did not want to interfere with the championship in any way at all, but that was blown out of the water when I arrived at the race, but that is entirely another story that I feel we don’t need to get into at the moment. There is enough stuff out there regarding that race and what happened, so that being said, I am going to just leave that alone for the moment to not offend the wrong people in any sort of way.
24 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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FEMALE PERSPECTIVE
e v o L t s r i F
WITH KATE MCKERROLL
“A DECISION IS THE HARDEST THING TO MAKE, ESPECIALLY WHEN IT IS A CHOICE BETWEEN WHERE YOU SHOULD BE AND WHERE YOU WANT TO BE.” - UNKNOWN
That is how it felt making the decision to hang up my boots and accept an offer of enrollment to the Ted Rogers Business School at Ryerson University back in the Fall of 2012. I just finished one of the busiest seasons of my career. It started with spending most of the winter training in Alabama. I rode during the day, watered the track in the afternoon (I worked for the track owners in exchange for gate fees) and homeschooled myself online in the evenings. The spring was spent doing LLQ’s before heading down to GPF to train in the Georgia heat for Loretta Lynn’s, which was followed closely by a week at TransCan where I locked in my first overall win, all while trying to keep my grades high enough to be eligible for university. What a season! It kicked my ass!
A
s the season came to a close, I found myself at a major crossroads. At 18-years-old, I had been racing for half of my life. I had already accomplished some of my biggest goals (winning Walton, multiple podium finishes in the Canadian Women’s Pro series, a top 10 moto finish at Loretta’s, etc. My parents were pretty much out of cash to invest any more into my racing. As most of you know, only a few are lucky enough to make a suitable living in Canadian MX, and it is even harder for women. If I wanted to take my racing career to the next level, I would have to think of a way to become rich, quick! Since I had never had much luck with the lottery, and I
was curious to see what a traditional university experience entailed, the best decision was to take a leave of absence from riding while most of my bones were still intact. It was one of the hardest decisions I have had to make. I was choosing to step back from the only lifestyle I ever knew. When I got to Ryerson that Fall, I was excited to reinvent myself. I rarely (if ever) spoke about my riding. After so many years of being ‘Kate the Rider,’ I actually looked forward to just being ‘Kate.’ It was refreshing, it felt like I could finally be a regular kid. Because that 2012 season was so exhausting, it took almost two years before I really started to miss riding. It was nice to have some newfound freedom. There were a bunch of items to check off of my bucket list,
and I wanted to venture farther out in the world than Alabama and Florida MX tracks. Not that FL and AL are not great, it was just nice to have a bit of a break and a change of scenery. Eventually, riding started to come back into my mind, but living in a big city made trips to the track on the weekends close to impossible. Although it was tough, I decided to focus all of my energy on my studies. It seemed like a better idea to focus on doing one thing well than giving half of my attention to two things. It feels like those five years were over in the blink of an eye. I wasn’t really sure if, how, or when I would ever try to throw my leg back over a bike. After spending some time in the ‘real world’ it suddenly hit me: being ‘normal’ is lame!!! Why was I was running from
the one thing that made me, ME!? Our passion for riding is what makes us all unique. Not many people are lucky enough to have a passion for something. MX taught me so many lessons about life, it helped to shape me into the person I am today. It taught me discipline, determination, self-confidence, courage and grit. So here I am, almost five full years off a bike, and a newfound passion for riding hits me like a ton of bricks. I decided I would try my hand at off-road. I didn’t waste any time getting back to it. I came off a five-year break and went straight to some of the toughest trails in the Southwest States. I ended up on a trip with eleven Vet AA riders in the middle of the desert on the Five Miles of Hell. I am not using Hell as a figure of speech, some of you likely know the trail I am referring to. The trip chewed me up and spit me out. After kicking off my season with a gruesome twelve-day off-road riding trip, I entered a hand full of Off-Road Ontario races in the Women’s Expert class. This season was dedicated to learning a new style of riding. In a way it felt like learning a whole new sport. I now have an immense amount of respect for off-road riders, especially ISDE, Erzbergrodeo and Dakar finishers. This stuff is next level! I’m sure most of you have also found yourselves caught between two decisions, one that will benefit you in the short-term, and one that might benefit you in the long term. In my situation, the long-term decision helped me step back and see things from a new perspective. Sometimes, in order to grow, it is important to explore new opportunities and go down different paths. Most of the time, you will be led back to the path you are meant to be on. This time around, I am focusing on having fun. With the help of Husqvarna Motorcycles Canada, I am directing my passion for riding towards innovating and growing our sport. The shift in mindset has completely changed my relationship with riding and re-sparked the love I had for it back when I was ripping trails on my first bike. I felt this story was important to share. For many of you, your roles in the motocross community might change, but our love for the sport remains the same. At the end of the day, we are all just riding dirt bikes, we can’t forget to have fun!.
26 8 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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COVER STORY
COLE THOMPSON
CANADA’S TRIPLE THREAT
B Y C H R I S P O M E R OY / P H O T O S B Y J A M E S L I S S I M O R E
WHEN THE 2018 SEASON BEGAN ON A SNOWY AND WET NIGHT IN ABBOTSFORD, BC, ALMOST EVERYONE KNEW THAT RED BULL KTM THOR RIDER COLE THOMPSON WOULD CHALLENGE FOR THE NEW ROCKSTAR ENERGY TRIPLE CROWN SERIES CHAMPIONSHIP. AFTER ALL, TWO-THIRDS OF THE TRIPLE CROWN WERE INDOORS EVENTS, AND OVER THE YEARS COLE HAS ALWAYS BEEN AN INCREDIBLE SX AND AX RIDER. HOWEVER, EVEN THOUGH MANY FIGURED THE OUTDOOR MXTOUR WOULD BE HIS WEAK LINK, OVERALL COLE WOULD BE VERY DIFFICULT TO BEAT IN 2018. AS IT TURNED OUT, COLE THOMPSON ENDED UP DOMINATING BOTH THE AXTOUR AND THE SXTOUR, AND THROUGHOUT THE MXTOUR HE WAS ABLE TO WIN A COUPLE OF RACES AND FINISH SECOND OVERALL. HIS PERFORMANCE THROUGHOUT THE SEASON WAS INCREDIBLE, AND IN THE END HIS RESULTS WERE CONSISTENT ENOUGH TO EARN HIMSELF THE ROCKSTAR ENERGY TRIPLE CROWN TITLE AND THE LARGE $100,000 CHEQUE THAT WENT WITH IT. MOMENTS AFTER THE FINAL MAIN EVENT OF 2018 IN HAMILTON, WE CAUGHT UP WITH COLE THOMPSON TO GET HIS THOUGHTS ON THE SEASON, A SEASON LIKE NO OTHER WE’VE EVER SEEN IN THIS COUNTRY.
“ONCE WE GOT THROUGH MONTREAL AND HAD GOOD RESULTS THERE, I FELT LIKE I COULD WIN EACH AND EVERY RACE.” MOTOCROSS PERFORMANCE · MXPMAG.COM // 29
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COVER STORY
COLE THOMPSON
CANADA’S TRIPLE THREAT IT’S BEEN A LONG SEASON COLE BUT TONIGHT IN HAMILTON YOU FINALLY GOT IT DONE. NOW YOU’RE THE 2018 ROCKSTAR ENERGY TRIPLE CROWN CHAMPION. NOT SURE IF IT’S SUNK IN YET, BUT YOU MUST FEEL PRETTY GOOD. For sure, it’s been such a long season with so many ups and downs, but now we get to go and relax.
COMING INTO THE FINAL ROUND, THE TRIPLE CROWN CHAMPIONSHIPS WAS ALREADY DECIDED BUT YOU STILL WENT OUT AND FINISHED WITH STYLE.
Yes, tonight wasn’t easy by any means as I didn’t really get a good start and I had to pass both Goerke and Nicoletti. Those guys are never easy to pass, but I got by them and pulled away. It was unfortunate that Colton Facciotti wasn’t able to line up tonight because of his injuries; obviously I would’ve loved for us to take the title down to the final race. What happened in Quebec was also unfortunate, but to me it will always be a racing incident and nothing more. I know people have taken sides and there have been a lot of bad remarks directed towards me and my family, but like I said, it’s racing and sometimes things like that happen when two fast riders are going for a win.
IT’S TOO BAD ABOUT WHAT HAPPENED IN QUEBEC CITY AS I THINK IT DID DISTRACT EVERYONE FROM HOW ENTERTAINING YOU AND COLTON’S BATTLES WERE THIS SEASON. INDOORS AND OUTDOORS, THEY WERE FUN TO WATCH.
Yes, we had some good ones, for sure. Obviously, I look back on 2018 as my best season ever, and I think when the dust settles Colton will also look back and think that this was one of his best seasons ever, too.
DID THE FACT THAT COLTON WASN’T RACING THE FINAL ROUND HURT YOUR FOCUS A LITTLE?
I don’t know if it hurt my focus or anything, but it was hard to get going in the main event. I didn’t get the best of starts in the main and then I kind of just stayed in one spot for the first half. At about the halfway point, I decided that it was time to move and try to finish off 2018 in style. I guess the same way Colton did at Walton.
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I WAS SAYING TO YOUR MECHANIC, STEVE BEATTIE, THAT IN DELAWARE, QUEBEC CITY AND IN PRACTICE EARLIER TODAY, YOU LOOKED LIKE A DIFFERENT COLE THOMPSON, ONE THAT LOOKED MORE CONFIDENT, MORE AGGRESSIVE, AND GENERALLY MORE COMFORTABLE. DO YOU FEEL DIFFERENT NOW THAN YOU DID AT THE START OF 2018? I don’t know if I feel different, but I know I feel better on the bike and that has been a work in progress all season long. It took Steve and I a while to get my bike set up the way I needed it to be, especially in the outdoor series. But once we did, my feeling was much better on the bike and my results started to improve. Once I felt good on the bike during the second half of the outdoor series, things just snowballed into the SXTour Series. Once we got through Montreal and had good results there, I felt like I could win each and every race.
YOU AND COLTON HAD MORE THAN ONE GOOD BATTLE THIS SEASON. DID IT HELP MOTIVATE YOU DURING THE SEASON TO HAVE A RIVALRY LIKE THAT WITH ANOTHER RIDER? For sure, he is a rider that I’ve always looked up to and hoped that one day I would enjoy the same success that he has had over the years. Honestly, after Walton when I got back to training for these final SXTour events, each day at my practice track I would always have a picture of Colton celebrating at Walton in my head. I would always think that if he was there, he would probably be going a little faster and doing longer motos. I would think that and then push a little bit harder each day. That definitely helped elevate my riding to where it’s at right now.
SO, IT REALLY BOTHERED YOU TO LOSE THAT 450 MXTOUR TITLE TO COLTON?
I know it may sound strange as the series began so poorly for me, but honestly in those final rounds I felt like I was a little faster, and it really bothered me to not win that title. I wanted to have the same type of celebration that Colton and his team were having after that final moto at Walton. Once I started to use that as motivation, training, riding and going to the gym was easy.
SINCE YOU BROUGHT UP THE FINAL ROUND AT WALTON RACEWAY, I KNOW YOU DIDN’T WIN BUT I THOUGHT THAT SECOND 450 MOTO BATTLE WITH COLTON WAS ONE OF YOUR BEST RACES OF THE SEASON.
Yes, that moto was so very good and yet so frustrating at the same time. I rode great and kept him honest for the entire moto on a track that was very difficult to be consistent on. However, it drove me crazy that I wasn’t able to get close enough to attempt a pass. I was pushing as hard as I could, he was pushing as hard as he could, we were just going for it and he didn’t make one mistake. It was an amazing ride by him and honestly it frustrated me so much.
“I THINK IT DEFINITELY HAS BEEN AN ENTERTAINING SEASON. GOING BACK TO QUEBEC CITY, I NEVER WANT TO SEE ANYONE GET HURT, ESPECIALLY SOMEONE THAT I’M AS CLOSE TO AS COLTON.”
YOU TWO DEFINITELY SEEM TO ELEVATE YOUR RIDING WHEN YOU’RE AROUND EACH OTHER ON THE TRACK. IT’S PRETTY ENTERTAINING TO WATCH.
I think that is what you get when you have two riders going for it. Hopefully he comes back and races again in 2019 and we can have some more good battles.
ALL SPORTS ARE BUILT AROUND RIVALRIES, WHETHER IT’S SIDNEY CROSBY AND ALEX OVECHKIN, OR NOW EVEN THROW CONNOR MCDAVID IN THE MIX. AT THE END OF THE DAY PRO SPORTS IS ENTERTAINMENT AND THIS SEASON HAS CERTAINLY PROVIDED THAT.
I think it definitely has been an entertaining season. Going back to Quebec City, I never want to see anyone get hurt, especially someone that I’m as close to as Colton. During that main event I went down in the first turn and was coming from dead last. I rode my butt off to catch up, and when I got into second, I think once again Colton picked his pace up and he wasn’t going to make a mistake or give me an inch. Going into that last turn I wanted to make something happen. Obviously, I wanted to win and so did he, but we collided and he went down. Unfortunately, he got the worst of it and that’s not what I wanted, but now we have to move forward and get on with next year.
WHAT’S YOUR PLAN GOING FORWARD COLE? RELAX, REST, VACATION TIME, OR WHAT? Well, I’ve been instructed by my mechanic to not even look at a dirt bike until after Christmas. The next month is just about relaxation and recovery, really. We’ve worked so hard for the past year that it’s time to just do nothing. Obviously being in a championship fight is stressful and really weighs on you mentally, so it’s just going to feel good to do nothing for a while. After Christmas we’ll sit down and start planning for 2019. By then we’ll know the schedule and when we have to be ready to go again.
WELL COLE, IT’S BEEN GREAT TALKING TO YOU. THANKS FOR YOUR TIME AND CONGRATULATIONS ON NOT ONLY WINNING THE TRIPLE CROWN SERIES BUT ALSO GETTING ON OUR FINAL COVER OF 2018. Thanks Palms, this has been an unforgettable year and to be on your final cover is just awesome.
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B Y C H R I S P O M E R OY / P H O T O S B Y J A M E S L I S S I M O R E
After nine months of intense racing, it’s now time to turn over the final page and close the book on the 2018 Rockstar Energy Triple Crown Series. From coast to coast, indoors as well as outdoors, the talented riders of this series had to race in every type of condition imaginable as they battled for unprecedented series prize money. For the race winners and champions of this new series, they had to not only be good at just one discipline, but arenacross, motocross, and supercross as well.
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E HN T E IIS FOIR M T , THET S R ARSHRE D FIY E , T GE S N IE O NEW R P SERING T ND O S R I P NS X, A TS CO M VENED , X E ND R A OF SX A OUN M T GI A DE H T S BEING R AIN S A E D R AM HS RIIR TG R NT R. E O TH PRW MO IE L R FE EA
T
This trifecta of two-wheeled competition has never been tried before at the pro level. In the end, when the racing was complete and the points were added up, Cole Thompson took home the 450 Triple Crown Championship and the massive $100,000 cheque that went with it. Shawn Maffenbeier took home the 250 Championship and the $10,000 cheque that went with that title. All things considered, 2018 was definitely an entertaining season as we transitioned from one long-time series and sanctioning body to another. Were there growing pains and items that need addressing as we head toward a new year? Of course there are, that is the natural progression with anything new. Rome wasn’t built in a day; building something useful and sustainable takes a lot time and effort. With one year now under their belt, Justin Thompson and his Jetwerx crew appear to be on the right path to guiding this sport into the next decade. As we progressed through the AXTour portion of this new Triple Crown Series back in the Spring, I think even the Jetwerx crew would say that things got off to a rocky start. There were the issues with the dirt in Abbotsford, Sarnia and Barrie, questions regarding the rules in Calgary, and then to top it all off, Mother Nature unleashed her fury with a late winter storm that put the Barrie event under a thick blanket of ice and snow. When the AXTour wrapped up in mid-April, I think everyone was more than ready for the outdoors to begin. However, during the difficulties at the early season AX races, something was happening with the series riders that wouldn’t become clear until a few rounds into the outdoor MXTour series.
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For the first time in years, this new, three-pronged pro series consisting of AX, MX, and SX events demanded that our riders begin their training programs a few months earlier. Also, with two of the three series being on tight, indoor tracks, our riders had to spend time training on supercrosstype practice tracks. This, I believe, is one big reason why we witnessed such a high level of riding early in the MXTour events from top guys like Colton Facciotti, Tyler Medaglia, Jess Pettis and Shawn Maffenbeier. Even when you’re experienced like Facciotti and Medaglia, you sometimes need to freshen up your training and try new things. By implementing AX and SX practice into their off-season
training program, this improved their technique and reflexes, and helped with their early moto aggression in the early rounds of the MXTour. If we look back at the early 450 results from the MXTour, Facciotti won three of the first four motos by a mile and Medaglia was also riding better than we’ve ever seen him. In the 250 Pro/AM class we saw similar results from Jess Pettis and Shawn Maffenbeier. Pettis was dominant early in the series at Calgary and Popkum, with Maffenbeier not too far behind. The racing in those early rounds were intense and entertaining, and it really kicked the summer off the right way. With the western rounds completed, the series moved east to some of the most demanding races on the planet. With Sand Del Lee back on the schedule for 2018, this meant that the riders would have to endure three very difficult sand tracks in the final five rounds. Also, back on the national schedule for both the amateur and pro riders of this country was Walton Raceway and the infamous Walton TransCan. For the first time in a few years our national championships in all classes were going to be decided in this tiny hamlet in Huron County, Ontario. When the final outdoor check-
ered flag waved at Walton Raceway, the MXTour series finished up the way it started, with both Jess Pettis and Colton Facciotti standing on top of the podium. For Pettis, this was his first ever national outdoor title, for Facciotti, it was his fifth. Both of these British Columbia natives were truly the best in their respective class all summer long. In the past when the final round of the nationals was over it was time to sit back, relax and think about the
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just doesn’t fit the budget of Canadian motocross right now, although it is similar to the very popular Aussie-SX. All together the SX series turned out great, and there ended up being a big buzz in November when Canadian Moto fans are used to being done with racing in August.
IT WAS PRETTY COOL TO SEE COLE THOMPSON AND SHAWN MAFFENBEIER WIN THE FIRST EVER ROCKSTAR ENERGY TRIPLE CROWN SERIES AND TAKE HOME ALL OF THAT MONEY. ARE WE GOING TO SEE THE SAME BIG PRIZES IN 2019?
2019 AXTOUR SCHEDULE
INTERVIEW WITH KYLE THOMPSON NOW THAT THE 2018 ROCKSTAR ENERGY TRIPLE CROWN SERIES IS FINALLY OVER, IS IT TIME FOR YOU TO GET SOME SLEEP?
CALGARY, AB
Honestly, maybe a little, but then I think ’shoot, we only have four months until Round 1 of Arenacross.’ I know how fast that will fly by and we will be in Calgary ready to do it all over again. Going into next year we start a month later, and we hope to finish a month earlier. I don’t think it was a horrible thing ending the series in November. When in the history of Canadian MX have we been talking and bench racing while the snow started to fly?
MARCH 30TH
DID THE SERIES FEEL LONG TO YOU OR WERE YOU GUYS JUST TAKING IT ONE STEP AT A TIME?
MARCH 17TH
PENTICTON, BC
APRIL 6TH
ABBOTSFORD, BC
APRIL 20TH
BARRIE, ON
APRIL 27TH
SARNIA, ON
Not really, I feel like the year flew by. I have talked to a couple racers, some thought it ran long while others were pumped to be able to have such a long season to chase their dream and some cash. For myself, it was just a continued planning process, trying to stay three steps ahead. When I am planning for Walton’s final round and the after party there, I am also booking hotels and working on making sure Montreal SX is moving along nicely. I often catch myself wishing I had one job title. I’d love to just show up and do one thing, then I think ‘ahh, I’d be bored.’
THREE SERIES, TWO TRIPLE CROWN WINNERS AND FOUR DIFFERENT NAMES AS SERIES CHAMPIONS. THIS WAS DEFINITELY A FIRST FOR CANADA.
What an unreal year one - 4 bike brands with 4 different Champions, not to mention all Canadian winners (little humble brag). I think the biggest thing that I take from this is Canadians are starting to catch on to this AX and SX stuff, not just the Pro riders, but the Amateurs and the fans. The intensity stays high all night, and it really has given a nice touch to the already popular Motocross series. I’m excited for next year, we could possibly see some teams having Indoor-only teams or having riders for certain series. It is certainly going to be interesting to see the strategies.
THE SERIES WRAPPED UP WITH TWO PRETTY EXCITING EVENTS IN QUEBEC CITY AND HAMILTON. WE THINK THESE MAY HAVE BEEN TWO OF THE BEST TRACKS OF THE INDOOR PORTION OF THE SERIES. WERE YOU HAPPY WITH HOW THOSE FINAL TWO EVENTS WENT? The last two rounds went better than expected. It was very unfortunate what happened in the 450 main in Quebec, but things happen in racing that is out of our control. I’m glad Colton will be all good. As far as the tracks go, yes, they turned out wicked. I did hear some grumbling about them being like Areancross, and they were too tight, but the difference in doing it in the buildings like Videotron Centre and a building the size of Rogers Centre is about $500k. It
That was pretty awesome. It’s kind of funny how those two have battled it out the last two years (’16/’17) for the 250 MX title, and then end up being the first winners of the biggest Championship Canada has ever seen. I was able to see first hand the commitment it took to win it, with my brother Cole. Even when he was getting beaten outdoors every weekend, he never gave up and fought for every inch of the track on every Moto or Main event. It will be cool to see Shawn moving up to the big bike class for 2019. I think he will be an instant threat for wins and championships. As for the Grand Prize money, it will stay the same. I think it brings some good battles and fierce rivalries.
BEFORE I ASK YOU ABOUT NEXT YEAR, GIVE US YOUR BEST MOMENT OR MOMENTS FROM 2018? I would have to say every time I saw a champion being crowned, or when they crossed the finish and knew they won it. I love those moments. These riders carry around so much pressure on themselves to preform and win that when you see them cross that finish line and celebrate, it is pure joy and happiness, the ultimate reward of their endless hard work. I’m pumped for the four riders that got that feeling this year, and can’t wait to see who can do it in 2019.
CAN YOU GIVE US ANY GLIMPSE INTO WHAT WE MIGHT SEE IN 2019?
Well, you saw the Arenacross schedule, so that gives you a little glimpse. I know we are working on a bunch of things to help the teams and riders. It’s just too soon to release anything right now. I believe we created a solid structure for the future of Canadian Moto. We’ll ust continue to fine tune it and work with all the parties involved to make motocross as big as we possibly can. See you in 2019!!!
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summer that was, as well as what the following year might bring. Not this year! With the bikes still warm from the final MXTour round, it was once again time to stiffen up the riders’ suspension and head back to the supercross practice tracks. You see, there was still one more series to go in the 2018 Rockstar Energy Triple Crown. Although we didn’t know it at the time, this one would be unforgettable. After a three-week break, all of the riders gathered at Olympic Stadium in Montreal for the opening round of the SXTour. Although this event had been planned for some time in Montreal, it was a late addition to the SXTour schedule as the two events teamed up. Not only was the 2018 Montreal SX the opening round of the Rockstar Energy Triple Crown SXTour, it was also the first big International SX of the season, so it featured additional riders like Malcolm Stewart, Colt Nichols and France’s Cedric Soubeyras. It was an International melting pot that night in Montreal, and when all was said and done, Stewart was easily victorious in the 450 class, while Canada’s newest prodigy, Jess Pettis, cleaned up in the 250 class. From Montreal the SXTour travelled to Delaware, Ontario for Round 2 of the series before taking a month to regroup before one of the most talked about races in Canadian motocross history, the Quebec City Supercross.
E E H T M I , R T 2 O 0 F RST 20 F FIINCEITY O S E CLTONING I OST TH M R H O HA S S O S A D WN IN CRO A OTO AT T MVENT S R E E FI IO RE, TH A T N TR RLY OE N C RME NS W FO P O P N KS CO EUM. AOLIS C
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With a long history of indoor motocross in this area, Quebec City has always been a popular destination for these types of events. With the all-new Centre Videotron as its backdrop, Round 3 of the 2018 SXTour moved into this historic capital city. The race day in Quebec City began like any other this season, everyone arrived in the morning and the teams got everything set up in the spacious indoor paddock. Then it was time for riders meeting and then of course the first practice session on the day. However, in between riders meeting and practice, some illtimed words were exchanged between Colton Facciotti and Cole Thompson’s dad, Kevin. I wasn’t standing near them so I cannot comment on exactly what was said, but I do know that it started off one of the most dramafilled afternoons ever at a Canadian supercross. In the span of just a few hours the accusations flew and tempers flared as everyone tried to sort it all out. Sadly, at times it was easy to forget there was still a race to go on, and when the riders finally did hit the track, it was almost a relief. Even with the large $100,000 Triple Crown prize looming all season long, this was the first time that it felt like the pressure was really starting to affect everyone. I mean, let’s face it, we knew it was coming and we knew it was just a matter of time. With this much on the line for the first time in Canada and such a
long season, maybe everyone involved wasn’t quite prepared for how it would affect them. Regardless of the reasons or excuses behind these heated emotions, a perfect storm was brewing in Quebec City that day and there was nothing anyone could do to stop it. Unfortunately for the fans, and for Colton Facciotti, what could’ve been a Hollywood-type precursor to the final round in Hamilton, ended in disaster. Now, I’m not going to go into “The Pass” and whether it was dirty or just a common indoor racing incident, but it was really too bad that Facciotti was injured that badly and was unable to race the final round. I think everyone will agree that Cole’s aggressive move was a tad over the top when it comes to how our top riders, or any rider, should race against each other, but what was done was done and the most interesting thing to come out of Quebec City was that it created more dialogue about Canadian motocross than I think I’ve ever seen before. Of course, some of the talk was negative about the series and Cole Thompson’s riding, but history has shown us many times over the years that very rarely does anything get solved without first talking about it. For the two weeks between Quebec City and the final round in Hamilton, our entire industry was trying to decide whether they were Team Cole or Team Colton. For the first time since 2002, the
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City of Hamilton was hosting an indoor motocross event at the First Ontario Centre, formerly known as Copps Coliseum. With Colton Facciotti not able to compete, the Triple Crown Championship was already decided even before the gate dropped. However, even with the title and the $100,000 all but deposited into his bank account, this didn’t stop Cole Thompson from dominating the final main event of 2018. In the 250 class, Shawn Maffenbeier was finally able to get the best of Jess Pettis. Not only did he win his main event, but he also took home a large cheque of $10,000 for his efforts in 2018. As the podium celebrations came to an end and the bottles of champagne were emptied, there was a brief moment of calm and it gave me a chance to reflect on what we had just witnessed during the past nine months. From the opening round way back in Abbotsford in February to the final race in Hamilton, this new Rockstar Energy Triple Crown Series tested everyone involved like we’ve never been tested before. However, as exhausted as I’m sure the riders and teams are from this gruelling 18-round travelling circus, the rewards have never been higher in this country. We saw just about everything possible during 2018 and it certainly gave us endless story lines. With plans to start the 2019 Rockstar Energy Triple Series a little later in the year, closer to the end of March, and then finish in October, Jetwerx is hoping to condense the series and keep the momentum going from round to round. So, sit back, take a deep breath and relax, the 2018 Canadian motocross season is finally over. But don’t get too comfortable as the opening round of the 2019 Triple Crown Series is just over three months away.
M U I S OD N P O E ATI H T R ANE B AS E L E TO TH EM CA D OF CND AN ESGNEIED, E OTTLP A BHAM EMPSTA T C EREE WAMEN W ER MO ND TH EFLM AE A I R B F CA E M O O GAVCE T N D ED ITHAN CT O A H E C EFL WE ESS R HAT ITN W ST WG THE IN INE JU R U DAST N S H T P ON M
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ALL-NEW ENGINE DELIVERS FASTER LAP TIMES ALL-NEW SUSPENSION AND CHASSIS FOR IMPROVED HANDLING ALL-NEW ELECTRIC START FOR QUICK AND EASY STARTING For more information visit www.kawasaki.ca and www.teamgreencanada.ca ©2018 Canadian Kawasaki Motors Inc. Always ride responsibly. Always ride within the limits of your skills, your experience and your machine. Wear an approved helmet and protective clothing. The actions depicted here took place under controlled conditions with professional riders.
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VEN NOIT ORY THE QUIET CHAMPION
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IF YOU’RE LIKE ME YOU WEREN’T EXPECTING THE RETIREMENT ANNOUNCEMENT THAT CAME FROM KAVEN BENOIT THIS FALL. I BET MOST OF YOU HAD NO IDEA KAVEN WAS EVEN THINKING ABOUT THE BIG ‘R’ WORD. THERE WERE RUMOURS FLYING AROUND THAT HE WAS THINKING ABOUT IT THIS PAST SUMMER BUT NO ONE KNEW FOR SURE IF THE 30-YEAROLD FROM NOTRE DAME DU BON CONSEIL WAS GOING TO RETIRE OR NOT.
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KAVEN BENOIT STORY
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aven’s house is actually right next door to the national track. He first started riding a MX bike at the age of 4, which is pretty early for anyone. I do remember seeing the Benoit family way back in the day when I was still racing the Quebec circuit. Dad would have all the mini KX bikes lined up for Kaven and his brother Karel. Every time I headed to Florida over the winter I would bump into the family at one of the many tracks down south. As long as I can remember, Kaven raced Kawasakis supplied by his sponsor, Les Chutes, located in Shawinigan, Quebec. As the kids got older the bikes got bigger. I do remember Kaven racing a KX250 two-stroke at the Quebec provincial events. You could tell that Kaven had what it took to be a future champion. With all the hard work and training came the factory rides, and Kaven certainly proved himself on the national circuit and abroad. Opportunities presented themselves to become part of the Canadian team at the Motocross of Nations team where Kaven continued to turn many heads. Back home in Canada, Benoit was a solid rider who provided his team with results, and when injury took Benoit down it was a spiralling beginning to Kaven’s big decision to call it quits.
INJURIES ARE A BIG PART OF WHY RIDERS HAVE TO STOP RACING AT THE HIGH LEVEL. THE BODY CAN ONLY TAKE SO MUCH ABUSE BEFORE IT JUST BECOMES TO PAINFUL. WAS IT THE LIST OF INJURIES THAT MADE YOU HANG IT UP? Injuries are no fun. Every time I got hurt I would say to myself, “Okay, I need to stop hitting the ground.” It takes time to heal and I don’t like sitting around. Once you get the green light from the doctor you have to start all over again, getting the body back up to the fitness level to compete at the pro level. That takes a few weeks as well. Before you know it you have been off the bike for two to three months. Our season is so short that you can’t afford to get hurt or you will miss the series. I THINK YOUR FIRST REAL BIG INJURY WAS IN 2016 IN GERMANY WHEN YOU RACED THE SX, CORRECT? Yes, I crashed on the first lap and I hurt my leg pretty bad. It had to take the winter off from training and riding. I came into the 2017 season still not 100%. At Round 1 in Kamloops I knew I had to ride smart and not over do it. Halfway into the first moto I was out front and I could feel that my foot was getting sore. In the second moto my foot was really hurting and I tried to put as much weight on my other ankle. I ended up hurting that one too. Not the way I wanted to start the season off. YOUR SPEED AND FITNESS CAME BACK AND YOU WERE BACK IN THE HUNT FOR PODIUMS. THE SERIES SWINGS INTO QUEBEC AND THE NATIONAL TRACK IS IN YOUR BACKYARD AT NOTRE DAME DU BON CONSEIL. THIS IS YOUR HOME TRACK. THE LOCALS WILL BE CHEERING FOR YOU. LOTS OF PRESSURE TO WIN. Racing in Quebec has always been a bit more stressful. Lots of friends and family want to see me win. I can hear them yelling and cheering for me. It does give me that extra energy, for sure. The second moto I was pushing really hard. I knew the track well. I knew I had the speed and the ability to win. On the long straight away that sweeps by the start, I was setting up to turn right when my front end tucked and I high-sided. Before I knew what was going on, I was flying through the air. That section
is very fast, so I ended up hitting the round really hard. I knew right then I was hurt and I was not getting back on the bike. It sucks crashing in front of your fans and family. COMING INTO THE 2018 SEASON YOU HAD A GOOD OFF-SEASON, AND WITH ONE MONTH TO GO BEFORE ROUND 1 YOU WENT DOWN HARD. THE WORD ON THE STREET WAS THAT YOU MIGHT EVEN MISS THE FIRST COUPLE OF ROUNDS. Yes, I was in California testing and we were one month out from the start of the outdoor series. I ended up going down and I hurt my back. I honestly thought to myself, “Not again!” I worked so hard to get myself and the bike dialed in. I decided I had to ride the first round and get points. I was not going to miss this year. I raced at Calgary. It hurt but I got through it. It took a few rounds but I was getting stronger each week. AFTER THE OUTDOOR SERIES WAS COMPLETE WE HEADED TO MONTREAL FOR SUPERCROSS. I KNOW YOU HAVE DONE WELL THERE IN THE PAST, AND YOU LOOKED GOOD IN PRACTICE, TOO. WHAT HAPPENED? I felt good. My mechanic, Mathew, got the bike dialed in. Practice was over and it was time for the three moto format. Just after the start I went down in a corner. I was thinking, “Okay, no big deal.” But as I tried to get up, I got up and felt some pain in my thumb. I ended up breaking it. That was it for me. Not even one lap into the three motos. Again, I was very disappointed. I AM GUESSING THIS IS AROUND THE TIME YOU DECIDED TO CONSIDER RETIREMENT? To be honest, I thought about it before the season even started. Going into the season injured again was no fun. I am 30-years-old and I have raced for a long time. I know I had an uphill battle in 2018. It was going to be tough to win this championship. When we hit the halfway mark of the series I found out that my girlfriend was pregnant. I was so excited. I had always said there is no way I want to have kids and race at the same time. It’s not fair to my girlfriend, dragging her to these races with a young baby or leaving her at home while I travel. So I had these thoughts as I was sitting on the sofa after the thumb injury.
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KAVEN BENOIT STORY I CAN IMAGINE YOU HAD LOTS GOING ON. YOU HAD ANOTHER YEAR TO YOUR CONTRACT, YOU WERE CHOSEN TO REPRESENT CANADA AT THE 2018 MXON, LOTS OF DECISIONS, FOR SURE. Exactly, I was looking forward to the MXON. I felt really good on my Factory KTM. We had a solid team this year. Pettis was riding really well, Colton just clinched the outdoor championship, and I had won two overalls. This could be the year that we maybe could break the top 6. I also had one year left on my three-year contract. I could have easily ridden the third year of my contract, but I am not that kind of person. I will not just ride around to collect a pay cheque. That’s not fair to the team, who has supported me for so many years. My sponsors have been really supportive of me, too. I knew if I was not 100% into it I would have to call it quits. Like I said before, I really didn’t want to raise my baby at the race track.
OKAY, SO WHAT’S THE PLAN FOR THE NEXT 12 MONTHS? ARE YOU GOING TO FIND A JOB AND START WORKING THE 9-5 PROGRAM? [Laughs] No, I plan to take the next year off. I really want to take it easy and spend time with my family. Our baby is due March of 2019. I am really looking forward to being a father. My girlfriend’s birthday is coming up and I have never been in town to celebrate it. This year I plan to be right next to her. I will stay busy. I have lots of things I want to do. Remember, I have raced full time forever. I want to be able to sleep in, stay up late. I want no schedule. I just want to go with the flow.
DO YOU HAVE THE URGE TO GET BACK ON THE BIKE YET? Yes and no. I know I will want to get back out on the bike in the spring. This time I know it’s okay to be three seconds slower a lap and I will be fine with it. I have nothing to prove, I just want to enjoy the future. WHAT’S THE FIVE YEAR PLAN? That’s a good question, I guess I will find out what that will be in the next 12 months I guess. I am not stressed, I am in a good place. I will be attending some races for KTM in 2019, and I will put on some MX schools. I will stay busy. LET’S MOVE ON TO SOME OF YOUR HIGHLIGHTS OVER THE MANY YEARS YOU HAVE RACED . WHAT ARE YOUR TOP FIVE? I would have to say my number one would be the MXON in Italy in 2016. Everything clicked that weekend. I felt great on my KTM. The weekend was unreal. My starts were on mark and my speed was good. It was unreal racing that day. It was amazing battling up front with Cairoli and the rest of the top European factory riders. I will never forget that day or event. My second on the list would be winning the 2014 CMRC MX2 Championship. I started the season on a 250F four-stroke. At the halfway mark I swapped it out for the 250SX twostroke. I really felt comfortable racing the two-stroke. The east coast tracks are either sand or very loamy and I knew I could put in faster lap times on it, so why not? That was the year that Vince Friese tried to take me out pretty well every weekend. Let’s save that story for another day! I won the championship. It was one hell of a summer and winning my first championship was awesome. Third on the list, that has to be winning my second championship in the MX2 class. Back to back championships is pretty cool. In 2015, I raced the two-stroke from the beginning to the end. The CMRC changed the rules to
whatever you started racing you had to finish with. I knew the west coast tracks would be the challenge as they can be pretty hard pack. Fourth has to be winning the Montreal supercross in 2010 in the MX2 class. Who doesn’t want to win a big event like that in your own province with all your friends and family? My KTM worked great and the track wasn’t super easy. There were some pretty big triples out there. I had to ride smart. That was a big win for me. The fifth has to be the day I won the overall at the CMRC National in Deschambault on my 450. It was my first year in the 450 class. All season my teammate, Davi Millsaps, was unstoppable. Well, that weekend I felt really comfortable. I chased Millsaps down all day and was able to win Moto 2 for the overall. That was a fantastic weekend. I was so happy to get the win that day. I WANT TO THANK YOU FOR YOUR TIME. I BET YOU’RE HOME SITTING ON YOUR SOFA WITH YOUR HOT CHOCOLATE THINKING ABOUT YOUR WINTER AT HOME. Yes, I am actually warming up. I was shoveling the snow for the last hour or so. I am slowly preparing my winter hobbies, good times ahead riding my KTM bike on the ice, and with my Camso snowbike is also in the plans. I really enjoy winter at home. Lots of time to play in the snow this year, that’s for sure!
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TEST RIDE
2018 HONDA CANADA GDR FOX RACING CRF450R
Palms Rides Colton Facciotti’s Championship Winning CRF450R BY CHRIS POMEROY / PHOTOS BY AUSTIN WATLING ANAD AYRTON POMEROY
In case you didn’t know this about me yet, I love test riding bikes of all brands and sizes. During the past decade I’ve been fortunate enough to be able to test ride bikes in almost every part of the world. From riding a Supermoto bike in Italy to the new 2019 RM-Z250 most recently in Japan, there are very few things in life that I enjoy more than testing a new motorcycle. However, with all of the test riding that I have done, the one area that has been lacking is test riding some of the race bikes of our pro riders. That is why when Derek Schuster asked me if I wanted to come down to Gopher Dunes for a day and ride Colton Facciotti’s 2018 450 championship winning CRF450R, I jumped at this unique opportunity.
M
aybe it’s because I had a lot of success twenty or so years ago on the red brand, but for whatever reason I’ve always had a soft spot for Honda dirt bikes. Two years ago, I travelled to Monster Mountain in Alabama for the media launch of the then all-new 2017 CRF450R, and then a year ago I attended the 2018 CRF250R media launch in California. With multiple hours aboard a stock Honda, I was obviously excited to throw my leg over a CRF450R as modified as Colton Facciotti’s. When I arrived at Gopher Dunes, I was pleasantly surprised to be greeted by not only GDR Team Manager and Gopher Dunes owner Derek Schuster, but team riders Dylan Wright as well as the man himself, Colton Facciotti, were also there. Since Colton had been riding a 2019 Honda CRF450 since September, the bike
I was going to be riding was his outdoor race bike from this past summer with just a couple of changes. With Dylan Wright planning on racing the final two SXTour events in Quebec City and Hamilton, he had also been riding this bike so it had his suspension (coil-spring forks), a larger tooth rear sprocket, and of course some Vortex ignition mapping changes. Other than that, this was the bike that Colton rode at the final round of the MXTour at Walton Raceway. With T-Handles in hand, Colton and Dylan made sure the bike was adjusted to my liking, and then after getting dressed in a new set of Honda Fox gear courtesy of Fox Canada, I was finally ready to ride. As I headed past the main track at Gopher Dunes to their private practice track at the back of the property, it didn’t take long before I could feel the power of this factory Honda CRF450R. Unlike the old days with two-strokes when it was all about bottom end grunt, a modern-
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FIRST RIDE
2018 HONDA CANADA GDR FOX RACING CRF450R
day factory 450 four-stroke is all about usable power. As everyone knows, a stock 450 produces more than enough power and torque for 99% of the planet’s riders. For pro riders, if a 450 has too much power it can be a handful during a long, 35-minute moto. Obviously, the key is increasing the power output, but at the same time keeping it smooth and consistent throughout the range. To get Colton’s motor package just right, the GDR Team relies on Proven Moto out of Herber City, Utah, a company they’ve trusted for many seasons. Due to the fact a championship winning motor doesn’t come from just one part or modification, Colton’s motor has DCR cams, a Wiseco Piston, a Vortex ignition, and other engine mods made by Matt at Proven Moto. Yes,
the GDR Team still uses a lot of Honda OEM parts on Colton’s bike, however the use of each and every part is based on optimal performance and durability. As I made my way to the track, I was periodically blipping the throttle and could feel the amount of power on Colton’s CRF450R. When I finally got on the track, I made sure to do a few sight laps to both get used to the bike and the track that I’d never ridden before. After a couple of slow laps, I started to ride a little faster and try a little harder. The first thing that grabbed my attention was just how smooth and never ending the power was on this bike. As I exited each corner and applied the throttle, Colton’s bike instantly hooked up and put the power to the ground. As I transitioned through the
complete range of the throttle, the bike never stopped pulling. With the smooth power output, the bike felt completely connected to the track as I made my way around. Even though I always try to ride with at least one finger on the clutch at all times, with this motor package I felt like I didn’t even need to use the clutch. I felt that it really didn’t take a lot of energy to go fast on Colton’s bike as the power was obviously strong, but also with how smooth it was, it didn’t rip my arms off or cause me to hold on too tight. If you’ve had the pleasure of watching Colton race during his long career, you would have seen that he likes to ride smooth and tries to limit how much energy he uses. I quickly realized that his bike was set up perfectly for that style of riding. After spending my first session focusing on the power output of Colton’s powerplant, I turned my attention to the chassis and the handling characteristics. Regardless of your age or riding level, I cannot stress enough how important the proper set-up is on a modern day 450
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KEY FEATURES ON BIKE SETUP
YES, THE GDR TEAM STILL USES A LOT OF HONDA OEM PARTS ON COLTON’S BIKE, HOWEVER THE USE OF EACH AND EVERY PART IS BASED ON OPTIMAL PERFORMANCE AND DURABILITY.
• Colton prefers the KYB PSF1 air fork, which he has been running for the past 5 years • He runs his levers higher than most with them being straight out from the bars • Bike weighs approximately 10 pounds lighter than stock with main weight reductions coming from a titanium bolt kit and axles, a carbon fuel tank, lightweight seat foam, air forks, a titanium exhaust, and other carbon and Ti components • They run the data logger for testing, and on race days during practice and qualifying, but usually remove it for motos to reduce weight. The info collected during practice is used to make adjustments for the race and for making notes that can be viewed the next season at that same venue. Obviously, weather conditions play a major factor so that needs to be noted as well. • Colton uses a rear mousse at every outdoor race and a front mousse at most tracks but sometimes opts for a tube at certain sandy tracks. Tubes are used for indoors. • Fuel tank holds an extra litre of fuel. • Colton prefers a rubber shift tip, so the stock shifter is fitted with a different tip to accommodate replaceable rubbers. • Many stock parts are modified, customized, strengthened, or machined such as radiators, foot pegs, chain guide, sub frame, and upper engine hangers. • Regular tuning and adjusting with Vortex software are performed from race to race, and have different maps built for different conditions and elevation changes.
• Honda OEM parts are very high quality, so parts are not changed unless there’s a performance benefit. Weight is also taken into consideration when deciding the usefulness of a part. • Stock hubs are used for weight purposes. Honda bearings spin very nicely and have a great life span. The hubs are polished smooth and then cerakoted to match the cerakote right engine cover • Miscellaneous parts are anodized in clear or black. • On the previous generation chassis, Colton liked having the frames fresher and more rigid, but on the current chassis he likes having them broken in more so we use less chassis throughout the season • Colton prefers his grips to be very worn in so does not want them changed often and roughs them up with sand paper when new grips are installed. • Different types of footpads were tried, which is a good way to reduce weight, but Colton always reverts back to the OEM Honda pegs. • A steering damper was mounted on the bikes for outdoors because the newer bikes no longer come with them stock. • A backup starter button is mounted on a frame rail near the valve cover in case the main starter button is damaged in a crash. • When bikes are first received in the winter, each one is stripped down to a bare frame. Engines are sent to Proven Moto, Suspension is sent to SSS, and then the builds begin as parts and supplies start rolling in from sponsors and suppliers. The time to modify a bike from start to finish can take a few months.
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FIRST RIDE
2018 HONDA CANADA GDR FOX RACING CRF450R
motorcycle. The chassis, suspension, and power are all so connected these days. If one aspect is out then it can throw the entire handling package off. The bike that I was riding had Joe Skidd’s SSS modified spring-coil forks, not Colton’s customary SSS KYB A-Kit Air forks. The forks I was using were set up for Dylan Wright, but thankfully Joe had them ready for supercross, so they actually felt pretty good to me. With the balanced chassis, Joe Skidd’s SSS suspension worked great on the fast and choppy track I was riding. It made the bike feel stable down the straights, the front and rear were balanced over the jumps, and the front end stayed up nicely in the stroke as I entered the turns. Between the motor package, suspension and chassis modifications, the bike was a joy to ride. It was no surprise that Colton Facciotti had so much success on it this summer. I didn’t even mind Colton’s stiffer than normal clutch pull, or how high he runs his levers. After all, I barely had to use the clutch. As I rode around the track and burned some expensive VP race gas, I kept getting reminded how effortless the bike was to ride. If I messed up a turn it was no
problem as there was more than enough power to recover. If I got a little sideways down a straight, the bike quickly recovered without me having to think about it. Colton’s championship winning CRF450R felt just like the bike that had just taken him to moto wins and a National Championship in 2018. This was such a great day of riding that I didn’t want it to stop. I wanted to feel that smooth power until the sun went down. However, with Dylan Wright patiently waiting for me to finish riding so he could ride some AX laps, I had to shut things down. Still, my two hours of riding was well worth it and I honestly felt honoured to have been given the opportunity by Derek Schuster and the GDR Fox Honda Racing Team. If you own a Honda CRF450R or you’re thinking of getting one, have a look through the parts list that the GDR Team provided me. The list contains every part that was on Colton’s bike in 2018. Obviously, you don’t need all of them to be successful, however a few of these parts might just help to provide the set-up you’ve been looking for. With how great this day of riding went, I hope to test more race bikes in 2019.
BETWEEN THE MOTOR PACKAGE, SUSPENSION AND CHASSIS MODIFICATIONS, THE BIKE WAS A JOY TO RIDE. IT WAS NO SURPRISE THAT COLTON FACCIOTTI HAD SO MUCH SUCCESS ON IT THIS SUMMER.
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AFTERMARKET PARTS LIST + XTRIG ROCS triple clamps + RENTHAL Twin wall 997 handlebars (cross bar removed), kevlar dual compound grips, chain wheels + ARC clutch perch assembly, front brake lever, billet transponder mount + WORKS CONNECTION pro launch device, radiator braces, axle blocks, brake reservoir caps + HRC Front brake caliper + RACE TECH titanium Ti bolt kit & axles + CMT carbon front brake disc cover, carbon oversized fuel tank, carbon skid plate, carbon battery holder, front sprocket cover + CARBON fork lug guard + TWIN air filter, air filter cage, air filter cover, air rad louver guards, Air skid plate foam + THINK TECHNOLOGY light weight seat foam + MOTOSEAT seat cover + CYCRA plastic kit + LIME NINE graphics kit + WISECO Racer Elite piston + DCR camshaft + PROVEN MOTO modified engine package (additional engine parts are obtained and installed by Proven) + VORTEX ECU with Proven Moto engine maps + HINSON 9-plate clutch system, clutch springs, clutch cover, billet clutch cable bracket + KYB A kit PSF1 air forks + SSS SUSPENSION re-valving & tunin + PRO CIRCUIT Ti-6 exhaust system, brake banjo bolts + WEGO data logger + YOSHIMURA rear brake clevis + D.I.D STX rims, ERT2 gold chain + 3M frame grip tape + VP PRO 6 HT fuel + DUNLOP tires, foam tire inserts
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R E P U S
KIDS ES LISSIMORE / PHOTOG R APHY BY JAM S T O R Y B Y C H R I S P O M E R OY
how a story n on paper, it continues to amaze meours. Since I dow m the ting put n the and ies stor rs in this fine country of In the process of thinking up e about some of our fast amateur riders who have set their goals and then evolves. For this story, I wanted to writ ride co blessed with a fast group of young can remember we have always been recent years we’ve witnessed riders like Dylan Wright, Tanner Ward, Mar se In the , ls. side goa se out tho the t On mee s. to k in the pro clas do all they can hard amateur riders to the front of the pac Cannella and Jess Pettis go from top almost seamless. However, behind the scenes these kids work incredibly look riders have made the transition to perform every weekend. and are under a great deal of pressure mentioned riders that appear ready to follow in the above wanted to talk about the next group of kids hips at o in thinking up the concept of this story, I to look then our Amateur National Champions place r bette no is of fast amateur riders there n. From the opinio my in watch to class the footsteps. When trying to find the next crop being up ended 2018 Walton TransCan the Supermini class ck that these races were very entertainWalton Raceway. This past summer at the and word quickly spread through the paddo flying were kids mini Super the drop, gate ded of the day back in 1979 when remin ly moment of the first quick was I track, n Walto watching these kids fly around the ’s the 100cc class was also the 1980 early ing to watch. While I stood on the sidelines and ’s the local Ontario races. During the late 1970 of one watch to ay Racew n Walto to weekend, sometimes even deme every my Dad took Kuenzig who battled s like Doug Hoover, Jeff Surtherland and Rob this past summer at the were they as then class to watch. In those days, it was name back ng exciti as the 125 Pro Class. Those races were just than faster were that were all from different ers times lap finish five with top fans the the lighting n this year was that aspects of the Supermini class from Walto the TransCan. All of these riders at d battle riders 5 Top Walton TransCan. One of the most interesting the as d sente and h Columbia, almost every region was repre like Thomas Rendall, Evan Stewart, Luke Tricco parts of Canada. From Nova Scotia to Britis just the top five. Behind them were names that’s and these ng, of all , worki them hard at and ed, throw talent could ay fast, in this story are whatever else Walton Racew s together that week. With heat, mud and Jess Pettis? Only time will Tanner Scott, all of which put some great moto kids make to the pro class and be the next these of all Will . nable imagi tion condi every about just gh kids. throu ible battle incred to had these riders bright for all of I think we can all agree that the future is very sting to let each of the top five give the answer to that question. However, ed kids. I thought it would much more intere talent these for went moto each how of So instead of me telling the story TransCan tell their own story. ” Supermini finishers from the 2018 Walton
S
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S
RYDER MCNABB FIRST OVERALL AND 2018 SUPERMINI CHAMPION 4-1-1 Minnedosa Manitoba A G E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 B I K E . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2018 KTM85 W A LT O N M O T O S C O R E S . . . . . . . . . . . . . HOMETOWN....
MOTO ONE
I got off to a horrible start and I think I was last going into the first turn. From there I just told myself to focus, not panic and don't override the track. After the opening lap, I made it up to 14th. I kept charging and taking different lines where no one else was going. After the 2nd lap I had gained about 7 positions but had one goal in mind and that was to get on the box. The track was rough and rutted, just the way I like it. I gained another couple spots and then one more at the end of the 4th lap. The top 3 guys ahead of me were fast so I knew I had to put my head down and hit my marks. I was clicking off laps gaining a couple of seconds each lap. I think I even set the fastest lap of the race. When the white flag came out, I could see that I was catching Zach. I was finally getting close enough to him to start thinking about making a move. After the two right-handers, I scrubbed the table top and made the pass for 3rd in the sand corner. Unfortunately Zach made an aggressive move almost cleaning me out and got me back in the next corner leading up to the natural double. I pushed hard to get him back but ended up finishing 4th.
MOTO THREE
MOTO TWO
I got a pretty good start and made some quick passes and was sitting 4th after the first lap. On Lap 2 I got around Hunter Scott and set my sights on the two guys in front of me who were Zach and Julien. They were battling hard which gave me the opportunity to get in reach of them. On the 5th lap, Zach made a pass on Julien on the inside and I followed. I got into second and was following Zach checking out his lines so that if he made a mistake anywhere I would be able to make a move. He was riding good but with one lap to go, I knew I had to make a pass. For most of the lap I stayed patient. At the left-hand corner before the natural double everyone was taking the outside line and I knew if I railed the inside and held it wide open I could clear it and that is where I made my move. A few turns left I protected the inside and took the win. It was an amazing feeling!
The skies opened up that day and we all know we were in for an interesting final moto. It was a mudder so I wanted the first gate on the inside so I would not get pushed way out. I pretty much had the best start of my life! Once the gate dropped my KTM Canada Orange Brigade 85 hooked up and I pulled the holeshot. I was so pumped, clear track in front of me and I did not have to battle the mud that was flying up behind me. I knew if I laid it down I could pull out a big lead and that is exactly what I did. After Lap 2 I had over a minute lead. I was just trying to ride my own race and stay focused. Then I tipped over in the right-hand corner just before the little step up. I got back up with mud everywhere on my hands it was awful. The next time around I did the same thing. And I think again one more time after that. My lead dropped to 12 seconds. I read my pit board on the last lap and knew if I just kept it on two wheels I could bring it home! I was definitely happy to see the checkers. To win the Supermini class, in a mudder like that and on my 85 felt like a big accomplishment.
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SUPER
KIDS
ZACH UFIMZEFF SECOND OVERALL W A LT O N M O T O S C O R E S . . . . . . . . . . . . 3-2-4 H O M E T O W N . . . . . . . . . . . Lake
Country B.C 15 2018 KTM Supermini
AG E.............................................. BIKE...............
MOTO ONE
In the first moto I was able to get a pretty good start and coming down the first straight stretch I was about 5th. I needed to make some quick passes so I could get out front early. I noticed the four guys ahead of me all went to the inside of the sweeper at the bottom of the hill, so I railed around the outside then again on the outside of the next corner, it felt AWESOME. By the time I came to the big triple I was In the lead!!.I couldn’t believe that just happened. Now that I was in the lead I didn’t have to worry about making any passes and just put my head down and charge. I was finding my groove and had a great race going. Then with about three laps to go right before the finish line I made a little bobble and tucked the front end. I got up as quickly as I could, Hunter had passed me and Julien was just passing me as I got going. I tried charging to hold onto second place, but I came into a corner right behind Julien and I had no front brake. It made it very hard to charge to the corners especially the tighter corners on the track and I ended up falling back from Julien. With Ryder charging hard I did my absolute best to try and hold onto third place and try to finish on the podium. We were so close at the finish but I held my line and grabbed third in the opening moto.
MOTO THREE
Coming into Moto 3, Ryder was just one point ahead of me and Julien. I wanted the win so but. When we woke up for the final race day, it wasn’t just raining, it was pouring!. The last moto was going to be a mudder. I chose the very inside gate, there was some grass on the edge so I was hoping to get a little bit more traction and get the holeshot. That wasn’t the case, as soon as the gate dropped I just spun, and since I was on the inside and didn’t get the jump I got pinched out in the first corner. I was about mid pack going down the first straight and it was hectic! I rode well in the opening laps and charged up to fourth in the mud. However, at that point I got water under my roll-offs and I couldn’t see. I ended having to throw my goggles away so I could see where I was going. Then, I got mud jammed in the shifter and my bike was stuck in third or fourth gear. I don’t know how I did it but I just kept charging and finally got up to third by the end of the moto. I ended up second overall at Walton, first time ever at that track.
MOTO TWO
In the second moto I had another pretty good start, I came out of the first corner around the same spot as the first moto, 5th or 6th. I used the same line in the sweeper at the bottom of the hill, just railed around the outside and the next outside and again made my way to the front. But this time Julien was ahead of me in the lead. For the majority of the race we were battling hard. Coming in and out of corners we were battling as hard as we could, it was so much fun! The second sweeper after the one at the bottom of the hill I found a nice inside rut, Julien was going a couple ruts over that led a little bit to the outside. I used that inside rut and closed right up to Julien and I knew I had to get close to him at that part for the next lap. We continued battling it out for the next lap and I was able to get close for that corner. I railed the rut so hard, we were neck and neck coming up to the lip of the triple and jumped side by side. I kept it pinned to the corner, carried my momentum and made the pass while I launched down the hill. Once again I was in the lead at the Walton National in the Supermini class and I was pumped! I was feeling really good and was having a blast. However, on the final lap right before the pro finish I made a big mistake that cost me. Coming into that turn my tire just hit the inside of the rut causing it to just slide, I was getting no traction and I almost went down. That mistake made me lose a lot of time and allowed Ryder to catch up. Again, with one lap to go Ryder and I were battling for position. This time he got the better of me and was able to take the moto win. I was frustrated at giving away the moto win, but I was happy with my effort.
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JULIEN BENEK THIRD OVERALL W A LT O N M O T O S C O R E S . . . . . . . . . . . . 2-3-5
Mission, BC 14 B I K E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Yamaha 112 HOMETOWN...................
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Before the opening Supermini moto I had over jumped a step down beside the podium on my 250 two-stroke and had bashed my eye open. I was taken to the hospital and they had glued my eye lid back together. I was told that I didn’t have a concussion, but I couldn’t ride due to impaired vision. So I got back to the track and my dad told that I didn’t have to ride if I didn’t want to, but he wanted me to at least start the moto so I would eligible for the remaining motos if I felt better. I told my dad that I felt good and we decided to go for it. I got a good start and was in third until the final few laps. From there I just kept my head down and ended up in second. Considering how I felt going into that moto I was really happy with my result.
MOTO ONE
The next morning my eye was swollen shut and I could barely see. I iced my eye right up until it was time to go racing and while it helped a little, it was still pretty swollen as I made my way to the starting line for Moto 2. I ended up getting a great start in Moto 2 and I had the lead for most of the race. Toward the end of the moto I was slowing down and making a lot of mistakes. Ryder McNabb got by me and then I didn’t shift down enough and then Zach Ufimzeff got me. I was able to keep my position in third and finished the moto strong. This meant that I was sitting tied for second overall as we went to the third and deciding moto.
MOTO TWO
The final Supermini moto at Walton was an absolute beast. It had rained all night and the track crew was trying their best to scrape off the mud, but there was really no difference. I got off to a pretty bad start and had to take my goggles off right after the start. I spun out in the corner before the natural double and got passed by quite a few people. After that I was going as fast as I could in that mud and was able to work my way up to fifth, I was right behind Zach on the final lap but I just wasn’t able to make the pass. I could barely see where I was going and finished the moto strong. I was able to get third overall and considering how my week started, I was very happy with my result.
MOTO THREE
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SUPER
KIDS HUNTER VAUGHAN FOURTH OVERALL 1-DQ-2 Waterville, NS A G E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 B I K E . . . . . . . . . . . . . . . . . . . . . . . . KTM Supermini W A LT O N M O T O S C O R E S . . . . . . . . . . HOMETOWN...............
My first moto I got off to a pretty decent start and worked my way up to first by the second lap. From there I just tried to stay smooth and not make any mistakes. I ended up taking the win and I was happy to begin my week at the TransCan that way.
MOTO ONE
This moto was going well until my rear brake overheated and jammed on me. I felt helpless as I was just sitting there watching riders go by. I didn't know what to as I didn't want to just sit there and DNF. Someone from the side of the track gave me a bottle of water to dump on my calibre to cool it down. That is what I did and while it worked, it was deemed that I received outside assistance and I was unfortunately DQ from that moto.
MOTO TWO
Going into the final moto I really wanted win so I could show everyone that I was the fastest rider in the class. With the track being a complete mess with all of the rain that had fallen, I ended up getting a decent start and I was feeling good. I've always enjoyed riding in the mud so the conditions in the final moto didn't bother me. During the first part of the moto Ryder was way out as he got away early. But I think he crashed a few times and during the final few laps I could him just in front of me. Unfortunately, I wasn't able to catch and I had to settle for second in that moto and fourth overall. It was my first time racing in Walton and I can't wait to return next year. In closing I really want to thank my dad and my family for all of their support, I wouldn't be where I am without them.
MOTO THREE
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JOSH BRYAN FIFTH OVERALL 5-6-8 Mulmur, ON A G E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 B I K E . . . . . . 2017 Husqvarna Supermini W A LT O N M O T O S C O R E S . . . . . . . . . . . HOMETOWN...................
I was 6th out of the gate on a dry rough track. I battled another rider for two laps. The rider tried to take me out in the second corner from the finish line but I saw him coming and leaned into him so when he hit me I didn't fall over. After that corner I pulled away from him and started to gain ground on the fourth place rider, but ran out of time and ended up with a strong 5th place finish. I was happy with my opening moto as it was the best I've ever done at Walton. I had also worked hard all summer so I was happy to be racing with the leaders.
MOTO ONE
I was 5th off the gate, the track was dry but very rough. On the third lap I tipped over in a corner and dropped back to 7th place. By the fourth lap I had dropped one second off my lap time and was gaining ground and moved up to 6th place. I dropped two more seconds off my lap time on lap six and was really feeling great. Then, on the final couple of laps I made some mistakes that cost me a lot of time. I ended up in sixth in that moto and I went into the final race wanting to get onto the podium.
MOTO TWO
This of course was a mud moto. I had a great start and was running second. Then I fell in the third turn and ended up way back and eating a lot of muddy roost. I fought hard on every lap to end up with an 8th place finish. By the last lap my helmet was so heavy that I could hardly hold my head up, and my bike felt like it was twenty pounds heavier. Overall I had a lot of fun at Walton that week and I definitely learned a lot about myself and my riding. To be racing and battling with the top riders in Canada was a dream come true. Hopefully I'll be able to return to Walton in 2019 and do it all over again.
MOTO THREE
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OVER THE PAST YEAR I TOOK ADVANTAGE OF MY TIME ABSENT FROM THE BIKE TO FOCUS ON CREATING SOCIAL MEDIA CONTENT, ALLOWING ME TO GROW MY FOLLOWING TO APPROXIMATELY 25,000 ACTIVE INDIVIDUALS. AS AN ATHLETE AND CREATIVE, I HAVE BEEN ABLE TO TRAVEL THE WORLD LEARNING FROM SOME OF THE INTERNET’S MOST ESTABLISHED SOCIAL MEDIA INFLUENCERS. FROM MY EXPERIENCES, I HOPE TO ENLIGHTEN THE CANADIAN MOTOCROSS COMMUNITY ON A TOPIC THAT TENDS TO BE OVERLOOKED, BUT THAT I BELIEVE COULD HELP OUR RIDERS IF PURSUED CORRECTLY.
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s shocking as it may be to some, social media now plays host as one of the largest marketing platforms today, with the U.S.A alone spending close to 20 billion dollars on social media ads, a figure that has doubled in just three years. At this point, you may be saying, “Great, but what does this have to do with racing my motorcycle?” To answer that from both the rider’s and industry’s perspective, it can mean the difference between a successful career and a very tough road for those ignoring its importance. Before we jump straight into the depths of how we can utilize these numbers, let’s take it back a decade. In 2008, the main ways of consuming motocross related content were magazines, television, and being present at races. Although websites were around, accessing these websites on a LG Shine or Blackberry Curve just wasn’t possible and required logging into some form of computer. Here’s where race results came into play. If you wanted any chance of self promotion, you first would have to capture the attention of publications by showing your worth on the track or by building a relationship in the pits. With a system like this, the marketing budget of brands simply were given to those who had media worthy results. After all, sponsorship is a means of selling product. In order for this marketing strategy to work correctly the backed athlete must provide enough exposure translating to sales, that allows the brand to profit off their initial investment. Although some of the points mentioned earlier may still be valid, the introduction of social media has completely changed the way brands decide where to put their marketing dollars. The rise of these platforms has constructed an outlet for almost anybody to create a living riding their motorcycle, regardless of their results. Platforms like Instagram, Facebook and Youtube are giving anyone a chance to be recognized. For a rider to develop any sort of notable fan base from scratch requires consistency, creativity, networking, and an unlawful amount of dedication, but the exposure that is gained from this can surface to become a full time career doing what they love. To understand how a career through social media is attainable comes with the understanding of how powerful social media truly is as a source of marketing. With 2.7 billion users individually spending approximately 800 hours per year scrolling through
social media, it is by far the most effective way to showcase yourself or business to the world. Impressive numbers without a doubt, but the real reason why social media is so effective is its ability to target niche audiences. If a brand were to advertise on television, they may be reaching many but not the exact consumer they are looking for. When hiring a social media influence, they might not reach as many but can specifically target their demographic, resulting in cheaper, more effective investments. If a top racer will be exposed to 50,000 individuals on a yearly basis, theoretically, the social media rider reaching 50,000 per day is going to sell more product. You will not score a factory ride due to your following, simply because the sponsors’ objective is to gain exposure through the already developed media infrastructure around those events. But, by growing your personal brand you are no longer constrained by the series in which you’re racing or the results you achieve.
If you can provide value, you will be rewarded. I strongly believe this is an essential component to racing in 2018. Racers who lose their ride can fall back on something to regain their momentum, and riders who would only dream of racing at the professional level can still use their passion as a career. The perfect example of a rider who really takes their social media game to the next level is California native Axell Hodges. For those unaware, Axell had a respectable amatuer motocross career before becoming what we know him as now. When his drive for competition slowly started to diminish, he continued riding and posting innovative iphone clips to social media. Unaware at the time, these videos would catch traction - turning social media into a full time gig. Not only did this allow him to acquire pro-level sponsorships, but also lead him to getting invitations to events such as X-Games and Nitro World Games where his abilities shine.
“In order for this marketing strategy to work correctly, the backed athlete must provide enough exposure, translating to sales that allows the brand to profit off their initial investment.”
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THE WORLD HAS MANY RIDERS TAKING FULL ADVANTAGE OF THESE PLATFORMS, BUT LET’S TAKE A LOOK AT SOME CANADIAN RIDERS FROM VARIOUS DISCIPLINES THAT HAVE BEEN CRUSHING THE SOCIAL MEDIA GAME IN 2018;
CODY MATECHUK MATECHUK111 CODYMATECHUK
SOME OF YOU MAY KNOW CODY FOR CLINCHING THE SNOWBIKE GOLD AT X-GAMES ASPEN 2018, OR HAVE SEEN PHOTOS OF HIM GETTING HIS YAMAHA SIDEWAYS IN THE BACKCOUNTRY. With a respectable fan base of 9,200 followers and an unrivaled commitment to interacting with his online community, I strongly believe that Cody is one of Canada’s top motocross social media ‘influencers.’ It is one thing to post photos, but Matechuk is constantly updating his stories and taking time to respond to his comment section. When I approached him on this subject, he was happy to share his perspective on it all; “I use social media because it is simply the best way for an athlete to promote their brand. By brand I mean the image that athlete wants to create. For me, that is snowbike racing and backcountry riding, alongside snowmobiling, motocross and base jumping! It has the ability to show the “A” shots, but also the personal side through stories and funny posts. There are many social media platforms out there, and there is no one, right platform. It is important to stay diverse, keep up with trends and find platforms that play into your style but also learn to play into the style of different platforms. I take social media very seriously because it is the future of all advertisement and it is just in its infancy. Take it seriously or be left behind!”
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“The perfect example of a rider who really takes their social media game to the next level is California native Axell Hodges.” KRIS IS UNDOUBTEDLY ONE OF THE BADDEST CANADIAN DUD’S TO RIDE A MOTORCYCLE, AND IT’S SAFE TO SAY THAT HIS FOLLOWING OF 37,000 WOULD AGREE. Not only is Kris posting unbelievable quality, he is also posting some of the gnarliest and most creative videos you will see. With the dedication to go all out creating next level video parts, Foster is most definitely killing it on social media. A few other riders who are worth mentioning include Jess Pettis, who has an unbelievable engagement rate for a page of his size, along with Tanner Ward, who is expanding from Instagram to YouTube with some vlogs that bring a sense of relatability to his fans. With unbelievable riders like this pushing social media, I believe it will inspire others along the way, bringing not only a better career for themselves but also driving traffic to the Canadian motocross scene. It’s hard to say what will happen to social media as time progresses. I personally believe that we will see platforms come and go, and as Cody stated earlier, it will be extremely important for our riders to stay aware of the up and coming trends to ensure they stay relevant. As time passes, we may see Youtube, Instagram and potentially even Facebook come to an end but there is undoubtedly going to be a new online platform to take their space. The amazing thing is, once you’re relevant your audience will follow you as you change platforms if done correctly. As for now, work on what we have in this moment of time, but keep your eyes open for what the future will bring.
KRIS FOSTER KRISFOSTER782 KRISFOSTER
KRISFOSTER782
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2017-06-26 2:45 PM
The Scorpion Kings
The Rally du Maroc attracts a great number of people from all over the world; the international ambience is one of the attractions of rallying. B Y L AW R E N C E H A C K I N G / P H O T O S B Y T H E C R E W
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Cheers to our Canadian riders who travelled to Morocco to compete in this gruelling event.
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ome people toss around the term ‘once in a lifetime’ handily. For eight adventuresome Canadians, a recent trip to the Rally du Maroc this past October truly fit the bill for the term of being the adventure of a lifetime. Anytime one jumps into the deep end and chooses to enter an off-road or cross-country rally raid should realize there is bound to be some unscripted stories that border on incredible. Our trip to Morocco did not disappoint - read on and discover for yourself. The 2018 version of the Rally du Maroc was under the guidance of new organizers, David Castera and Jordi Balibe. Castera is the former sporting director of the famed Dakar Rally, a rally competitor of the highest level and most recently signed on as multi-time Dakar winner Stephane Peterhansel’s navigator in the factory Mini team. Prior to entering the rally, David assured us that we would have a great experience at his rally, and he was good to his word. For the first time ever in an International cross-country rally, a large contingent of Canadians made the trip to Fez, Morocco to participate in the final round of the World Cross Country Rally Championship. Some of us were experienced competitors and some rank amateurs. Fortunately, the rally was designed to challenge the world’s best and entertain everyone else; most competitors we met appeared to enjoy themselves to the
Back at the hotel it was easy to find places to relax.
fullest. Rally is a very social undertaking. Our group of hardy Canadians became a band of brothers from the onset. Our team spirit developed early and continued throughout the week. To explain briefly, off-road rallies are multi-day races that have two types of stages or sections, and the transfer stages are often on public roads and get the competitors from the paddock areas to the timed ‘special’ stages. The competition is decided in the special stage. These are a series of speed contests run against the clock across vast distances in off-road conditions. Navigation is done by reading and following a road book that is written by the event organizer or event director. In the case of the Rally du Maroc, the author was rally organizer David Castera, who is a vastly experienced in this domain. The daily road books are written in a universal language of symbols and abbreviations that are used worldwide. Learning to navigate using a road book is not easy, it takes practice that is best done by immersion. Piecing the navigational challenge together is the ‘art of rallying.’ The riding is generally not too technically difficult, but the danger is very real. Speeds can be very high and pitfalls are frequent. The attrition rate in rallying is elevated mainly because the conditions overall are difficult, and fatigue is predominant. The Rally du Marowc consisted of five full days of riding, the longest day being nearly 500 kilometers. Conditions in the timed special stages varied widely. It is quite rocky in Morocco; most of the tracks were hard-packed two-tracks across long, desert plains. We rode along a lot of ‘Oueds’ or dry riverbeds; oued (pronounced ‘wed’) is an Arabic word that is used frequently in road books. These oueds were rocky, sandy and endless. They were very tiring to ride and confusing to navigate because of the many intersections that branched off. Once we arrived in Fez we had a quick look around the ancient walled city, called a ‘Medina,’ taking in the Moroccan culture and recovering from jetlag. The day after we arrived in Morocco we collected our bikes from the trucking company in Fez. Our Ontario group shipped our bikes with OTSFF, a wellknown local shipping company with close ties to motorcycling. OTSFF operates the Rockstar Yamaha motocross team here in Canada. We all met at the OTSFF warehouse mid-August with our bikes on pallets to be loaded in a 20-foot container for Le Havre, France. From there the rally organizer arranged to deliver the bikes to the paddock. The scrutineering process consumed all of the following day because we had to install various items needed to navigate or ensure safety. In modern rallies, not much is left to chance; tracking devices monitor each competitor’s movements. One of the most important features is the Iritrack system. If you fall or tip over, a central, around-theclock service verifies the whereabouts of the accident thus ensuring safety of everyone in the rally. Helicopters move medical teams in short delay to any serious crash scenes. If your bike stays on its side too long, a voice comes over the system and asks you if everything is okay. If the impact is great enough they know right away you are in trouble and help is dispatched. Additionally is a Sentinel system that allows overtaking faster vehicles to warn of their intentions. By pressing a button, a warning buzzer sounds on your bike that tells you that you are being passed. By the time we fitted all of our equipment
There were definitely some interesting spectators along the route.
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The Scorpion Kings and went through the scrutineering tents, the day was all but over. The next day we rode a short 10 kilometer ‘prologue’ special test and sorted out the starting order for the next real day of rallying that took us on a long ride from the city of Fez to Erfoud, which is about 400 kilometers to the south. We had an early start that morning and rode through darkness to the start of the first timed special stage that took place on a high plain in the crisp morning air. The long transfer stage ride was cold. We crossed the Atlas Mountains; it would get much hotter as we dropped in altitude. Traffic was busy and the many race vehicles complicated the ride, especially in the twisty mountain roads. We witnessed some serious stunt driving on the hell-bent ride to keep on the rigid time schedule. The first special stage went pretty well for our group. Most of us caught on to the navigation fairly quickly. The idea is to understand what the author of the road book is trying to convey; the navigation is made more challenging by not giving too much information. In this rally I found the navigation to be quite difficult. Even though each vehicle is equipped with a GPS, it only comes into play when you approach the many required waypoints each competitor must cross to ensure they have taken the correct course or they are time penalized. The second special stage of the day took us into the first sand dunes of the rally; the sun was already heading towards the horizon by the time our group turned up at the paddock in Erfoud. Day 2 led us to Merzouga, a city famous for its massive golden sand dunes. It was a long, tiring day with many tricky navigational problems to solve. Four of us Canadians rode together keeping a close watch on each other as we worked at deciphering the road book as a team. We crossed many large waves of dunes; our day wound up at the bivouac encampment nestled among some of the largest dunes in North Africa. The atmosphere in the ‘bivvy’ duplicates scenes from movies such as ‘Lawrence of Arabia.’ We slept in tents and lounged on cushions around a campfire with most of the top rally riders in the world. The difference being the top guys had been there since early afternoon. The food was very acceptable, especially considering we were in the middle of a desert. The Rally du Maroc attracts a great number of people from all over the world; the international ambience is one of the attractions of rallying. All of the Canadians entered the Enduro Cup class so we rode our standard enduro motorcycles instead of specially prepared rally bikes that cost a considerable amount of money and carry a ton of fuel. Enduro Cup competitors were provided with fuel by the organizer every 80 kilometers. Each fuel break required we take 10 minutes to refuel and rest. The class was perfect for us because it is designed to attract new amateur riders to rallying in an affordable manner. Entry fees are considerable in rallying but what you receive is an infrastructure and support that
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All over the world people love Canadians.
As soon as the sun came up the riders hit the road.
“Learning to navigate using a road book is not easy, it takes practice that is best done by immersion.” assures your well being in the most hostile environment imaginable. That is what you pay for; off-road rallying allows you to access parts of the world that is not available by any other means. During the final two days of the rally, everything seemed to come together for our team, even though one of us was out early. Two chose to take a day off during the rally to miss the really difficult sections, but the five remaining riders did exceptionally well. No major mishaps took place, the navigation became second nature for everyone and the enjoyment of riding through some of the most beautiful desert landscapes one could imagine left us with fond memories. We crossed the finish line and savored our finishes and posed for photos with each other. The ride back into Fez was one of the scariest of the week. Thunderstorms and pouring rain flooded the roads, and traffic was bumper to bumper. When we rolled into the paddock we were happy it was over but sad at the same time. We washed our bikes, packed up our baggage and headed back to the hotel to wash away the dust and check out the final results. One guy in our group,
KTM had their factory team in Morocco.
Prior to the start of the event, a few of our riders were clean and full of energy.
At this time of year, the desert isn’t always warm.
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Even in the middle of nowhere, the KTM riders had all of the right tools.
Rome Halfotis, made the podium in the Veteran class and all was redeemed. Of course, even before the bikes were back in Canada, some of our guys were making plans to return and take on the Rally du Maroc with a vengeance. The following are introductions and comments from each of the seven Canadians who made the trek to Morocco.
LANCE WEBB
# 133
Lance Webb is an accomplished racer and skilled off-road rider; he works in the winter sports industry and comes from a motorsports family. Lance summed up his experience. “The Rally du Morocco was an incredible experience for me. I went into the rally wondering if I would be able to compete and ride at the level needed to finish the five long days. As a rookie, I knew the navigation was going to be the hardest part, and Day 1 did not disappoint! It was a complete game of survival, not because of the sand, rocks, hot sun, or bike fitness, but the navigation was beyond complicated for this newbie. Just to mess you up more, it is always in your head that if you get lost you will spend the night in the desert. I finished Day 1 as it was getting dark; it was a long, tiring day considering we started at 5:30am. After riding on Day 2 with Lawrence, Scott and Keith, the navigation started to make sense and I got better at using all the information that the rally computer gave me. By Day 3, it clicked, and I started to be able to both ride and navigate. On days 4 and 5, I actually felt like I was competing - I could now navigate at speed. Being on that learning curve and figuring it out was one of the most rewarding parts of this incredible adventure. Getting off the main roads and into the backcountry on a rally bike is an amazing way to see a country and meet the beautiful people of Morocco. Riding the sand dunes of the Sahara Desert with your buds was the highlight for me. If you stayed out of the tracks and found your own line it was just like snowboarding in fresh powder. I can’t wait to go back!”
In some places it wasn’t hard to see where you had to go.
DEVON MAHON
# 129
Devon Mahon is a soft spoken, first responder from Barrie, Ontario. He has some rally experience after riding the Baja Rally in Mexico twice with some success; he won the Rally 1 class last year. His Moroccan experience didn’t go as planned after a fall on the first big day that left him with a broken thumb. Here’s is how Devon describes his Rally du Maroc: “ I had been waiting a very long time to race in Africa, since I first saw the Paris Dakar Rally on television more than 20 years ago. A huge highlight of my riding/racing life was when we finished the prologue stage and some of the local kids came running out to get high fives; for me that was amazing. Rally is supposed to be hard with some inevitable suffering involved. I managed to pack all of my suffering into one day. I crashed about 200 kilometers into the 500 km day. In the back of my mind I knew my race was probably over so I was going to do anything it took to at least finish that stage. I ended up riding just shy of 300 km with a broken, throttle hand thumb. It was pretty rough at times, so I really slowed the pace. I rode the last special with Scott. I told him it’d be slow going and he should carry on, but he stuck with me until the end...thanks dude! That’s a proper day in Rally - long hard days filled with crazy moments, beautiful scenery, getting lost, the odd broken bone, pain and racers helping racers get to the end! I certainly never thought I would be paying $12 for an x-ray in Erfoud or getting a cast put on by a trauma surgeon from France while sitting on a toilet because that was the only place with a sink where he could get the water he needed. There is never a dull moment in Rally. Despite not finishing it was still amazing to ride in Morocco. See you at the next one!”
The Rallye du Maroc is one of the most difficult off-road events on the planet.
Scott Thornton’s years battling in the NHL definitely helped prepare him for the rigours of this event.
SCOTT THORNTON
# 127
Scott Thornton is an 18-year veteran of the NHL who has played more than 900 NHL games including one foray in the Stanley Cup finals. Now an enthusiastic off-road motorcyclist and business owner, ‘Thorty,’ as he is called, describes his experience in Morocco thusly: “What an amazing adventure. This was my first rally raid event and it was epic in so many different ways. I’ll start by saying the Moroccan people are very friendly and fairly easy to communicate with if you’ve got a bit of broken French in your arsenal. My fears of getting lost in the dunes of the Sahara kept me awake for many nights leading up to the race. It’s been a long time since I’ve felt that amount of nervous energy before an event. Having never used a navigation road book before meant that I was definitely in over my head to start the race. With the help of Lawrence over the first few days, I started to learn the skill of navigating while riding at speed. It’s a tough balance, watching the rocky trails while glancing down at your computer screen fairly often to make sure you always knew where you were. Riding in the sand dunes caused me the most anxiety but turned out to be one of the coolest things I’ve ever done. When you get up to speed and understand how to properly navigate through the sand, it kind of feels like surfing big waves. It was one of, if not the best time I have had riding my dirt bike. I have to be honest, I’m more of an enduro guy than a high speed, open terrain kind of rider, but I had an absolute blast riding all the terrain Morocco had to offer. Chasing checkpoints all day completely won me over, so now I just have to decide where to go for my next race!”
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The Scorpion Kings TREVOR PICARD
# 132
Trevor Picard was one of the rally rookies on this trip. He signed up with no expectations other than seeking adventure, and he got it in spades. He works for a fire safety supply company and has ridden motorcycles for decades. Here is Trevor’s account of how his rally went: “I wish I would have been able to take more time beforehand to learn the navigation component (of rallying) as it cost me a lot of time and energy early on. Somehow I managed to find my way by the end of the 6th day - I think I finally had it nailed. By far, my most memorable moment of the race came at the end of Day 1. A combination of mishaps throughout the day had me dropping further and further behind. My first miscalculation was a fuel stop that led to me running out of gas. Secondly, my emergency beacon mount broke off, which required a MacGyver-like trailside fix and a complete rewire. Add in countless stops and backtracking,due to my poor navigation skills, and I was way behind the rest of the field.” Trevor continued, “All of this meant that I found myself still out in the desert as darkness closed in. Just as the sun set I made one more serious navigational error that put me several kilometers too far down a very rocky riverbed. At this point I had been on the bike for 14 hours and was becoming physically and mentally exhausted. I knew the only way to get back on track was to retrace my route up that riverbed, but it would be far more treacherous dodging the boulders in the dark. If I did manage to find the proper track again, I wasn’t sure I’d be able to figure out how to reset my system in order to get to the finish (by the way, I do now). I knew I was very close to the finish so out of desperation I rode out of the riverbed and up a hill to see if there were any lights that would indicate a town, road or maybe the finish line. There was nothing but absolute darkness. Just as I was resigning myself to the fact I’d have to start retracing my route, I noticed a headlight far off in the distance at a much higher elevation. I thought to myself, ‘Wow, that guy is lost worse than I am!’ I figured I’d rather be lost together than alone so I took off toward him. As I made my way over several hills and another riverbed toward the headlight, I was encouraged to see that he was also heading straight towards me. Then as I crested the
final hill and he came into view, I couldn’t believe what appeared in my headlight. It was a local guy on a 100cc street bike! It wasn’t the fellow racer I was anticipating but I figured this was likely a lot better because he must know his way around out here. I greeted him with a hearty handshake and started to talk to him in my basic high school French. It turned out this was one of the few Moroccans I’d met who’s French was even worse than mine.
The Rally du Maroc was one of the toughest things I’ve ever done but also one of the most rewarding. The entire experience blew me away and will bring a smile to my face every time I think of it for the rest of my life. The combination of the country, the people, and the rally race experience are unforgettable.
Morocco and its people far exceeded my expectations! I’m already talking about I managed to convey to him that I was lost going back for a vacation with my wife and maybe with some friends for an adand needed to get to the town of Erfoud. He smiled, nodded his head and pointed venture bike or dual-sport tour. The race let me experience so much of the country out into the blackness. Well, that’s a that few tourists could access. I know I start but I wasn’t too keen on striking just scratched the surface and there are out across the desert with no sure way to many more adventures to be had in this head in the right direction. He seemed fascinating country.” to be confident in himself. While trying to get more details from him, I realized he was offering to lead the way. I was so excited that I couldn’t thank him enough, so off we went. I couldn’t believe how fast he was able to ride that little bike across the rocky desert on its skinny, little street tires, up and down hills and even across that rocky riverbed. Even more amazing was how he could tell where he was in this seemingly featureless landscape with not even a moon in the sky. We meandered left and right through the darkness for about 10 minutes and finally came Rome Haloftis is a well-known figure in across a road... at least what passes for a the Ontario off-road scene. His dream road in the middle of the Moroccan deswas similar to Devon’s, and has followed ert. It had no ditches and wasn’t graded the Paris Dakar rally with intensity for or maintained in any way but it was a many years. well-worn, two-track road. My new best friend pointed down the road into the Rome shed insight into his rally experidarkness and proclaimed “Erfoud!” I gave ence. him a high five, a handshake and thanked him profusely. I offered to pay him but he “This was my first try at this type of race. said no. I talked him into it, explaining I have always dreamed of racing in the he had used some of his gas to get me Dakar Rally in Africa. The Rally du Maroc there and I must at least cover that. He gave me a taste of what that would be accepted and I gave him much more than like. The addition of the Enduro Cup enough for his gas. He really did appear class simplified the process and lowered to be very grateful for the money. I then the cost of entering a world-class rally. remembered I had a small Canadian flag Another highlight for me was getting to lapel pin attached to my backpack so I hang out with the heroes of the sport removed it and gave it to him. He actually like Toby Price.” seemed happier about that little gift than the gas money, and he promptly pinned it on his shirt. We said good-bye, he headed out into the darkness back the way we had come, and I started down the road hoping to soon see the lights of Erfoud off in the distance. Along the way, I was wondering how big the town would be and how I would manage to find out which hotel the rally was stationed at. I figured once I found the right hotel I would then have to ask for directions to the finish line which would likely be some distance out of town...a slightly embarrassing way to reach the finish line. Just then I crested a hill and saw some lights in the distance. To my amazement, my friend had not put me on the road to Erfoud; he had put me on the road that led right to the finish line!
ROME HALOFTIS
# 130
After a long day of riding in the desert, it was nice to sit back and relax.
000 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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CHRIS ALLEN
Your bike deserves
# 128
Chris Allen has minimal previous racing experience prior to riding in Morocco. He is a custom homebuilder and a father of three young boys. Chris is also a former Canadian National rugby team member. No one is more excited about the world of off-road rallying than Chris Allen; he loved every minute of the trip. He met his hero, former Dakar rally winner Toby Price, as well as most of the top riders who were at the rally. This is Chris’ summary of his Rally du Maroc; “A few things really stood out for me. I am not sure where to start. We were constantly trying to find rides back and forth from the paddock area that was in a soccer stadium on the outskirts of town back to the hotel where the rally headquarters were. Taxis were hard to flag down and the shuttle bus was inconsistent. Lawrence offered to double me back to the hotel so I jumped on his Husky 250. I weigh 235 pounds, the poor bike was bottomed out, and we were wearing T-shirts and flip-flops. We rode through the jammed streets of Fez, splitting lanes in heavy, stop and go traffic, I figured if I could survive that ride I could survive anything! I loved meeting the pro riders and chatting with them. I was impressed how they treated us with equal respect. The Rally du Maroc volunteers treated us like kings. I felt honoured to be so well received by everyone, including one of the organizers of the event, Jordi. He was over the top and incredibly nice to us. The local people made the experience fun, they cheered and waved throughout the week. We gave the kids high fives at every opportunity, the event staff at all check points and refueling stops were awesome, they were so concerned for our well being and safety. I was stressed out the first day, because I left the key on my bike and it had a dead battery. Devon came to the rescue with jumper cables. Then I took a wrong turn right off the start and had to turn around to catch up. This was my first kick at the can doing this type of event so I expected a few glitches. Once we got the prologue stage out of the way, things went better. The first big day was not easy. I was lost and finally found Lance and we got caught in a full-blown desert sand storm with lightning flashing all around us. It was incredible. At one point we had an old man come out of a hut to help us find the way out of a section. He looked like he was about 90-years-old, and could hardly stand after running over to us. I remember sharing my big bag of candy with some local kids under the stars; I was just trying to get enough energy to get out of there. I met up with the lone Japanese rider. We were stopped in the middle of nowhere and
we realized we are both firefighters; that was incredible. I really connected with Devon after he broke his thumb. He had a cast on so we loaded him up with painkillers so he could ride with us in the big dunes at Merzouga. He was so excited; it was amazing to share that experience with him. We rode the final stage through the mountains and got together with all of the Canadians for the final ride into Fez. It poured rain, there were lines of cars backed up nearly the entire ride, and we passed cars and trucks non-stop. It was crazy, I will never forget that.
THE BEST
Hand your engine over to an expert .
Since getting back home it has been a rough two weeks, to be honest. I am struggling with a few things. It could be from being sick and incredibly tired, but now I have nightmares, I am not sure what it is, I dream about being stuck in the desert. Not finishing the rally is something that is really hard to accept. I know 95% of this failure was not being properly prepared, but I now know how to prepare for the next one; I hope in 2019. Here’s how I view the experience; ‘This trip was more then a rally or a race, it was a once in a lifetime adventure with major highs and also some real mental challenges. It was a test of who you are as a person and how clear your understanding you have on what needs to be done to make the race a larger part of the adventure. I have every expectation to attend this event again and finish it.”
KEITH BILLINGS
# 131
Keith Billings is a motorcycle racer, bon vivant, and Guelph-based business owner. Billings has been racing off-road for about 12 years and recently tried his hand at cross-country rallying; the Rally du Maroc was his third attempt at the sport, having competed in the Baja Rally and the Coast to Coast rally on mainland Mexico. He was completely satisfied with his trip to the Sahara Desert; this is what he had to say; “The experience, by far, exceeded my expectations. This rally had the highest level of athletes in the rally world. I can’t comprehend how the overall bike winner, Toby Price, averages close to 100 km per hour over 300 km of off-road mayhem. He completed the same course we did in less than half the time we did in most cases. The top guys take a third of the time we did. They are back at the hotel for lunch when we barely roll in before dinner. The cool thing is we can sit and talk to all the frontrunners at the end the day. How cool is that?”
Parts & accessories
Nika-Tech cylinder replating Crankshaft reconditionning
ASK YOUR DEALER MOTOCROSS PERFORMANCE · MXPMAG.COM // 000
www.cvtech-aab.com
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ONE ON ONE WITH KEVIN KINRADE B Y C H R I S P O M E R OY / P H O T O S B Y M O N G O O S E M A C H I N E
FOR THIS MONTH’S INDUSTRY PROFILE, WE SAT DOWN WITH KEVIN KINRADE OF MONGOOSE MACHINE IN BC. KEVIN IS A LONG-TIME MOTOCROSS GUY WHO GREW UP RIDING AND LOVING EVERYTHING ABOUT THE SPORT. THESE DAYS, KEVIN IS A FAMILY MAN AND STILL A TRUE FAN OF CANADIAN MOTOCROSS. THROUGH MONGOOSE MACHINE, KEVIN SUPPORTS ALMOST ALL OF THE TOP RACE TEAMS IN CANADA AND TAKES PRIDE IN THEIR SUCCESS. IF YOU’RE EVER LOOKING FOR QUALITY PRODUCTS LIKE REKLUSE CLUTCHES, KEVIN KINRADE IS THE MAN TO CALL AT MONGOOSE MACHINE.
HEY KEVIN, HOW ARE THINGS IN BC THESE DAYS?
Hey Chris, things are really good, it’s getting colder and we’re ready for snow season.
WITH THE WEATHER TURNING WORSE OUTDOORS, BC IS NOW BEGINNING THEIR FUTURE WEST AX SERIES. ARE YOU INVOLVED AT ALL WITH THAT SERIES? We’re not involved directly with the series but we are supporting the Cycle North racing effort again as well as AX racing school instructors Ryan Lockhart and Kyle Beaton, along with many amateur riders with Rekluse clutch products.
TALK TO US ABOUT MONGOOSE MACHINE. WHAT PRODUCTS ARE OFFERED TO CONSUMERS?
We are a distributor for Rekluse clutches, SKF fork seals, wheel seals and other suspension products, ProX and Wiseco pistons, gaskets and crankshaft parts, Kibblewhite valvetrain products and InnTeck rotors, brake pads and OEM replacement clutch packs. Our machine shop offers in house cylinder re-plating, sleeving and boring, crankshaft rebuilding and four-stroke head machining and rebuilding.
THIS ALL SOUNDS FASCINATING. HOW DID MONGOOSE MACHINE GET STARTED? We are currently celebrating our 40th year in business, (readers follow us on Instagram for a free 40 Year Vintage Tee!) Originally, Mongoose Machine was started by Keith Morrow in 1978. He was a oneman shop specializing in machine shop services for the Powersports industry. My Dad, Jay, started working for Keith in 1988 and eventually bought the business in 1994. Over the next few years, my Dad teamed up with Langcourt Inc. from the UK to utilize their cylinder plating process, and he designed and built our first plating system. After the four-stroke revolution we upgraded our shop equipment to offer more precision machining for heads, then started distributing Kibblewhite valvetrain products. In 2004, Jay heard about a cool new product called the Rekluse Z-start clutch and he set us up as a dealer. The product was a great fit for our company because it was very technical, and so are we. A while later we became the Canadian distributor.
DO YOU DO ALL OF THE MACHINING IN-HOUSE?
We do about 90% of all the machining in-house. The majority of our services are physical machining, using semiautomated and CNC machines, but some of it is still done by hand. The cylinder re-plating is much more involved. It uses a lot of different chemical solutions which requires us to have a chemist to oversee the process and designated personnel.
YOU ALSO SUPPORT A FEW OF THE TOP TEAMS IN THE ROCKSTAR ENERGY TRIPLE CROWN SERIES. CAN YOU TALK TO US ABOUT WHICH RIDERS AND TEAMS YOU SUPPORT?
This season we worked with OTSFF Rockstar Yamaha, Royal Distributing MX101 Yamaha, SKY Racing Holeshot Motosports Honda, Brock Leitner, Casey Keast and Kyle Springman. All of these teams and riders used Rekluse’s TorqDrive Manual Clutch which utilizes their “thin friction” technology. These thinner friction plates allow Rekluse to fit 12 Frictions and Steels into the clutch pack instead of the standard 8 or 9, offering a much higher torque capacity that the clutch can handle.
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ONE ON ONE WITH KEVIN KINRADE DO YOU GET CONSTANT FEEDBACK FROM THE TEAMS ON HOW YOUR PRODUCTS ARE WORKING?
Absolutely, both in the lead up and throughout the season we stay in touch with the teams we support almost weekly. With the TorqDrive clutch from Rekluse there is so much adjustability within the clutch we can fine tune them to each rider’s personal preference. Most riders aren’t accustomed to spending much time tuning their clutch, typically spending their testing time on motors and suspension, so when we first sign up a new rider or team there is a lot more communication, but once we can get them dialed in they can see how much better a dirt bike clutch can be.
A HOT 35-MINUTE NATIONAL MOTO IS THE ULTIMATE TESTING GROUND FOR ANY PRODUCT ON A RACE BIKE. IT MUST GIVE YOU GREAT SATISFACTION TO KNOW THAT REKLUSE PRODUCTS PERFORM SO WELL UNDER THE PRESSURE OF RACING. It’s extremely exciting to see how far the Rekluse products have come since we took them on in 2004, and their focus on manual clutch technology has allowed me to sponsor and work with different race teams in the Canadian Nationals since 2014 when I first signed KTM Canada. Since then, teams using Rekluse clutches have won 5 MX2 and 3 MX1 National Championships. Being able to play a small part in that is very satisfying.
WHAT IS YOUR MOST POPULAR PRODUCT AND WHY?
The Rekluse auto-clutches are by far the most popular product we sell. Right now, the Radius CX model is the latest and greatest. It combines Rekluse’s auto-clutch technology with their TorqDrive thin frictions so the clutch has a higher torque capacity compared to OEM’s, along with better lever feel and modulation. The auto-clutches are so popular because they have the ability to make anyone a better rider, regardless of your current ability. When you don’t have the concern of stalling the bike, you can focus on everything else. Your corner speed gets better when you can run a gear higher, which causes less wheel spin, and you use the lever less, which causes your clutch to last longer. The list of benefits goes on and on. I admit, though, that the auto-clutch is not for everyone; it is very close to stock but is still different, and not everyone can get used to that. For that reason, Rekluse also makes three manual clutch products as well.
LETS TALK ABOUT YOU FOR A MINUTE KEVIN. WHAT IS YOUR BACKGROUND?
Like most kids in the motorcycle industry I got a PW50 at 3 and spent summers riding trails in the Kootenays with my Dad. At 16, I bought a ‘97 YZ125 and decided to try motocross at Mission Raceway. I spent three seasons racing outdoors and one season of arenacross, but my ambition always exceeded my talent. After dislocated hips and shattered hands I gave up racing and went back to just riding for fun. Outside of working for Mongoose, growing up I spent two years working for Aurora Cycle back when Fox had their western warehouse. After getting my diploma in Architectural Technology at BCIT, I spent two years in the construction industry but just never really enjoyed it. I eventually came back to the shop and the industry I loved with a new vested interest in the business and never looked back.
DO YOU STILL LIKE TO GET OUT RIDING? I still love riding, I don’t get out to the track near as much as I would like but it’s a passion I will never lose. The shop picked up a Harley last year as a demo bike for Rekluse’s H-D products and I really enjoyed street riding this summer.
SINCE THEN, TEAMS USING REKLUSE CLUTCHES HAVE WON 5 MX2 AND 3 MX1 NATIONAL CHAMPIONSHIPS. BEING ABLE TO PLAY A SMALL PART IN THAT IS VERY SATISFYING.
WHERE DO YOU CALL HOME AND WHAT TYPE OF THINGS DO YOU AND YOUR FAMILY LIKE TO DO AWAY FROM THE OFFICE AND THE TRACK?
I live in Maple Ridge (40 minutes east of Vancouver) with my wife, Kandyce, and our sons Bradley (6) and Zackery (3.5). Our kids are at the age where they can enroll in different activities, so whenever I’m not at work or at the track Kandyce and I are shuttling them to Karate, Beavers and hip hop. When we have breaks from that we also have a lot of family in the Okanagan so we spend many weekends travelling to see family. I picked up a PW50 this year. It was great to start sharing my passion with my boys, and I look forward to more time spent with them at the track.
ONE LAST QUESTION FOR YOU. WHERE DO YOU SEE YOURSELF AND MONGOOSE MACHINE GOING IN THE FUTURE, NEXT YEAR AND BEYOND?
That’s a big question (lol). We have some plans for the new year that we have been working on for some time and are really excited to be able to share soon. Over the next year we want to take on another product for distribution. Much of our success with Rekluse is because it is a tech heavy product and we have the right type of technical staff to accommodate, so ideally it would be another similar type product. Beyond, I think our industry is headed for some very interesting but very difficult times over the next 3-5 years. I believe the way we communicate with consumers will play a big factor in coming out the other side of these difficult times, and that social media will be the vehicle most used for communication and sales. We have been putting a much more focused effort into our social media, and this will continue to be our focus for the foreseeable future. As for myself, I love that I have a career in an industry that I love and I’m excited to keep pushing forward in it. Thanks for the chat Chris, I always enjoy when we get to catch up.
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CHAMPION
2018 MX/SX CHAMPION AX - One 1st Place Finish MX - Four 1st Place Finishes SX - Three 1st Place Finishes
@mongoose_machine @rekluse_canada
@mongoosemachine @reklusecanada
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MXP CHATTER With
BILL WALLIN B Y M I K E M C G I L L / P H O T O S B Y M X P S TA F F
Bill Wallin was a top Canadian Pro Racer in the late ‘80s and early ‘90s. Wallin was known for being an extremely hard-working individual who loved the sport, loved racing, and being at the track. These days the Elmville, Ontario native is still very much involved in the sport and is fresh off a victory in the 50+ class at the Walton Trans Can this past summer. He can also be found most days at the controls of his new bulldozer as he now spends his time building MX tracks for anyone who requires his services. We thought we would take a few minutes to catch up with Bill to find out exactly what he’s been up to. HEY BILL, I GUESS I WILL START OFF BY CONGRATULATING YOU ON YOUR +50 WALTON TRANSCAN TITLE THIS SUMMER. HOW WAS YOUR WEEK AT WALTON? Wallin: Thanks, my week was really good. I was so busy working all summer that my week at Walton was a great vacation for me. I’d just gotten a new dog as well, so we spent some quality time together and won a championship in the +50 Class.
HOW MANY WALTON TITLES DOES THAT MAKE FOR YOU NOW?
I’m not too sure, really, maybe eight. My only Pro title was in the GP Pro class at one of the first years of the event. The GP Pro was basically the 500 Open class that was renamed GP Pro. It was the last year for the 500 class in the Canadian Nationals. They didn’t mention that one in the book for some reason though. (Walton Program which lists all the past Champions)
DO YOU STILL GET TO RIDE A LOT THESE DAYS?
I really love riding in the fall so at some points during the season I still do quite a bit. I re-did my tracks at home this fall and rode lots. I had lots of my buddies over, guys like Greg General and Ken Bland (former Pro riders) would come over. Kenny brought some
of his students that he teaches over as well, and we rode. I don’t go to a lot of races, just ride my tracks at home.
WHILE YOU WERE AT WALTON YOU MUST HAVE WATCHED SOME OF THE YOUNGER RIDERS. WHAT DO YOU THINK OF SOME OF THE TECHNIQUES THAT RIDERS ARE USING TODAY?
Well, it’s come a long way. Of course, the power delivery of the bikes, the 4-strokes today is a lot different. You don’t hang off the back of the bike anymore like you did with a 2-stroke, instead it’s much more of an up-front style. To be honest I would love to learn a lot more about the modernday technique. The last couple of years, in the winter, I’ve scheduled a lesson for myself when I’ve been riding at Dade City in Florida. Both times it rained on the day that I was supposed to go so I said forget it. I don’t want to spend the day out riding in the rain (laughs). I’m sure they have some good instructors there so hopefully this year I’ll be able to get it done.
YOU’VE RACED NOW IN FOUR DIFFERENT DECADES. HOW DOES THE SPORT LOOK TO YOU NOW COMPARED TO SAY THE 1990S?
Well, one thing I would say is that I certainly think it costs a lot more these days than it used to, and I think the increased cost really has a direct relationship with how much guys practice and train these days. Back when I was young and really getting into it, I would go through 5 gallons of gas in my bike five days a week. I would run 10kms a day, every day. Everything to me was motocross. I could be wrong, I really don’t know, but I just don’t think there is as much time being spent on the bikes these days as there once was. Part of the reason is that it must cost 30-40 Grand just to get into it now. I also think the sport might be getting a little too specialized. You know, when I was racing Pro I would still go out and ride trails or enter a hare scramble occasionally. In the States specifically, they concentrate on Supercross so much that a lot of guys don’t even ride outdoor motocross anymore. In the ‘80s and ‘90s there was no doubt that the Americans were the best riders in the world. I think that the Motocross of Nations has proven that that’s not true anymore. If there was one thing that’s different, I’d just say the specialization. That’s the direction the sport is going now.
WHEN DID YOU START RIDING, WHEN WAS YOUR FIRST RACE AND WHAT WAS YOUR FAVORITE TRACK?
My first race was at Copetown in 1982. I remember they had an elastic band starting gate then, that’s where I saw the checkered flag for the first time. My favourite track has always been Gopher Dunes. I always liked Gopher Dunes, because I like the sand.
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WHAT DO YOU CONSIDER TO BE YOUR BEST SEASON AS A PRO RIDER?
In ‘88 I won some Arenacross races in the National Arenacross Series and did well in Canadian Supercross as well, that was my favourite year. It was the year I had the most fun. My most successful season, though, was probably 1991. I ended up third overall in the Canadian Nationals that year behind Ross (Pederson), who was number one of course, and Al Dyck.
YOU WERE ALWAYS KNOWN AS A HARDWORKING RIDER. WAS THAT SOMETHING YOU TOOK PRIDE IN? Short answer, yes. (laughs) Yes, and I wish that was the one reason for success because I would have had much better results over the course of my career. I would have done a lot better. I realize now that wearing yourself out doesn’t necessarily make you the fastest. I wish I would have known things like that or about how important diet and things like that are back in those days.
DID YOU SUFFER A LOT OF INJURIES IN YOUR CAREER?
I had my fair share of injuries. I broke the scaphoid bone in my wrist and that was a real problem for me, as it has been for many motocross riders. I had surgery on it, was in a cast for six weeks and then find out that it wasn’t healed. Very frustrating. One thing about injuries, though, is every time I got hurt, I think I got a little smarter as a rider. Having said that, I think I was not really a very mature rider, especially in my younger days. I just kept going as fast as I could, and I had my fair share of big crashes and injuries. One thing I wish is that they would have come out with a little sooner in my career were knee braces. That might have saved me from a few operations. I’ve had one major knee operation and several orthoscopic surgeries. Funny story: I’m a Bobby Orr fan. I actually met him recently and got an autographed copy of his new book. I once had the same physiotherapist as Bobby Orr. He showed me the correct way to tape up my knees in order to get the most support I possibly could for my bad knees.
AFTER YOU RETIRED FROM PRO RACING, WHERE DID LIFE TAKE YOU?
A lot of places. (laughs) My father was in the construction business and I went to work with him building custom homes. After he retired, I started my own home renovation business, which eventually led to me getting into the business of setting up venues like the Rogers Centre, for example, for live events and rock concerts.
MXP CHATTER With
BILL WALLIN REALLY? HOW DID THAT HAPPEN?
Well, I was good at reading blue prints. That helped. I remember my first day on that job they had me climbing one of the highest indoor scaffolding set-ups in the world. I was setting light standards hanging off this thing, with a safety belt, 140 feet in the air. No training at all, first day on the job. I think it was for a Green Day concert. I still do some of that, but my track building business is starting to take over from that. Even though I enjoy it (the rock concerts) I guess I enjoy building tracks more. Makes sense, I guess. I even spent one year performing the motorcycle stunts in a show at Canada’s Wonderland. That helped me do very well at Walton that year. I spent every day on a bike that season, and even though it was a DRZ 400, not a motocross bike, and it was on the pavement not the dirt, I was in great shape that year. I think I lost twenty to thirty pounds that summer because my job was a workout. That show was supposed to go on for a couple years, but new owners took over Canada’s Wonderland and they cancelled the stunt show, which was too bad. I had some other offers in that area. One was to ride a stand-up jet ski in another show, but I didn’t do it. Can’t really remember why. I guess in life you are presented with many opportunities but you don’t always act upon them all.
SO, THESE DAYS YOU’RE BUILDING TRACKS FOR PEOPLE. HOW DID THAT START FOR YOU? I’ve actually been on the dozer working on tracks since the ‘80s. I built the first double jump at Moto Park in 1987. Then Carl (Bastedo, owner of MotoPark) came out and told me double jumps were illegal and I had to take it down. I officially built my first track in ‘88 for Christina Sundal, who was a lady racer in the ‘90s. Since then I must have built at least 20 to 25 tracks for different clients. Over the years I split my time between the rock concerts and track building, but as I said, in this last year the track building work has become busier and takes up most of my time now. Back in the Spring I was renting a dozer for all my track building work but that just wasn’t working for me anymore. My Mom wasn’t doing too well at the time, and my Dad, he’s in his eighties, so some days I needed to be with them, and if I had a dozer rented for that day it would just be money down the drain. So, I bought my own. It’s a Case 650 dozer and I think it’s perfect for working on MX Tracks. I don’t have a truck and trailer right now, but I have a good deal worked out with a guy who floats it for me when I need it. So, I’m pretty busy. I’ve got work lined up for next season already. I still need to finish off a couple of projects from this year, so they will be first on the list when Spring comes.
DO YOU HAVE A NAME FOR YOUR BUSINESS, AND HOW DO PEOPLE GET HOLD OF YOU IF THEY WANT A TRACK BUILT.
You know, a friend of mine came up with a pretty cool name but I can’t remember now what it was. (laughs) If anyone has any good ideas, please let me know. People can contact me on my cell phone (705) 718-1217, or better yet just contact me through my Facebook page. I’ve actually got a few jobs that way.
WILL YOU BE GOING BACK TO WALTON TO DEFEND YOUR +50 TITLE THIS YEAR?
Oh yeah. I’ve only missed Walton a couple of times over the years. Once was because I was involved in the Supermoto Series and couldn’t make it, and that might be the only time come to think of it, so in answer to your question, yes, I plan on being there. And I’m planning on racing. I’m a die-hard.
WELL, KEEP UP THE GOOD WORK BILL AND THANKS FOR CHATTING WITH US. HERE IS ONE MORE QUESTION FOR YOU. GIVE US YOUR BEST RACING MOMENT? Winning arenacross in ‘88 was great but my best racing moment would have to have been winning the overall in the 250 class at the Rimouski National in 1991. I didn’t win a moto, but I went 2-2 for the overall. Ross went 1-4 and Carl Vaillancourt went 3-3. I passed Carl on the last lap of the second moto to get 2nd place and the overall. That was a great day.
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ULTIMATE GEAR GUIDE 2 3 4
ARMOUR & PROTECTION 1. REV MX Knee Brace Socks 100% // $56.95
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Don’t get stuck in a rut! The REV knee brace MX sock features strategic mesh paneling and a functional blend of moisture wicking yarns. Designed to withstand the friction and irritation caused by riding with knee braces.
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2. Youth Neck Support Alpinestars // $159.95
3. Atlas Brace - Air Tundra
Specifically designed for a youth fit. The injected polymer compound frame has been impact-tested. The brace is ergonomically engineered to promote helmet contact on impact, instantly channeling impact energy away from the neck to the support, helping avoid serious injury. Brace can be integrated with A-5S Youth Body Armour to increase protection coverage. PA R T S C A N A DA . C O M
Atlas Brace // $349.99 Atlas Neck Brace’s are known for the Patented flexible design, providing maximum comfort and mobility. Combining a simplistic minimalist design with flexibility, suspension, and the largest brace-to-body contact ratio makes the Atlas family of braces a clear category leader across the entire range. Visit our website to see all the available colours.
4. Pod K8 2.0 Knee Brace
5. Proframe LC
Blackfoot Direct // $1,099.00
FOX // $134.95
The All-New K8 Knee Brace is Setting New Standards in knee protection, bringing a whole new Impact Guard design that provides better protection to your knee, a slimmer Hinge Housing with improved Ligaments, new Dampening Inserts and Knee Grippers, also featuring the new QuickLoc Clip System which allows you to anchor the brace to your leg quicker and easier.
The Proframe LC is the only roost guard of its type that is 100% neck support compatible and quickly adjustable to fit all body types. The low profile fit, integrated buckle system, and removable back panel add to an impressive list of perks. F OX R AC I N G . C A
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8. Mobius X8 Knee Braces 9. Softcon 2 Body Mobius // $799.99 Armour Protector
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The X8 Knee Brace is the most protective, comfortable brace on the market, utilizing innovative patent pending technology which incorporates the CCRS (Continuous Cable Routing System) to form an unparalleled system of support and protection. The forged CNC machined dial makes fit adjustments on the fly and through pants easy. M O B I U S B R AC E S . C O M
Scott Sports // $249.95 Softcon 2 is a top choice for any rider looking for exemplified safety technology. It is designed to be worn under the jersey and integrates seamlessly with neck braces. The body armor features specifically designed ergonomic and flexible D3O® plates. Shoulder pads are removable and contain anti-moisture inner panels in 3D mesh fabric. S C O T T- S P O R T S . C O M /C A / E N /
6. SOFTCON ELBOW GUARDS 7. SOFTCON 2 KNEE GUARDS 10. Leatt 3.5 Neck Brace Importations Thibault // $69.99
Importations Thibault // $99.99
The SCOTT Softcon Elbow Guards are a perfect choice for those who are looking for flexible and shock absorbing D3O® protectors. They are very comfortable due to the extra light weight and the breathable mesh - you will almost forget you are wearing them at all.
The SCOTT Softcon 2 Knee Guard is a new invention that matches high safety standards with mobility. It provides specifically designed ergonomic and flexible D3O® pads, side padding and extended shin pad support. This knee guard also features efficient ergonomic positioned straps and an abrasion resistant front panel.
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I M P O R TAT I O N S T H I B A U LT. C O M
11. Leatt 5.5 Chest Protector
Leatt // $379.99
Leatt // $329.99
Independently tested and proven to reduce neck forces up to 43%, therefore reducing the risk of a serious neck injury. Rigid, non-flexible platform made of polyamide for lowest possible neck forces. CoreFlex split rear thoracic strut is more comfortable and designed to work with the body’s natural movements. Free, optional, clear chest strap included.
Features front, back, and shoulder safety with a multi-layer multiplate articulating design. Great fit and very comfortable by 3D design with 45 ventilation slots for maximum airflow. FlipFit front and rear function allows over and under the shirt fitting with Leatt neck braces. The absolute most protective and comfortable chest protector ever. L E AT T. C O M
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BOOTS
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1. Tech 10 Boot
2. Comp Boot
Alpinestars // $799.95
FOX // $239.95
With too many features to mention, the Tech 10 boot is now even better! The shin plate has a new anatomic design for reduced surface area & weight, the sole is redesigned as are the biomechanical inner ankle brace features. There’s a new low-profile pull-on design for reduced material build, less weight & easier, quicker wearing. Colours and sizes vary.
The Comp takes critical learnings from Fox’s Instinct boot and simplifies them into a more affordable package. Emphasis is on fit, coverage and rider control with a new internal lace system, two upper ActiveLock straps providing the perfect balance of support and flexibility, a lower buckle and rubber guards and broader surface area on side of boot.
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3. GX1 BOOTS GAERNE Importations Thibault // $339.99
4. 550 MX Boot Scott Sports // $549.95
The latest innovative entry level boot for off-road. GX1 incorporates technology and styling that features protection and performance, providing an immediate step in comfort. High quality material and made in Italy. Exclusive high grip rubber compound sole to grant durability, superior grip and perfect feeling while riding.
The 550 boot was engineered for high performance. Carefully crafted, important features include the multi-axial pivot, replaceable outsole insert, easy locking buckles and the free open entrance. Made in Italy, this lightweight boot combines durability and protection with mobility, grip and feel, ready to improve the precision of even the best riders.
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9. TCX X-Helium Michelin Boots TCX // $434.99
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Features include Air Tech Breathable lining, microfibre front and ankle area, shin plate, polyurethane ankle/toe guards, aluminum buckles and a Michelin MX Hybrid sole. TCXBOOTS .COM
5. WHIT3 Label Boot SHIFT // $279.95 The WHIT3 Label Boot focuses on premium support and fit from the ankle down, with just the right amount of protection and durability. The result is an entirely unique boot that strips away what you don’t need, investing in what you do. The main body is made from high-abrasion synthetic leather for a perfect balance of durability and natural stretch. SHIFTMX.CA
6. X11 Boots Shot Race Gear // $199.99 The X11 boots are anatomically precurved in premium synthetic leather (light and resistant). They are equipped with extremely durable injected molded plastic shin protection and 4 adjustable micrometric straps with strong lock buckles. The upper vamp is reinforced and the textured internal side resists abrasion and offers grip and control of the motorcycle.
7. TCX Comp EVO 2 Michelin TCX // $779.99 The new Double Flex Control System features a PU joint in the ankle area in order to improve front and rear flexibility of the leg. The system is attached to the boot with two lateral hidden screws at the malleolus level. This special construction allows a front flexibility of up to 18 degrees.
8. TCX X-Blast TCX // $359.99 Reinforcements include an inside microfibre heat guard, shin plate, steel toe cap, polyurethane heel / ankle guard and polyurethane toe guard. TCXBOOTS .COM
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3. Pursuit Tech Hoodie 4. Helium Ride Softshell FXR Racing // $90.00 Jacket This FXR Racing polyester fleece hoodie with DWR finish and screen printed logos, front pouch pocket with a handy zippered phone pocket. F X R R AC I N G . C O M
FXR Racing // $90.00 This FXR Racing jacket is made of a 4-way stretch Polyester softshell with DWR finish. It is waterproof and breathable and has a Hydrx laminate with fleece interior. Waterproof zippers, removable hood, lycra cuff extensions, and screen printed logos make this a great jacket. F X R R AC I N G . C O M
1. Machinist Jacket
2. Caballero X LAB Hat
FOX // $190.00
SHIFT // $44.95
The Fox Machinist Jacket is a modern interpretation of a classic bomber jacket. The Machinist offers a durable waterproof, breathable exterior fabric with a light fill perfect for a cold night working on your bike in the garage.
Cab is all about style, creativity, and doing things on his terms; these ideals are the inspiration behind the Cab Collection. The Shift Caballero Snapback Hat combines Steve Caballero’s roots in art and skateboarding and his current passion for motocross.
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GLOVES 2
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1. Hydromatic Brisker 100% // $64.95
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Warmth without weight. Mother Nature has met her match with this low profile glove engineered to keep you going fast in cold, wet weather. Laminated insulated shell with waterproof breathable insert blocks out the water and keeps they dry while maintaining exceptional dexterity and control of your bike. R I D E 1 0 0 P E R C E N T. C O M
2. Five Gloves MX Neoprene Five Gloves // $57.99 All-terrain glove (motocross/ enduro) suitable for cold and damp conditions. Perfect for offseason training or extreme race conditions. The thumbs feature comfort gel at grip contact points in order to reduce the risk of blisters. F I V E - G L OV E S . C O M
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3. Five Gloves MXF3 Five Gloves // $43.99
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An ultra-ventilated motocross glove. Totally redesigned in 2017. Palm in synthetic leather. Topside in large mesh for improved airflow. Finger contours in Heavy Lycra. And some clever visual appeal from our designer: the Sonic FIVE logo on the top of the hand is designed to be “legible” from afar, but not necessarily from close. F I V E - G L OV E S . C O M
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4. Pawtector Glove FOX // $49.95
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5. Factory Ride Adjustable Armor Glove
The Pawtector sets a new level of durability, versatility, and reliability by incorporating advanced materials and innovative technology. Stretch Clarino® on the back of the hands gives the gloves a perfect balance of strength and flexibility. The doublelayered Clarino® palm adds strength with strategically placed perforations keeping things nice and airy. F OX R AC I N G . C A
6. 450 Track Glove
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7. 3LUE Label Air Limited Edition Gloves
Scott Sports // $49.95 The SCOTT 450 Track Glove is a high end, lightweight breathable glove with everything you want and nothing you don’t. It features a lightweight span upper, molded airprene cuff with one piece closure on base of wrist and a Clarino leather palm. The SCOTT 450 Glove is articulated for comfort and ease of use. S C O T T- S P O R T S . C O M /C A / E N /
SHIFT // $54.95 The 3LUE Label Limited Edition Air glove combines premium fabrics, advanced technology, and a fresh new graphic, creating a powerful statement at the race track. It features an adaptive fit technology for dramatically improved dexterity and lever control. Strategic venting helps to regulate temperature, and a new cuff design provides a flawless fit.
FXR Racing // $70.00 This FXR Racing Glove is constructed of a 4-way stretch material with aggressive pre-curved finger design for maximum mobility. Molded armor in the knuckle area provides extra protection. They also have Dual layer AX-Suede fit connect palm material allows for easy use of touchscreen devices. W W W. F X R R AC I N G . C O M
8. AEROLITE DELTA GLOVES Shot Race Gear // $39.99 The Aerolite Delta gloves have a new adjusted fit with a reinforced thumb for a better abrasion resistance. The stretch vented finger gusset offers a perfect fit and an optimal airflow. Equipped with a velcro adjustable wrist closure and silicon fingers prints for an optimal grip and control. Comfortable wrist in lycra Suede palm, light and resistant.
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9. AGILE RED ORANGE/BLACK GLOVES THOR MX // $27.95 These Thor MX gloves have silicone treated fingertips for improved lever control, extended, angled slip-on cuff for easy access and a fully perforated palm for airflow. THORMX.COM
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1. Mx-Racecraft Plus
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100% // $129.99 As if the championship-winning Racecraft goggle wasn’t already exceptional enough, we’ve armed it with several new features to achieve a new level of performance. Experience confidence inspiring protection and superior clarity with the Racecraft+ R I D E 1 0 0 P E R C E N T. C O M
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2. Vue Goggle FOX // $149.95 The Vue goggle presents an innovative solution to removing the lens. With Ken Roczen as a key developer, this new technology uses a turn-to-release system to remove the outrigger so you can easily swap lenses. The frame has a dual-compound construction with a soft TPU faceplate which comfortably molds to your face, and a durable ABS/ nylon outer frame.
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3. PROSPECT SAND DUST MX GOGGLES 2019 Importations Thibault // $139.99 For the SCOTT Prospect Sand Dust LS, the already exceptional features of the Prospect goggles are paired with the revolutionary Dust Catcher foam. Ride freely without worrying about even the smallest dust or sand particles. I M P O R TAT I O N S T H I B A U LT. C O M
4. M99 Royal Distributing // $49.99 Quality M99 Menace Double Lens Goggles with “Power Fit” Outrigger System. Lightweight Urethane blended frame. Poly-Carbonate, Dual Pane, Iridium Coated. 15mm thick triple layer, oversized face foam. Adjustable, silicone lined, double buckle woven strap. “FrostStop” removable nose guard pre-installed. M99 branded goggle bag included. ROYALDISTRIBUTING.COM
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5. Prospect Light Sensitive Goggle Scott Sports // $129.95 The SCOTT Prospect LS Goggle is an absolute highlight among MX goggles. It gives the rider a maximum field of vision, an innovative SCOTT lens lock system and light sensitive lens which adapts automatically to sunlight intensity. With this lens you are for sure equipped for all weather conditions!
6. Iris Goggles Shot Race Gear // $49.99 The Shot Iris goggle is equipped with 3 density face foam and front ventilation for optimal airflow. The high-quality Iridium lens provides a clear view of the track. Its semirigid frame is rear-off ready to ensure a clean lens. S H O T R AC E G E A R . C O M
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1. S-M10 Helmet
Alpinestars // $849.95 Shell is made with high density carbon & technologically advanced materials. Helmet is fitted with MIPS. Visor has a patented easy release system & a patented custom fit system top pad. There’s maximized ventilation & the side shell is designed to prevent collarbone damage. Emergency release & removable cheek pads assist in crash situations. ECE approved. PA R T S C A N A DA . C O M
2. Airoh Aviator 2.2 3. V3 Motif Helmet FOX // $599.95 Helmet Blackfoot Direct // $589.77 The Aviator 2.2 is the choice of champions across the world, including AMA Supercross winners Jason Anderson and Zach Osborne, and MXGP winners Jeffrey Herlings and Jorge Prado. The Carbon Kevlar Aviator 2.2 is one of the lightest and best performing helmets in the class, thanks to a wide field of vision, excellent venting, and an all new visor.
V3 helmet introduces the next level of visor technology, Fox’s patented technology Magnetic Visor Release System (MVRS) replaces screws with magnets designed to stay firmly in place under roost, but releases in a crash. V3 helmet is also equipped with the Multi-Directional Impact Protection System (MIPS). F OX R AC I N G . C A
4. Boost Clutch Helmet
5. Youth Boost EVO Helmet
FXR Racing // $200.00
FXR Racing // $160.00
FXR’s Boost Clutch helmet offers Lightweight, strong, advance polymer alloy shell, Dual density EPS liner, Hi-flow ventilation system, and double D-ring buckle system. DOT and ECE approved F X R R AC I N G . C O M
FXR’s Youth helmets offer Lightweight, strong, advance polymer alloy shell, Dual density EPS liner, Hi-flow ventilation system. Easy to use quick release buckle system. Excellent fit and optional cheek pads to grow with your child. DOT and ECE approved F X R R AC I N G . C O M
B L AC K F O O T D I R E C T. C O M
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1. 350 EVO PLUS TEAM 2. 350 EVO CAMO HELMET SCOTT HELMET SCOTT Importations Thibault // $229.99
Importations Thibault // $199.99
Blending high end materials with leading edge design, the SCOTT 350 EVO Plus Team Helmet offers a higher level of protection thanks to the inclusion of the MIPS® Brain Protection System. It enables better protection of the head by reducing the impact of rotational forces through a crush. If you are looking for safety, style and design this is your helmet.
The SCOTT 350 EVO Camo Helmet is durable and boasts a modern design for riders. It uses Conehead Technology to protect your head from radial impacts and is equipped with a high-flow vent system. This helmet represents all SCOTT know-how packed into an attractive price for you. IMPORTATIONSTHIBAULT.COM
IMPORTATIONSTHIBAULT.COM
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3. MT FALCON HELMET 4. M99 Velocity Importations Thibault // Carbon Helmet $139.99 This MT Falcon Helmet comes in all sizes and has a removable and washable liner. The outer shell is available in two sizes and comes in different colour paterns. The peak is adjustable and can be removed by just a couple of screws. This helmet is also ready to use with a neck brace, and it weighs just 50g. IMPORTATIONSTHIBAULT.COM
Royal Distributing // $299.99 A remarkably lightweight performance helmet! Ultimate advanced lightweight Carbon Fiber shell with sleek aerodynamic peak. Advanced channeled EPS for interior circulation. Factory installed air-stop EVA forward vent. Super lightweight at only 1,140 grams. Includes M99 Pilot Double Lens Snow Goggle & Frost Blocker Balaclava. ECE 22.05 approved. From $299.99.
5. 550 Split ECE Helmet Scott Sports // $289.95 The SCOTT 550 Split Helmet is a high end helmet that pushes the limits of ventilation and safety. Equipped with the latest safety technologies such as MIPS® and Conehead and the perfect cooling management with strategically placed vents you will feel good and safe throughout your entire ride SCOTT-SPORTS.COM/CA/EN/
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6. WHIT3 Caballero X 7. Shoei VFX-EVO Shoei // $679.99 LAB Helmet $899.99 SHIFT // $229.95
Cab is all about style, creativity and doing things on his terms. The Caballero Helmet combines Steve Caballero’s roots in art and skateboarding and his current passion for motocross. The helmet has an aggressive and unique design which eliminates bulk and maximizes utility and function which means less weight, more durability, and stylish. SHIFTMX.CA
The world’s most evolved motocross helmet has evolved. Fully loaded with next-level performance, safety, style and progression, the all-new VFX-EVO proudly boasts the SHOEI exclusive Motion Energy Distribution System [M.E.D.S.]— strategically engineered to reduce rotational acceleration energy to the head in the event of an accident. SHOE I- HE LMETS .COM
8. Youth Sector Helmet Thor // $89.95 The Youth Sector Helmet has a single density EPS liner & extensive venting. The injection molded polycarbonate/ABS shell has a fully adjustable visor with a removable/washable moisture wicking liner. The nose piece is flexible rubber & has a hi-flow, filtered mouth vent. The rear shell shape easily repositions the goggle strap. DOT and ECE 22.05 approved. PA R T S C A N A DA . C O M
9. SECTOR BOMBER RED/CHARCOAL HELMET
10. MX10 Zox Helmets // $199.99
THOR MX // $159.95 The new Thor Sector Helmet is DOT and ECE 22.05 approved and has a fully adjustable and vented visor to reduce lift. The Thor Sector Helmet also features the MIPS (Multi-Directional Impact Protection System®) Brain Protection System (BPS) which helps to absorb and redirects rotational energies.
The MX10 is a premium lightweight fiberglass competition MX helmet loaded with features, including a superior CoolDry™ liner for comfort, maximum venting, and a high-end automotive paint finish. Z OX H E L M E T S . C O M
THORMX.COM
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JERSEYS
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1. FLEXAIR Royl Jersey FOX // $99.95 An evolution of the fastest gear in motocross, the new Flexair jersey is designed to function seamlessly with the human body. TruDri fabric continues to be the foundation of the jersey, which rapidly wicks moisture to keep you cool, dry and the garment lightweight. Targeted ventilation along the sleeves are in the ideal position when riding.
2. Cold Cross RR jersey FXR Racing // $120.00
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3. Helium
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This is a must have in the gear bag for cold weather riding. This Windproof polyester jersey with front and sleeve at 6000mm/3000g/m waterproof/ breathability. Polyester knit back for comfort and venting.
4. 450 Angled Light Jersey
FXR Racing // $80.00
Scott Sports // $64.95
Helium MX gear set is ultra lightweight combined with high performance durable 4-way stretch perforated fabrics to improved air flow in the pants. Provides class leading fit to move with your body to give the ride maximum mobility.
Fully vented and lightweight the SCOTT 450 Angled Light Jersey is your go to jersey in hot conditions! The extremely breathable race fit allows for maximum flexibility without excess bulk. S C O T T- S P O R T S . C O M /C A / E N /
F X R R AC I N G . C O M
5. 3LACK Caballero X LAB Jersey
6. Contact Score Jersey Shot Race Gear // $39.99
SHIFT // $79.95
Shot Race Gear’s Contact Score Jersey has an anatomic cut for unrestricted mobility with tailored sleeves. Equipped with lycra inserts on shoulders and a longer tail to keep the jersey in Never fading color sublimation process ensure colors last.
Cab is all about style, creativity, and doing things on his terms; these ideals are the inspiration behind the Cab Collection. The Shift 3Lack Caballero Jersey combines Steve Caballero’s roots in art and skateboarding and his current passion for motocross. The jersey utilizes a multi-panel construction for superior fit and feel.
S H O T R AC E G E A R . C O M
SHIFTMX.CA
7. PRIME PRO INFECTION MAROON/RED ORANGE JERSEY
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8. TERRAIN LIGHT GRAY/BLACK 1. Legion Downpour Pant 2. 3LACK Mainline Red Pant FOX // $389.95 SHIFT // $199.95 JERSEY
THOR MX // $59.95 The new Thor Prime Pro Infection Jersey has flat-stitched seams to minimize irritation. It also features tail silicone print that helps keep jersey tucked in. It has fully ventilated arms and back panel and minimal seams for maximum comfort. THORMX.COM
THOR MX // $54.95 This lightweight Terrain Jersey from Thor features a heat transferred neck label, four-way stretch cuff and collar and sublimated no fade graphics. It also has vented side panels and abrasion tolerant material on sleeves and shoulders THORMX.COM
Ride, rain or shine with the all-new Legion Downpour Pants and get the protection that you need when riding offroad and on the trails. The Downpour pant features TRUSEAL, a waterproof / windproof membrane and DWR treated TruMotion construction with Cordura® 3-layer fabric. F OX R AC I N G . C A
The 3LACK (Black) Label Mainline Pants provide a flawless fit with an undeniable style. A combination of rigid and stretch paneling work seamlessly to give you the perfect balance of durability and rider movement. The 600D polyester main body construction feels substantial, yet lightweight and shrugs off daily wear and tear. SHIFTMX.CA
88 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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4. Aerolite Delta Pant
Scott Sports // $189.95
Shot Race Gear // $169.99
The SCOTT 450 Angled Pant features a mix of lightweight and breathable panels combined with durable abrasion resistant nylon. Buffalo leather knee reinforcement is specially shaped for an aggressive riding stance. Other features like a 1/2length inner mesh liner and adjustable Velcro waist tabs make the 450 pant the most comfortable pant you’ll ride in.
Shot Aerolite Delta Pant is ultralight weighing only 524Gr. It has a performance pre-curved fit for an intuitive racing position. The chassis is made of a stretch-armored fabric providing flexibility and lightness while reinforced in Dobby on the frictions areas. Equipped with heatproof and abrasion resistant leather panels and vented inner liner. S H O T R AC E G E A R . C O M
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5. PRIME PRO INFECTION 6. TERRAIN LIGHT GRAY/ MAROON/RED ORANGE PANT BLACK IN THE BOOT PANT THOR MX // $169.95
THOR MX // $129.95
This new Prime Pro Racing Pant from Thor features ratchet style waist closure and an inner waist silicone band. There are also laser cut holes for ventilation, strategically placed vented mesh panels.
These new lightweight Terrain pants from Thor feature hook and loop panels above the knee and can be opened to expose air intake. They’re also made of polyester and nylon and are combined with double stitch for a pant that is made to last.
THORMX.COM
THORMX.COM
S C O T T- S P O R T S . C O M /C A / E N /
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2019 ULTIMATE GEAR GUIDE
GEAR BAGS 1. Shuttle 180 Cota Gearbag FOX // $189.95 Haul all your gear in this 35”x16”x18” gear bag, without breaking the bank. The Shuttle 180 Cota Roller features a cavernous main compartment with separate helmet storage at the front and a boot storage at the rear. Built on a roller system with durable urethane wheels, this shuttle gear bag is the only way to travel.
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2. GOGGLE CASE SCOTT Importations Thibault // $39.99 The SCOTT Goggle Case is perfect for storing several pairs of goggles, multiple lenses and any other goggle related items needed for a racing day.
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3. SMB 22 BACKPACK SCOTT 4. Circuit Bag, Transit 5. TRANSIT WHEELIE BLACK/ Importations Thibault // Wheelie Bag, & Back Pack MINT BAG $129.99 Same as the bigger version, the SCOTT SMB 22 Backpack is the choice backpack of passionate snowmobilers. It comes with a compartment for shovel and probe, is hydrapak compatible and offers water-resistant fabric and zips. In addition it offers a goggle pocket and glove-friendly buckles. I M P O R TAT I O N S T H I B A U LT. C O M
Thor // $149.95/$249.95/$49.95
The bag collection is packed with too many features to tell. Ballistic polyester shell & excellent ventilation. A roll-out change mat, goggle pocket, boot compartment & micro-fleece lined helmet compartment are some of the strategically placed storage for your essentials. There’s loads of space in these great bags. See the full line in our catalogues.
THOR MX // $249.95
The Thor Wheelie Transit Bag features a durable molded base with a 1200D Ballistic polyester shell, a 210D polyester lining and oversized rolling wheels. It also has reinforced handles, a retractable push button handle for ease of movement, and a large main compartment that is ventilated on both sides. Mesh pockets along both sides of main compartment. THORMX.COM
PA R T S C A N A DA . C O M 90 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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HANDLEBARS 1. CROSSBAR SERIES ALUMINUM HANDLEBAR Blade Barz // $52.99 Blade Barz Crossbar Series Aluminum Handlebars are built with time-tested 6061-T6 aluminum alloy 4.5mm wall thickness. They are made to fit standard 7/8” diameter clamps. They’re also available in anodized black or silver with matching crossbar. These bars also feature knurling on clutch side to prevent grip slippage.
2. HANDLEBAR PAD STAGE6 Importations Thibault // $129.99
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This new Stage 6 Handlebar Pad will fit any riders needs for comfort and durability. I M P O R TAT I O N S T H I B A U LT. C O M
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BLADE BARZ .COM
3. Tag Metals T-1 Handlebars 1 1/8’’ // $159.99 Born from a fusdion of innovation, the TAG T1 Handlebar offers oversized 1-1/8’’ tapered bar technology with added strenght suppliedby a crossbar. Constructed from 2014 series aluminum using the highest level of craftsmanship and engineering, the T1 has the edge over the competition in the event of a severe crash. TAG M E TA L S R AC I N G . C O M
4. TAG T-1 HANDLEBAR
5. TAG T-2 HANDLEBARS
6. TAG T-3 HANDLEBARS
Importations Thibault // $159.99
Importations Thibault // $129.99
Importations Thibault // $109.99
Born from a fusion of innovation, the TAG T-1 Handlebar offers oversized 1-1/8” tapered bar technology with the added strength supplied by a crossbar. Constructed from 2014 series aluminum using the highest level of craftsmanship and engineering, the T-1 has the edge over the competition in the event of a severe crash.
The TAG T-2 handlebar is TAG’s original handlebar and is still the choice of countless riders across the globe. Featuring a tapered outer wall that gives you the strength of an oversized 1-1/8” clamping diameter. For racers that don’t want a crossbar, this brace-less design offers excellent strength and maximum flexibility for a premium feel.
The TAG T-3 Handlebar is the premium bar for bikes with 7/8” clamping and riders who prefer the traditional feel of a crossbar. Constructed from the same aerospace grade aluminum as TAG’s top-of-the line tapered bars for ultimate strength and weight savings.
I M P O R TAT I O N S T H I B A U LT. C O M
I M P O R TAT I O N S T H I B A U LT. C O M
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2019 ULTIMATE GEAR GUIDE
STANDS & OIL 1
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1. MX GRIP TOXIC Importations Thibault // $129.99 The MX GRIP Moto Transport System securely holds your motocross bike in your trailer without the use of tie-down straps, floor anchors or wheel chocks. It takes an enormous amount of pressure off of the fork seals during transit, and it frees up valuable space allowing the transport of more motorcycles or gear.
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2. BIKE STAND BASIC POLISPORT Importations Thibault // $53.99 This new Polisport Bike Stand is made to support any new dirt bike and is extremely lightweight and easy to use. It also features a place for decals and sponsor info and this make it a must have for any rider looking for a stylish and durable bike stand. I M P O R TAT I O N S T H I B A U LT. C O M
3. LS1 Lift Stand
4. Liqui Moly Snowbike Oil
5. Lucas 2 Cycle Oil
6. Syn Blend Ester
Matrix Concepts // $139.99
Liqui Moly // $17.99
Lucas Oil Products // N/A
Maxima Racing Oils // $12.95
This is the stand for everyone from mini rider to the everyday rider to the professional racer. Easy access 2 point pedal makes it easy to operate and elevate the motorcycle with minimal effort.
Fully synthetic low-friction motor oil that ensures the fastest engine lubrication during cold starts. LIQUI MOLY‘s use of high quality synthetic base oils blended with the most advanced additive package has produced a low-viscosity motor oil with high shear stability. Specially adapted to the requirements of 4-stroke engines in snowbikes.
Lucas Racing Formula 2-Cycle Oil was developed specifically for racing and other demanding applications. It leaves a tenacious lubricant film on all wetted parts. A blend of lubricant base stocks, both a synthetic hydrocarbon type and esters are used. Great for all high RPM and high compression applications.
Semi-synthetic, ester-based 4-stroke engine oil designed to ensure optimum protection, peak performance and positive clutch feel. Advanced, proprietary additive system keeps your engine running clean, trouble-free and extends the life of the machine. Exceeds the requirements of API SL / JASO MA2.
L I Q U I - M O LY. C O M
LUCASOIL .COM
MA XI MAU SA .COM
M AT R I XC O N C E P T S . C A
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WHEEL & TIRES
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1. Dunlop Geomax MX33
6. MX WHEELS SM PRO
Dunlop // $54.99 - $194.99 Altered Block-In-A-Block shape on the rear increases surface area of the rear block, while additional tread angles enhance grip, stability and slide control. An all-new compound in the front and rear tires enhance dusrability without sacrificing the legendary grip of the GEOMAX line.
Importations Thibault // $619.99 Senior M/X Rims are in stock in matte black. Alternative colours are available as per the colour chart above (at an extra cost). Junior M/X wheels are available on special order only.
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D U N L O P M O T O R C YC L E T I R E S . C O M
2. Dunlop Geomax MX33 Dunlop Motorcycle Tires // Per Size Introducing the most technologically advanced Motocross tire: the Geomax MX33. Developed with the help of top motocross pros, the all-new MX33 is the new industry standard for soft-to-intermediate terrain. Dunlop’s innovative new technologies offer superior grip, slide control, bump absorption and enhanced durability. D U N L O P M O T O R C YC L E T I R E S . C O M
3. Michelin Starcross 5 Tires
5. Scorpion MX Soft Pirelli Tires // 85.02
Michelin // $146.99 - $198.99 Based on Michelin Starcross 5 Sand. Average is 10 percent reduction in weight across the range versus Michelin Starcross 3 and 4. Tread designs for the Starcross 5 range of tires improve performance across a multitude of applications. The intermediate and side tread blocks ensure good steering response from the front tire and traction from the rear.
Winning its 70th world championship in 2018, Pirelli dominates the global stage with the extraordinary SCORPION™ range. New for this year, Pirelli introduced the SCORPION™ MX SOFT tire, a favorite of the winning teams at this year’s Motocross of Nations held at the infamous Red Bud track in the USA.
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MICHELIN.CA
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4. Michelin Enduro Medium Tires Michelin // $163.99 - $180.99 Thanks to the new thread geometry and tire architecture, the new MICHELIN Enduro DOT range provides more grip and better cushioning, significantly improving the crossing capacity. In order to offer more versatility and excellent grip on wet surfaces, Michelin has developed new latest-generation rubber compounds designed specifically for off-road use. MICHELIN.CA
MOTOCROSS PERFORMANCE · MXPMAG.COM // 93
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2019 ULTIMATE GEAR GUIDE
COMPONENTS 1. WP Pro Components Blackfoot Direct // $3,042.00 WP Pro Components are the ultimate way to take your bike to the Factory level. The championship winning Cone Valve forks and TRAX shock will give you the performance and control you have always dreamed of. The full lineup of WP Pro Components along with suspension revalves, rebuilds, and setups are now available in Canada at Blackfoot Direct.
5. Self-Cancelling Turn Signal Module Smart Turn System is a small electronic device and is the first smart self-canceling turn signal module, that cancels your turn signals after each turn, lane change or roundabout exit while still allowing you full manual control of the turn signal operation.
D I R E C T- S U S P E N S I O N . C O M
2. G5 Can Matrix Concepts // $79.99 All new shape, 5,0 gallon utility race can with a 2-handle design. Easy pour spout and available in seven team color ways.
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Smart Turn System // $149.99
M O N G O O S E M AC H I N E . C O M
6. 520MXR1-120 Works Chain
M AT R I XC O N C E P T S . C A
3. A7 Aluminum Folding Ramp Matrix Concepts // $169.99 This 7 foot folding ramp is strong, lightweight and is made of 6063 aircraft aluminum. M AT R I XC O N C E P T S . C A
Sunstar // $127.50 The 520MXR1 Motocross chain is constructed of 100% heat treated components, featuring Sunstar’s exclusive ‘TripleStar’ treated ultra hard pins. It has seamless roller & bushing construction, with deep gold plated inner & outer side plates. 9,000 tensile strength rating for bikes 500cc & under. Used by top racers & teams worldwide. Clip type link included. S U N S TA R - B R A K I N G . C O M
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4. Torq Drive Clutch Pack 7. Work Series Race Chain Rekluse // $329.99 - $459.99 XRing Chain Rekluse’s TorqDrive Clutch Pack is a high performance manual clutch. Installation is as easy as swapping out the clutch plates into your OEM components. Proven at the highest levels of racing, TorqDrive thin friction disk technology allows more disks to fit in your OEM clutch’s footprint, decreasing slip and unlocking the full power of your engine. M O N G O O S E M AC H I N E . C O M
Tag Metals // $159.99 The Tag Metals Works Series Race chain is premium quality, highly durable chain specifically designed for Motocross, Supercross and/or off-road racing. The X 520 race chain is a premium quality, high performance X-Ring chain designed for off road specify racing in wetter and muddier conditions.
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94 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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2
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1. Alpine Trail
2. San Quentin
Marin // $3499.00
Marin Bikes // $1079.99
Big mountains, epic passes and all day ripping descents. Our critically acclaimed MultiTrac platform and built around long travel FRS suspension, slack angles, and 29” wheels, the Alpine Trail is here to conquer all singletrack in its path. Available at Royal Distributing. MSRP prices starting at $3,499.00. To view all Marin models visit marinbikes.com
Developed by freeride legend Matt Jones, the all-new San Quentin lives up to its name. With the strength of our Alcatraz dirt jump frame and the trail savvy of the Nail Trail, this family of 3 aggressive hardtails is the perfect mix for the modern trail rider. Available at Royal Distributing. MSRP prices starting at $1079.99. View all at marinbikes.com MARINBIKES .COM
MARINBIKES .COM
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3. Wildcat Trail Marin Bikes // $569.99 The Wildcat Trail is designed with Women’s Fit Geometry. The saddle, grips and short-reach brake levers are suited for female body dimensions. The Wildcat Trail family has trail-focused design with Series 2 aluminum frames and hydraulic disc brakes. Available at Royal Distributing. MSRP prices starting at $569.99. View all models at marinbikes.com MARINBIKES .COM
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4. Alcatraz Marin Bikes // $1649.99 We worked with Matt Jones to define the exact needs of a modern dirt jump frame. The 6061 aluminum frame is stiff and overbuilt for abuse. A tapered headtube and 135x10mm horizontal dropouts with chain tension device for either singlespeed or geared builds. Available at Royal Distributing. MSRP prices starting at $1649.99. View all models at marinbikes.com MARINBIKES .COM
MOTOCROSS PERFORMANCE · MXPMAG.COM // 95
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MENTAL SIDE BY SEAN POITRAS • PHOTO BY JAMES LISSMORE
O
ne habit I always try to encourage all of my athletes to do is to practice the routine of reflection and closure following every game, event, competition, or in this case season. As it is with most sports and performances, there can be ups and downs, highs and lows, and positives and negatives to every outing. And there are takeaways and lessons to be learned from all of them. Unfortunately, our brains tend to focus primarily on the shortcomings, missed opportunities or mistakes made. These recollections often fester in our heads and create more negative thinking patterns in our personal self-talk. These kinds of thoughts are usually useless for our performance development and can make it much more difficult to find closure for that particular event. To counter this, I always recommend to my athletes to limit themselves to a purposeful and structured reflection of their performance immediately following the event. The addition of a physical action or routine along with it can be helpful. For example, utilizing the time spent after an event removing your
g n i h c a o C s s e c c u S For Another season is in the books, and with the winter months approaching it is time to gear down and pack it all away until next Spring. However, just because you are not physically on the bike practicing or competing does not mean that your training is complete. Mental skill training does not have an off-season. I strongly believe in a break from the sport, both physically and mentally, to recharge and re-ignite that passion to compete again next season, but just like everything else, it must be done with a purpose.
equipment as your allotted time for reflection. Typically, this is a private time where you are alone with your thoughts and you can symbolically structure your reflection around this block. I worked with a very successful junior hockey player who would start his reflection time the moment he removed his helmet. He would structure his reflection from his upper gear being the first and second periods, to the lower gear being the third period. He would start with the missed opportunities, always actively keeping his thoughts positive. When I refer to positive thinking, I do not necessarily mean rainbows and puppy dogs. I am referring to whether or not the thought is instructive or destructive. Are you telling yourself what you want to do or what you don’t want to do? A positive reflection might sound something like, “Next time I have that opportunity I will do (this) differently,” or, “Even though I made that mistake, (these) were the things I did correctly to get me to that opportunity.” Once the reflection was complete, he would have one final associated action that would symbolize the end of that event and the end of his concern or energy
“ONE HABIT I ALWAYS TRY TO ENCOURAGE ALL OF MY ATHLETES TO DO IS TO PRACTICE THE ROUTINE OF REFLECTION AND CLOSURE FOLLOWING EVERY GAME, EVENT, COMPETITION, OR IN THIS CASE SEASON.”
for the failures or victories experienced. For him it was taking off his skates, and once they were off, he would not allow himself to dwell on that game. The lessons learned from both the success and failure experienced were noted, and the next game or practice will be started with a clean slate. The key component and rationale behind this practice is to encourage your focus to be on the task at hand. Our performance is at its best when we are present in the moment and when we are prepared for that moment. Too much attention on the past can draw our concentration away from what’s important now (the WIN mentality). Seeking closure is an effective way to keep your focus on the next task. Closure provides us with the assurance that we have learned from our mistakes, reinforced the positives and attended to any loose ends, which may have affected our performance. Since every performance is unique, it is helpful to go into a new game, event or competition with a completely blank slate. When it comes to the end of season reflection, I suggest the same approach. Take a few moments, grab a pen and paper, and actively reflect on everything you set out to accomplish this year. Highlight those goals you were successful in achieving, as well as those in which you failed to accomplish. If you did not set any defined goals at the beginning of the season, go off of instinct and opportunities you had this season. Go ahead and create a short list of achievements, missed opportunities or areas to improve upon. This will be your time you will allow yourself to look back on the season as a whole and learn from it, and prepare for next season.
Things to focus on should include preparation, and how prepared you were going into each competition. What are some things you can do differently next season to improve your preparation, and what were some things that you feel helped you most with your preparation this year? How did you cope with failure? What sort of things did you/can you learn from your failures? Was it easy for you to move on or find success again? What did you do to overcome the negative thoughts that may come with failing? How did you cope with success? What was learned with each victory? Was it easy for you to maintain a successful outlook? What were some of the positive thoughts you experienced from your successful performance? Finally, what adjustments need to be made next season with regards to goals, routines, training or any other aspects of your game? A simple look back can spark some of the most measurable changes to a season. These steps seem obvious but are often overlooked. Self-reflection creates one of the most valuable tools in our mental skills arsenal - self-awareness. We are the experts on ourselves, and the better we know about how we behave in certain stress filled situations, the more we can control it. If you have any questions, examples of experiences or topics you would like to hear more about in these columns, please feel free to send them to me at sean@focusnorthperformance.com. And be sure to follow me on Twitter and Instagram @FocusNperform.
96 // MOTOCROSS PERFORMANCE · MXPMAG.COM
2018_18.06_Mental Side.indd 1
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MAXIMA AD EXTRA TOMAC MXP DEC2018.qxp_Layout 1 9/21/18 12:21 PM Page 1
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MXP18.05_Maxima.indd 1
2018-10-03 1:03 PM
THE INSIDE LINE
BROUGHT TO YOU BY
WITH ANDY WHITE
End of the Road
T
hat had to be just about the longest Canadian series ever! The AX Tour segment started in February in the west when there was snow on the ground, and the final round of the Triple Crown Series ended November 16th in Hamilton, Ontario...and there was snow on the ground as well. That’s a long series. Yes, I know it’s three different types of racing but it’s still one Triple Crown championship. I have heard the 2019 program the schedule will be considerably tighter. It will start in late March and end in October. Now that’s more like it. Since the series has wrapped up, I am a fan of the Triple Crown program. The best riders will compete in the full series. If you don’t have the budget then you can focus on one of the three, either AX, MX or SX. Of course as you all know, I am big fan of outdoor motocross. I like walking around the track and watching the riders navigate different sections. SX is cool for a couple of rounds and that goes for AX as well. It sounds like there are going to be a lot of changes going into the 2019 season. I am already talking to riders moving to new teams. I know it sucks for team managers and owners when they lose a rider they have invested in. I have been in that position many times. I remember the first time it happened to me when I was managing the KTM Factory team. It’s hard not to take it personal. I know now it was only business, and money makes the world go around, right? If a rider feels that their current team can’t give them the money they feel they are worthy of then that rider will start knocking on doors. I get it, but is changing for a new team the best move? Is the extra money really worth starting all over again? Every situation is a little different. Did it make sense for Dylan Wright to leave MX101 before he won a championship? I guess only Dylan can answer that. The same goes with Shawn Maffenbeier. He had a solid year with MX 101 with a championship, then he left for the Monster Kawasaki team. I have no clue if either rider is better off with the move. It’s their call. Will Pettis stick around after winning the MX and SX championships with MX101? At this moment I am not sure
“I AM LOOKING FORWARD TO THE 2019 US SX PROGRAM THAT STARTS IN ONLY A FEW WEEKS. I FEEL KEN ROCZEN WILL BE THE GUY TO BEAT.” what way Jess will go. I know he has a great relationship with Kevin and the team. Will another team offer him something his current team can’t? I guess time will tell. This goes for the 450 guys as well. Will Facciotti sign a new contract with GDR for another year or so? Will KTM look to replace Benoit with a top 450 rider? Will Kawasaki look for new riders? What about the OTSFF Yamaha team? Will Andre sign Matt to a new contract or look for a replacement? So many questions. I am sure by the time you read this we will have answers. I am looking forward to the 2019 US SX program that starts in only a few weeks. I feel Ken Roczen will be the guy to beat. He had a good 2018 season, and now that he has had more time off to heal and strengthen the body I can only imagine he will be in better shape. There are a few new 450 guys that moved up from the 250 class. Zack and Aaron are both rookies for 2019. Wait, can you even really call them rookies? I guess so as it’s their first time in the big class. I think Osborne will have a solid year. He is all business. Plessinger will be a solid outdoor guy. We all know he is
the best rut rider out there right now. How about Joey Savatgy on the factory Kawasaki? I was very impressed with his speed at the Monster Cup. I liked the way he let his teammate by for the win. Was that the right move? I would have to say it was. The only move that would help Joey in the future. Let your teammate, who is the number #1 guy, by for the win. It can only help your career, in my view. Tomac also looked solid on the 2019 KX450. You know he will have his program set up for A1. Looking at the KTM program, I am a little worried for Marvin. It sounds like he has knee problems again. Will this slow his pre-season testing for Round 1? His new teammate is Cooper Webb, who left the factory Yamaha program. This one will be interesting. Will Coop gel with the smaller chassis race bike? Will ‘The Man’ figure a way to get his new rider to the top of the box? Time will tell. The first round at A1 is not really a good gauge on what’s going to happen for the balance of the series. Most riders try to make it through the first few rounds healthy. You can’t win the championship at Round 1 but you can definitely throw away any chance of winning it if you’re cartwheeling
through the whoops. How cool will it be if we see a few of our Canadian riders competing in the SX series this coming year? I hope Pettis is healthy this year. I can see him finishing anywhere from 8th to 14th if he has a good night. The only other rider that I can see racing SX would be Broc Leitner. I honestly don’t know of any other Canadian rider that has the means to head south and compete, do you? I know for sure that we have riders that can ride SX! Cole Thompson, Colton Facciotti, Tyler Medaglia, Shawn Maffenbeier and Dylan Wright all have the skills to compete. The question is, will the teams they ride for have the equipment and the means? This is a question that comes up every year. I am not questioning why they don’t. I know what the costs are to get a rider set up for even just one race. The rider needs weeks and weeks of testing to get him to the confidence level that they need to compete. That’s where the budget goes, testing and wear and tear on the equipment. I guess we will see what happens in the next few weeks! See you at the races.
98 // MOTOCROSS PERFORMANCE · MXPMAG.COM
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Knee MXP Single.pdf
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C
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CM
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X8 KNEE BRACE
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/ Continuous Cable Routing System for correct support / Ergonomic dial for a precise, comfortable fit / Full coverage knee cup design / Adjustable range of motion / Odorless EVA Foam
K
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2018 MX1 TRIPLE CROWN
CHAMPION
Professional rider on a closed course. Always wear proper safety equipment.
»www.ktm.com
CONGRATULATIONS COLE THOMPSON
WINNING THE PRESTIGIOUS TITLE AFTER THEIR SUCCESS ACROSS ALL THREE DISCIPLINES; ARENACROSS, MOTOCROSS AND SUPERCROSS, COLE THOMPSON AND THE KTM RED BULL THOR RACING TEAM CLINCHED THE 2018 MX1 TRIPLE CROWN 450 CHAMPIONSHIP ABOARD THE COMPETITION CRUSHING KTM 450 SX-F
/ktm_canada
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