• WHO IS STILL IN THE 2021 450 TITLE CHASE?
Each Supercross race pays 26 points to the winner. To tell which riders are still in contention to win the 2021 AMA Supercross Championship all you have to do is subtract 26 points from the leader for each remaining race—which would be 3 x 26= 78. As it stands before round 15, which will be the last of the Atlanta Motor Speedway races, any rider who is 79 points behind Cooper Webb’s 313 points is mathematically eliminated from title contention. That only leaves Ken Roczen (13 points back), Eli Tomac (35 points back) and Justin Barcia (67 points back) still in the running for the 2021 Supercross crown. Everyone else is racing fora top ten placing.
TOP TEN RIDERS WHO ARE MATHEMATICALLY ELIMINATED FROM THE 450 CHAMPIONSHIP
• CAMERON MCADOO’S UNBELIEVABLE ATLANTA CRASH
• AMA POINTS: WHO’S WHO HEADING TO ATLANTA SUPERCROSS 3
2021 AMA 450 SUPERCROSS POINTS STANDINGS
(After 14 of 17 races)
1. Cooper Webb (KTM)…313
2. Ken Roczen (Hon)…300
3. Eli Tomac (Kaw)…278
4. Justin Barcia (Gas)…246
5. Aaron Plessinger (Yam)…215
6. Jason Anderson (Hus)…211
7. Malcolm Stewart (Yam)…192
8. Dylan Ferrandis (Yam)…183
9. Marvin Musquin (KTM)…168
10.Joey Savatgy (KTM)…166
2021 AMA 250 WEST SUPERCROSS POINTS STANDINGS
(After 6 of 8 races)
1. Justin Cooper (Yam)…157
2. Cameron McAdoo (Kaw)…148
3. Hunter Lawrence (Hon)…141
4. Seth Hammaker (Kaw)…121
5. Jalek Swoll (Hus)…121
6. Garrett Marchbanks (Yam)…120
7. Nate Thrasher (Yam)…101
8. Kyle Peters (Hon)…93
9. Chris Blose (Gas)…86
10. Coty Schock (Hon)…86
2021 AMA 250 EAST SUPERCROSS POINTS STANDINGS
(After 7 of 9 races)
1. Colt Nichols (Yam)…166
2. Christian Craig (Yam)…158
3. Jo Shimoda (Kaw)…138
4. Jett Lawrence (Hon)…128
5. Josh Osby (Hon)…103
6. Michael Mosiman (Gas)…97
7. Mitchell Oldenburg (Hon)…91
8. Josh Varize (KTM)…81
9. Thomas Do (KTM)…74
10. Grant Harlan (Hon)…71
• WE RIDE DAVID O’CONNOR’S DREAM MACHINE KTM 250SXF: 400,000 VIEWS CAN’T BE WRONG
• MXA TEAM TESTED: ASTERISK CARBON CELL 1 KNEE BRACE
Started by a group of athletes, including several motocross riders, Asterisk has been in the knee-brace game a long time. In 2017, not long after former AMA Pro Mike Beier and his team took over Asterisk, the wrecking crew started noticing a huge improvement in the durability of the Cell knee braces. The latest Asterisk Carbon Cell 1 (CC1) knee brace is manufactured from military- and aerospace-grade carbon fiber pre-preg. The Carbon Cell 1 is made in the United States to ensure the ultimate in build quality. Before launching the CC1, which is the slimmest brace MXA has ever tested, Asterisk spent two years designing, developing and testing the new brace. The test riders did their due diligence to help make the CC1 more durable while identifying areas that needed improvement. Asterisk paid close attention to the details of every element of its new brace.
The Asterisk CC1 carbon fiber knee brace is far more durable than previous products. The MXA wrecking crew stress tested the CC1 brace over a five-month period with countless hours of in-the-saddle abuse dished out by our top-tier test riders. After 60 hours of heavy usage on the braces, we put some fresh extension stops in and moved strap number one (behind the calf) around in the strap clip because it was showing some wear.
The patella cup is a three-piece design made from nylon 6 material that leaves no open gaps for that pesky handlebar to ding the top of your knee. The knee cup shape offers free movement with excellent flex and extension in current motocross pants, plus we didn’t feel it against our knee caps.
People often underestimate the importance of finding the right knee brace size. Wearing the incorrect-size knee brace will prevent the brace from being effective or, worse yet, may even increase your risk of injury. The Asterisk knee brace comes in a variety of sizes—from small to extra large. On Asterisk’s website, there is a sizing chart. Don’t skip this step before throwing down your cold hard plastic.
The Asterisk CC1 features four Velcro-backed fastener straps. You also get knee sleeves and optional boot tethers. We didn’t use the boot tethers; however, they are proven to increase protection. These anti-rotation tethers are installed by drilling one small hole in the top of your boot. You then attach the tether to your boot and to the knee brace. This will help minimize rotational injuries to the leg by making the Asterisk brace and your leg move as one. With the four-strap system, you also have multiple ways to snug the straps for that custom feel. The neoprene pads are also adjustable to make the straps more comfortable. Asterisk’s website, under the “CC1 instructions,” details the proper strap tightening sequence for securing your brace. The Carbon Cell 1 is backed up by a one-year warranty from the date of purchase.
Asterisk braces have three different extension stops with 10, 20 and 30 degrees of motion to accommodate your personal preference. Asterisk also offers 2mm and 4mm condyle pads for correct knee width upon request. This year, Asterisk introduced Microcell kids’ braces for mini riders.
The only squawk we had was that after washing the braces and leaving them out in the sun, the glue that holds the condyle pads in place deteriorated, allowing a pad to fall off. This was easy to fix with a little superglue.
DIGITS $799.95 (pair)— www.asterisk.com or (951) 268-6790.
MXA RATING: Ever since Mike Beier has taken over Asterisk, the entire line has improved in quality and durability. With the addition of the exceptional CC1 brace to Asterisk’s five-knee-brace lineup, the brand has been propelled to a whole new level. This is a compact, functional and durable knee brace.
• 2021 AMA SUPERCROSS WINNERS AT A GLANCE
Venue 450 250
Jan. 16 (Sat)…Houston, TX…………….Justin Barcia…………….Christian Craig
Jan. 19 (Tues)….Houston, TX………….Eli Tomac………………….Jett Lawrence
Jan. 23 (Sat)…Houston, TX…………….Cooper Webb…………..Colt Nichols
Jan. 30 (Sat)…Indianapolis, IN……….Ken Roczen………………Colt Nichols
Feb. 2 (Tues)….Indianapolis, IN……..Ken Roczen………………Colt Nichols
Feb. 6 (Sat)…Indianapolis, IN…………Ken Roczen………………Christian Craig
Feb. 13 (Sat)…Orlando, FL……………..Cooper Webb………….Jett Lawrence
Feb. 20 (Sat)…Orlando, FL……………..Cooper Webb………….Justin Cooper
Mar. 6 (Sat)…Daytona Beach, FL…..Eli Tomac…………………..Cameron McAdoo
Mar. 13 (Sat)…Arlington, TX…………..Cooper Webb…………..Seth Hammaker
Mar. 16 (Tues)… Arlington, TX………..Cooper Webb…………..Hunter Lawrence
Mar. 20 (Sat)…Arlington, TX…………..Cooper Webb…………..Justin Cooper
Apr. 10 (Sat)…Atlanta, GA……………….Eli Tomac…………………..Justin Cooper
Apr. 13 (Tues)…Atlanta, GA…………….Ken Roczen………………Justin Cooper
Apr. 17 (Sat)…Atlanta, GA………………
Apr. 24 (Sat)…Salt Lake City, UT…….
May 1 (Sat)…Salt Lake City, UT………
450 points leader…Cooper Webb
250 East points leader…Colt Nichols
250 West points leader…Justin Cooper
• CLASSIC MXA TEST RIDER PHOTO: WHERE MXA TEST RIDERS ARE MADE
• MXA TEAM TESTED: TWIN AIR’S RADIATOR TRICKS
Twin Air radiator sleeves are used to keep mud and debris from blocking much-needed air to your bike’s radiators. Back in the golden oldie days, when two-strokes roamed the earth at will, savvy two-stroke riders would attach a section of wire mesh across the down tubes of their bikes to knock down mud before it could clog the fins of their air-cooled engines. The mud would stick to the wire mesh and then vibrate off. Twin Air obviously has some old moto soldiers in its design department, because that is exactly what Twin Air radiator sleeves do—except for radiators instead of cylinder fins. The Twin Air radiator sleeves are made from a nylon-coated, glass yarn designed to shed mud and dirt before it builds up. The retail price is $44.95. For more info go to www.twinair.com or call (800) 749-2890.
Twin Air’s high-performance, biodegradable, IceFlow coolant is a ready-to-use coolant formulated for long-lasting protection of all metals inside today’s motorcycle cooling systems, without harming the water pump seals. IceFlow coolant offers the added assurance of an extreme freezing point (-26ºC / -14.8ºF and is a Mono Propylene Glycol-based, silicate-free and formulated with demineralized water and cutting edge nanotech and organic additive technology. It is non-toxic and biodegradable. The retail price is $19.95 in in 2.2 liter (2. 32 quart) bottles.
TWIN AIR ICE FLOW HIGH-PRESSURE RADIATOR CAPS
Twin Air’s Ice Flow radiator cap increases the boiling point of the water in your bike’s radiator by increasing the amount of pressure inside the radiator. The difference between a stock radiator cap and a high-pressure one is dramatic. Without any pressure on it, water will boil at 212 degrees Fahrenheit (at standard temperature and barometric pressure); however, a cooling system that is under 15 pounds of pressure will allow straight water to reach 250 degrees before it boils. For every pound of pressure exerted on the coolant, the static boiling point is raised by 3 degrees. Twin Air offers 1.8 radiator caps to replace the stock 1.1 caps on Hondas, Yamahas, Kawasakis and Suzukis. For KTMs and Husqvarnas, which come stock with 1.8 caps, they have a 2.0 cap. The retail price iis $24.95.
For more information on Twin Air products go to (800) 749-2890 or www.twinair.com.
• MXA MOTO CHALLENGE QUIZ: WE WERE ALL YOUNG ONCE
• 2021 NEBRASKA/IOWA GREAT PLAINS VINTAGE MOTOCROSS SCHEDULE
• MXA VIDEO: FIRST RIDE OF THE 2021 HUSQVARNA FC350
• HAVE YOU SEEN THE MAY ISSUE OF MXA? YOU SHOULD, YOU REALLY SHOULD
HOW TO SUBSCRIBE TO MXA SO THAT YOU NEVER MISS ANOTHER ISSUE, PLUS GET A $25 ROCKY MOUNTAIN GIFT CARD TO COVER YOUR COSTS
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• WORLD HARE & HOUND CHAMPIONSHIP ON MAY 21-23 IN TONOPAH, NEVADA
• INSIDE LOOK AT JUSTIN BRAYTON’S MUC-OFF HONDA CRF450
• MXA TEAM TESTED: OGIO RIG.T3 GEAR BAG
Ogio has set the standard for gear bags for years. Now, Ogio introduces the Rig.T3 bag to raise the bar once again. The Ogio Rig.T3 is a three-in-one kit that includes removable bags for your helmet and boots. Designed to carry everything you could need for a day at the track or for an international moto trip, the Rig.T3 is ready to go wherever your riding adventures take you.
The Ogio Rig.T3 was designed with durability, protection and convenience in mind. The extra-wide opening allows you to easily access the entire gear bag at once. Without permanent partitions, you don’t have to worry about losing your favorite glove underneath the bottom of another compartment. The large lid holds four zip-up pockets, and if you don’t want to open the entire bag, you can unzip a smaller opening in the lid to remove your helmet or other items of the same or smaller size. There are four different handles that can be used for carrying the bag and a telescoping handle to be used when rolling it on heavy-duty wheels.
A big responsibility of a gear bag is to protect gear, especially your helmet. You never want to compromise the integrity of your helmet by throwing it around in a flimsy helmet or gear bag. The Rig.T3 has thick foam padding built into the lid and sides, while the structural-load equalizing deck, called the sled, protects your gear from below and provides a strong base for sliding the bag into the bed of your truck or onto the airport conveyor belt. The helmet and boot bags are also well-padded for extra protection.
(4) Compartments. Unlike many other large gear bags that are made up of three separate compartments, the Rig.T3 has one open space with optional mesh dividers. The dividers can be erected and moved around to create three separate compartments for organization. If you don’t want the dividers, they can easily be secured to the walls or removed completely. The four pockets in the lid are great for storing tear-offs, gloves, goggles and other small items, while the helmet bag also has two pockets of its own.
We like the boot bag for fly-away trips, but we don’t need it for local riding days. It takes up a lot of space, and we’d rather just throw our boots into the back of the truck. The helmet bag was a catch-22. The padding protected our helmets well, but it was too big for an average helmet, which meant less space for the rest of our gear.
MXA RATING: Besides our quibbles with the separate bags, the new Ogio Rig.T3 is impressive. Ogio is known for quality and durability. At $499, the Rig.T3 is a big investment, but it’s a lot cheaper than the stuff you are putting in it.
• 2021 AME SATURDAY NIGHT SUMMERCROSS SCHEDULE
• MXA VIDEO: FIRST RIDE OF THE 2021 KTM 125SX TWO-STROKE
• MXA AD OF THE WEEK: THE BEGINNING OF THE END OF MAICO AS WE KNEW IT
This was something that no Maico rider would have ever imagined duiruing the glory days of Maico, but by 1983, after the shock breakage issues with the 1982 model, Maico was forced to discount their bikes. What would soon follow was the family squabble that would leave Maico in receivership—never to recover.
• 2021 MXA 450 SHOOTOUT: TIME FOR THE LONGEST AND MOST DETAILED SHOOTOUT EVER
• TEN THINGS ABOUT THE SCIENCE OF BRAKES
(1) How it works. Motocross brakes work just like hydraulic actuation on a clutch. The brake fluid is pressurized by squeezing a hand lever or pressing down on the foot pedal. This applied force pulses the fluid inside the master cylinder reservoir down the brake hose to apply force against the caliper’s piston. This piston then pushes the brake pad against the rotor. To work properly, the brakes must have the correct amount of fluid inside, and the fluid must not be contaminated by air or water.
(2) Ratio. There are two pistons controlling the pressurization of the brake fluid—one in the master cylinder and one at the bottom of the hose in the caliper. The ratio of the two pistons’ sizes affect the amount of force applied to the brake. Smaller pistons are more powerful than larger pistons because they require less force to engage. Unlike most brands, which use two of the same-sized pistons at the caliper, Honda’s front brake caliper has pistons of different sizes that balance strength and modulation.
(3) Pedal vs. lever. The piston ratios for front and rear brake systems are completely different. The front brake uses two pistons at the caliper and a bigger rotor to enhance stopping power, while the rear brake uses a single piston at the caliper, a small rotor and more free play in the brake pedal stroke. The front brake is more precise, and it multiplies force quicker to compensate for the limited strength in the rider’s hand. Conversely, a foot brake isn’t as precise, because motocross boots are not as sensitive as the human hand. They can easily apply much more pressure than the rider’s fingers.
(4) Brake hose. Sometimes, if a brake system is pressurized beyond the hose’s capability, the hose will expand. Expansion in the hose decreases pressure and causes a spongy feel. Braided steel brake hoses are the best option for preventing expansion. They’re available as an aftermarket upgrade for Japanese bikes. KTM and Husky are the only major manufacturers with braided steel hoses.
(5) Caliper. When an OEM or aftermarket brake company boasts about increasing rigidity on its calipers, the goal is to prevent caliper flex and increase stopping power. As expected, some of the force at the brake pad is lost when the caliper flexes, because the pads aren’t able to get a consistently secure grip on the brake rotor. Oftentimes, if a brake has a spongy feel and it is perfectly bled, without any air or water in the line, either the hose is expanding or the caliper is flexing.
(6) Weight. One downfall of increasing the rigidity of brake calipers is that it usually requires more material, resulting in a heavier unit. Since brake calipers are located at the bottom of the front forks and at the end of the swingarm, they are unsprung weight. Unsprung weight travels up and down as the suspension compresses. The heavier the caliper is, the more force it negatively applies to the suspension.
(7) Material. Harder brake-pad material requires more squeezing pressure, while a softer material requires less pressure to get the same stopping power; however, softer material wears out quicker, especially in a mud race. Typically, a sintered bronze brake pad mates well with the stainless steel that is found in a brake rotor’s metal alloy.
(9) Oversized. It’s not necessarily the size or the swept area of the oversized brake rotor that increases stopping power, rather it is the leverage ratio. Larger rotors need a new caliper bracket to extend the caliper further out to fit the larger rotor. This extended position brings the caliper further away from the center of the hub and gives it more leverage to stop the spinning wheel. For example, try spinning a bicycle wheel and grabbing it at the hub, and then spin it again and grab it at the tire. It’s easier to stop the wheel at the tire because of the extra leverage.
(10) Temperatures. To reduce heat and prevent brake fade, the wave rotor was introduced. With the waves on the outer edge of the rotor, the brake pads get a chance to breathe and dirt get a place to be expelled with each rotation of the wheel while they’re being squeezed. The ventilation holes in the rotor and the heat shield that comes on stock brake pads help reduce heat immensely. Many racers remove the plastic front and rear rotor guards to allow more air to cool the brakes.