MOTOCROSS ACTION’S MID-WEEK REPORT: (04/07/10)

 

MXA MID-WEEK REPORT

By: Zap

 

While perusing through the photo file the other day, I came upon this beat up old B&W of a young Roger DeCoster riding a Yamaha DT1. DeCoster on a Yamaha – what was that about? Dying to find out the story behind it, I showed it to Roger and this is what he had to say, “…it was back in ’67 or ’68; Dave Bickers and I did a school and one of the kids kept coming up with the same excuse why he could not jump this section. He said it was because we rode these special CZ’s and he was on a DT1 Yamaha, so I got tired of it and did the same thing on his bike!” How awesome is that?!?

1. Is it a two-day race format? Yes. There are qualifying races Saturday and the Grand Prix on Sunday.
2. Are there qualifiers? Yes. There are 450 and 250 races on Saturday to determine the pole position for Sunday. The battle for the pole is intense.
3. Will there still be the usual RV, camping, etc? Yes, go to www.glenhelen.com to reserve your space.
4. Are the gate prices different? Yes, Youthstream sets all the ticket prices. It is currently $70 for a three-day ticket, but Glen Helen is hoping to have a one-day ticket price soon.
5. Can American’s qualify? Yes. Just as there is for the U.S. rounds of the World SuperBike series, there will be wild card entries for Americans.
6. What qualifications are needed to become a wild card? Since the number of wild cards is limited, Glen Helen will have to take the biggest names possible. Once they hit the total of 40 riders per class no one else can be accepted.
7. Are factory bikes allowed to race? Yes. Works bikes are allowed and Ameficans will get to see bikes on the line that they rarely see in the USa (like Josh Coppins’ Aprilia and Dave Thorpe’s CCM team).
8. Will the pits be open? Yes. Youthstream sells pit passes.
9. Will the American factory teams race? Yes. Some will and some won’t. For most American riders this is their one-and-only chance to ever race a GP (there hasn’t been a 500 GP in the USA in 18 years and the last USGP was the 250 GP at Budds Creek 11 years ago). It is also a major publicity boost for their sponsors. Red Bull sponsors the World Championships and would most likely want to use this unique opportunity to showcase all of their American athletes. As for the Monster and Rockstar sponsored teams, do they really want Red Bull to get all the publicity world-wide or will they want their riders to steal the limelight away from Red Bull? The factory support teams, like Valli and Star Racing, would be foolish to bypass any hard-to-get publicity. Most of all, every American on the starting line at Glen Helen will be treated like a hero by the USA fans…that is something that can be cherished for lifetime.
10. Will Jody design the track? Yes. Jody and Giuseppe may not see eye-to-eye on everything, but they have agreed to disagree while trying to move the sport forward.
11. Will the track be toned down for FIM guidelines? No. The track will be as challenging as it would be for the AMA National and Giuseppe Luongo of Youthstream says that the World Championships aren’t coming to Glen Helen to race on a typical GP track. He wants the race to have the “Spirit of Glen Helen.”
12. Isn’t the Glen Helen track too long, too fast and the start three times too long for FIM rules? Yes. All of that is true, but the FIM has waived those rules for Glen Helen because they see this as an opportunity to do something very special at a very special place.
13. Can the Glen Helen track be finished on such short notice? Yes. Glen Helen had already started planning for the AMA 250/450 National, which was scheduled for the same weekend as the GP will be held. When MX Sports refused to give Glen Helen the same long-term contract as the other major AMA Nationals, Glen Helen continued to make preparations and signed on to do the USGP (because Glen Helen holds over 100 races a year on their two motocross tracks, offroad truck course and Endurocross track they are always working on the tracks). The design had been sent to the AMA back in January and Jody and Karl Scanlon will have it completely finished on time.

14. How many American wild card entries will there be? The number of wild card entries is determined by the number of GP riders who make the trip. In Europe the promoter is only allowed two. Assuming that not every rider entered makes the trip over, we could have many more (Luongo promises that the top 20 riders in each GP class will make the trip to the USA.
15. What American riders are contesting the complete Grand Prix season? Zach Osbourne and Jimmy Albertson.
16. What is the FIM sound limit? The FIM will use the same 94 dB limit that the AMA uses for the Glen Helen GP, but the fuel rules will be enforced.
17. Which GP classes will be run? MX1 (450cc) and MX2  (250cc).
18. Is the USGP a good thing? Of course it is. It brings a whole new level of interest to American motocross. For American fans it is the only chance to see all the great GP riders at one time, at one place on the same track (the MXDN only brings over the three best from each country and often better riders are left home to make room for riders from Mongolia, Greece or Uraguay. Southern Califormia fans will get to the best of all worlds. They have four Supercross races, a Grand Prix and an AMA National (place and date to be announced later). All of this is good for the sport.

MXA ACTION ALERT – Draft Dubach – The People’s Choice

At this moment, when USGP news dominates the airwaves, Marty Moates “One Day of Magic” comes to the big screen on 30th anniversary of race. Todd Huffman, producer of the popular Motocross Files television series, is in the final stages of wrapping up his latest and perhaps most important project of his career: Carlsbad USGP:1980: The Movie. The movie will premier on Tuesday, June 22, 2010 at the historic 1,500-seat Spreckels Theatre located in the heart of downtown San Diego. The premiere will be exactly 30 years to the day of Marty Moates historic ride that took place on June 22, 1980.

Huffman’s Pipeline Digital Media have labored for the past two years on the documentary movie that documents a significant milestone in American motorcycle competition. The movie also chronicles the coming of age for a young San Diego privateer motocross racer, Marty Moates. The fact that a virtual unknown like Marty became the first American to ever defeat the all-conquering European racers really adds impact to the story.

“I have had a great opportunity to work with the legends and heroes of motocross racing while making this film and I can’t think of any project that I’ve ever been more excited to share with an audience,” said Huffman. “The annual Carlsbad USGP (United States Grand Prix) races were legendary. When you consider that a local rider like Marty Moates goes out and beats the fastest, most talented riders on the planet aboard his privateer Yamaha, you begin to appreciate just how special the story is.”

The USGP in Carlsbad ran from 1973 to 1986. It was televised live on ABC TV’s Wide World Of Sports program and became the most-watched motorcycle race in history. “1980 was the heyday for American motorcycling, dirtbikes and motocross racing and thanks to ABC and the Wide World of Sports, the USGP became an incredible spectator event that every racer wanted to claim,” Huffman added.

“San Diego has always had a huge motorcycle community, then and now, producing world champion riders like Marty Tripes, Broc Glover, Ricky Johnson, Marty Smith, Ron Lechien and many others,” Huffman said. “In fact, we already have a number of confirmations from many of these heroes who will be at the premier, even if it means flying across the country, from Europe or beyond. June 22nd at the Spreckels is going to be an amazing night.”

Tickets for the Carlsbad USGP:1980: The Movie premier are $20 each or $30 per pair. A commemorative 1980 USGP program is even included with the ticket price.  For more info head to the USGP The Movie.

 

QUOTE: “It is less then two months away before the Nationals start. Mike has been doing a lot of testing with KTM and feels really comfortable on his motorcycle. The next few weeks will be dedicated to working hard and getting in the motos.” The Alessi Weekly countering rumors of a KTM/Alessi split.

RIDER: Trevor N. Allred

HOMETOWN: San Luis Obispo, CA.    SPONSORS: Allred Racing, Clawsons Motorsorts

RIDER: Steven A. Squire

HOMETOWN: Indianapolis, IN  SPONSORS: Gateway Cycles, JAS Graphics

RIDER: Jason Hussey

HOMETOWN: Moscow Hills, MO.   SPONSORS: JMP Cycles, Marshall’s Racing

RIDER: Cole Studstill

HOMETOWN: Gainesville, FL.    SPONSORS: FMF, O’Neal, Blur, Fusion Graphix

RIDER: Kyle Phenix

HOMETOWN: Houston, TX   SPONSORS: Phenix MX Racing, Fly, Factory Backing

RIDER: Randee Gamble

HOMETOWN: Roanole, AL.    SPONSORS: Underdog Performance, Hot Cams

RIDER: Justin Baker

HOMETOWN: Leland, IL.    SPONSORS: Venning Motorsports, Tuff Racing

RIDER: Tyler A. Mcewen

HOMETOWN: Quincy, IL.     SPONSORS: TNT Action Sports, Factory Connection

RIDER: Chase D. Spears

HOMETOWN: League City, TX    SPONSORS: Mainland Cycle Center, JM Racing.

RIDER: Tevin Tapia

HOMETOWN: Federal Way, WA    SPONSORS: Dragon Racing Fuels, 866-KTM PARTS.com

RIDER: Steven Clarke

HOMETOWN: Cairo, GA    SPONSORS: Suzuki City, Nitro Circus

RIDER: Codi Adams

HOMETOWN: Batavia, OH.    SPONSORS: Pro Circuit, Utter Excavation

RIDER: Josh Lichtle

HOMETOWN: Rochester Hills, MI    SPONSORS: O’Neal, Mac Painting, Sidi

MXA PRESS RELEASE: No Fear Rogue Series

It’s a bike that’s won countless local races, Motocross and Supercross titles, off-road titles and even jumped the Arc de Triomphe (well, a close facsimile actually), and it’s been on the market for forty years.

While there was no bold new technology found on the 2010 YZ250, the bike standouts in the market for a few key reasons: 1. With the demise of two-stroke race bikes in America from Honda, Suzuki and Honda, the Yamaha has outlasted all of it’s Japanese competitors – it is the sold two-stroke survivor and 2. The 2010 YZ can trace it’s lineage back four decades – the longest running model platform in MX history.

HIGHLIGHTS OF THE $6990 YZ250 INCLUDE:
249cc liquid-cooled reed-valve-inducted two-stroke engine,
Patented YPVS power-valve system combines crisp
38mm Keihin PWK carburetor with power jet
Fully adjustable KYB shock features a super-light titanium shock spring and reduced-friction Kashima coating of internals
KYB 48mm forks feature the Speed-Sensitive System that uses piston speed to control damping
ProTaper aluminum handlebar with adjustable mounts
Titanium footpegs
Special-design “gripper” type seat

MXA: What is your history with the YZ250?
Doug: All three of my Supercross podium finishes, including the win at San Jose in 1991 were aboard the YZ.  Beyond the racing, I did a lot of development work over the years on the bike as well.

MXA: What were some of the technological standouts that you recall working on?
Doug: I’d say 1998 was a big year  when the bike got the new engine with the upright cylinder. That engine was good, really good. We had always been chasing the low-end power that the Honda had and that motor got with a strong bottom end to top feeling. That was also the year we lost the rotary exhaust valve and went to a guillotine style.  Since that bike we did a lot of tuning of ignition curves and squish band and compression ratios to maximize the performance with pump fuel. The aluminum frame was also a long time in the making. The steel frame was so good, it really set a high bar in terms of durability and ride quality and getting the aluminum frame to match it took some time. But, the YZ was the first use of an aluminum production frame so again, the bike has played an important role for Yamaha.

MXA: Now that the four stroke is the mainstay bike, what are your thoughts on the YZ250 now?
Doug: That’s a good question because I was one of the first guys to make the transition to the four stroke and I was a big fanof it right away.   Although the YZ400 four stroke wasn’t introduced until 1998, my role in its R&D started as early as 1996, and for Japan the process probably started two year before that. Eventually you could see some of the two-stroke R&D money shifting to the four stroke and then when new parts would be developed the four stroke would end up being the first in line. I was happy to see Yamaha keep the YZ250 going and I was surprised to see Honda throw in the towel with their two-stroke.

MXA: What about the different riding technique required for the two different bikes?
Doug: Everyone who has ridden  both knows how agile and flickable the two stroke is compared to the four stroke. I’d say cornering is where you have the biggest difference because with the two stroke the bike kind of freewheels like a bicycle and there’s no front wheel traction to rely on so you always need to find something to turn off ? like a rut or berm ? to make the turn. With the four stroke’s engine braking and power you can turn on flat turns much easier. I think on tracks that are muddy or rutty where the traction is equalized the differences between the two bikes even out.

MXA: Is there anything about the evolution of the four-stroke that surprises you.
Doug: Not really, although I remember when I raced the Canadian Nationals in 2000 which was already three years into the bike’s life cycle, I was still the only guy riding one. It was slow to come to market. The original 400 was a more trail bikish than pure race bike. I think when Fonseca took sixty minutes to re-start his bike at one of the Supercrosses in front of 60,000 people that may have delayed the transition for a year or so!

STEVE BUTLER: In The R&D Loop

“I had actually been racing a YZ250 back home in Australia since 1985. I came to America for a vacation in 1988 and that’s when I met Doug and I started prepping his YZ250 when he was riding for Race Tech. I think for every year since 1988 I’ve had something to do with the development of a YZ250. I got hired by Yamahato work for Doug in 1990 and then got a real factory job in 1991 working for Jeff Emig. One of my more memorable moments with the YZ250 was in 2005 when we were developing the aluminum frame for it. That was a real experience to be in that loop and it was funny that we were developing products for a two stroke when all the other factories were working on their four strokes.”

“The Yamaha DT-1 was the bike that made it all happen. My dad owned a Yamaha dealership in San Gabriel and as soon as the first DT-1’s hit the floor we started working on them to make them better race bikes. We cut the frame to lower the CG, sand cast new cases to make the engine narrower, made our own forks and adjustable fork clamps, anything we could think of to make them lighter and faster. Even before Torsten Hallman had gotten involved with the YZ project Yamaha they had taken our bike and used a lot of the ideas to make their first YZ race bike which I rode in 1971. We called it the Yamaha A to Z because we had changed everything on the bike! The first YZ team bikes were red and white, but by the time we raced them  in the 1972 they were yellow and black. We made the gas tanks out of fiberglass and since we couldn’t keep them from breaking the only way we could keep them from flying off the bikes was to strap them down. We had the first  straps built out of leather by a cobbler who had a shop next to our dealership, but when Yamaha made them they used nylon with velcro.  I rode those bikes to win my first two National titles, so I guess you could say we knew something about how to make a bike win!”

Pete & Tony Wankett

Doug Dubach

MID-WEEK REPORT SCHWAG CONTEST

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