Motocross 101
Motocross 101
WORDS: DAVID PINGREE
PHOTOS: SIMON CUDBY
Motocross 101
WORDS: DAVID PINGREE
PHOTOS: SIMON CUDBY
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his issue’s tip has to do with line selection, specifically as it applies to corner setup. To really grasp it, you have to understand road racing theory, which is basically an attempt to straighten out the racetrack as much as possible. All things being equal, you want to enter the turn from the far outside, be near the far inside at the apex of the corner, and then drift back to the outside on the exit of the turn. By following this rule, you’ll open up the radius of the corner and be able to carry more speed through it. These rules are fast and loose, but any time you can apply this, you’ll find that your corner speed increases significantly.

In the opening photo, you can see that the step-up jump sends you right into the middle of the track. Most riders would continue down the center of the track, since that’s where the main line is likely to be.

Before I’ve even touched the ground here, I’m leaning to the right and looking to get to the far outside edge of the track. Obviously, you don’t want to choose a line that’s rougher or muddy or slower in general, so look for a good line as far outside as you can get.

In these images I’m accelerating down the straight on the far right side of the track. Try to find a marker next to the course so you know when to begin braking. Practice is a good time to see how long you can hold the throttle on into a turn—if you blow the corner there, it’s not a big deal.

At this point I’m starting to calculate my speed versus how much distance is left to the corner. I’ve spotted the line I want to hit and I’m focused on it. Don’t look at that rock you want to avoid, because you will run right into it. If you were sitting down on the straight because it was smooth, this is the point where you stand up and get into the attack position to handle braking bumps and give you more control of the bike.

In the opening photo, you can see that the step-up jump sends you right into the middle of the track. Most riders would continue down the center of the track, since that’s where the main line is likely to be.

Before I’ve even touched the ground here, I’m leaning to the right and looking to get to the far outside edge of the track. Obviously, you don’t want to choose a line that’s rougher or muddy or slower in general, so look for a good line as far outside as you can get.

In these images I’m accelerating down the straight on the far right side of the track. Try to find a marker next to the course so you know when to begin braking. Practice is a good time to see how long you can hold the throttle on into a turn—if you blow the corner there, it’s not a big deal.

At this point I’m starting to calculate my speed versus how much distance is left to the corner. I’ve spotted the line I want to hit and I’m focused on it. Don’t look at that rock you want to avoid, because you will run right into it. If you were sitting down on the straight because it was smooth, this is the point where you stand up and get into the attack position to handle braking bumps and give you more control of the bike.

You can see that I’m beginning to lean into the turn to direct myself back toward the inside. I’m applying the front brake carefully since I’m coming in at an angle; too much front brake will end badly when you aren’t going in a straight line. It’s also important to find the gear you want to be in. Don’t be timid with this move—if you’re in fourth and you want to be in second for the turn, stomp down on the shifter twice quickly. The engine brake will help you slow down in a smooth, consistent way.

Here I’m transitioning into the corner, staying on the pegs, and leaning the bike in with my legs while keeping my upper body quiet and pointed in the direction I want to go.

I’ve reached the apex of the corner, and in one smooth motion I sit into the pocket of the bike, put my leg out toward the front axle, lean the bike into the turn, and begin to apply throttle. Lines are dynamic, as I mentioned, but if you can carry your momentum and drift back to the outside of the exit, you’ll be able to carry more speed. Keep in mind that if the next turn is a tight right-hander, you’ll want to drift back to the left side of the track down the next straight to get set up for that corner. Just like in road racing, the most important turns are the ones before the longest straightaways, so plan accordingly. If you have to run one turn tight to set up wide for the turn before a long straight, do it. Good luck, and keep roosting!

You can see that I’m beginning to lean into the turn to direct myself back toward the inside. I’m applying the front brake carefully since I’m coming in at an angle; too much front brake will end badly when you aren’t going in a straight line. It’s also important to find the gear you want to be in. Don’t be timid with this move—if you’re in fourth and you want to be in second for the turn, stomp down on the shifter twice quickly. The engine brake will help you slow down in a smooth, consistent way.

Here I’m transitioning into the corner, staying on the pegs, and leaning the bike in with my legs while keeping my upper body quiet and pointed in the direction I want to go.

I’ve reached the apex of the corner, and in one smooth motion I sit into the pocket of the bike, put my leg out toward the front axle, lean the bike into the turn, and begin to apply throttle. Lines are dynamic, as I mentioned, but if you can carry your momentum and drift back to the outside of the exit, you’ll be able to carry more speed. Keep in mind that if the next turn is a tight right-hander, you’ll want to drift back to the left side of the track down the next straight to get set up for that corner. Just like in road racing, the most important turns are the ones before the longest straightaways, so plan accordingly. If you have to run one turn tight to set up wide for the turn before a long straight, do it. Good luck, and keep roosting!

Motocross 101 Sequence 1
Motocross 101 Sequence 2
Motocross 101 Sequence 3
Motocross 101 Sequence 4
Motocross 101 Sequence 5
Motocross 101 Sequence 6
Motocross 101 Sequence 1
Motocross 101 Sequence 2
Motocross 101 Sequence 3
Motocross 101 Sequence 4
Motocross 101 Sequence 5
Motocross 101 Sequence 6
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Motocross 101 Sequence 8
Motocross 101 Sequence 9
Motocross 101 Sequence 10
Motocross 101 Sequence 11
Motocross 101 Sequence 12
Motocross 101 Sequence 13
Motocross 101 Sequence 8
Motocross 101 Sequence 9
Motocross 101 Sequence 10
Motocross 101 Sequence 11
Motocross 101 Sequence 12
Motocross 101 Sequence 13