EDITOR-IN-CHIEF/FOUNDER: DAVEY COOMBS
PUBLISHER: SCOTT WALLENBERG
EDITORIAL DIRECTOR: JASON WEIGANDT
MANAGING EDITOR: ANDREW FREDRICKSON
SENIOR EDITOR: JEFF KOCAN
SENIOR PHOTOGRAPHER: SIMON CUDBY
EDITORS-AT-LARGE: DAVID PINGREE, AARON HANSEL, STEVE MATTHES, JASON THOMAS
SOCIAL MEDIA COORDINATOR: JASON TODD
ONLINE ASSOCIATE EDITOR: MITCH KENDRA
SENIOR CONTRIBUTORS: PAUL BUCKLEY, ERIC JOHNSON, FRAN KUHN
VOICE OF REASON: RITA COOMBS
ACCOUNTS MANAGER: JERRI MACKEY
SYSTEMS MANAGER: DAN REINHART
WEB DEVELOPER: COLE THORSEN
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DIGITAL SALES ASSOCIATE: TRENT LOPEZ
OTHER STAFF: JESSICA COOMBS, DEREK GARCIA, SHANIA HELMICK,
KELLY KIRBY, HEATHER MOEBUS, DANA PAPANICOLAS, JANINE POSEY
CONTRIBUTORS: RAY ARCHER, BROWNDOGWILSON, JASON CRANE, ADAM DUCKWORTH, MIKE EMERY, MIKE FISHER, ALEX GOBERT, JEFF KARDAS, ROB KOY, STEPHAN LEGRAND, JAMES LISSIMORE, LYLE LOVETT, NICK McCABE, DICK MILLER, CHRISTIAN MUNOZ, SPENCER OWENS, RICH SHEPHERD, RYAN SIPES, BRETT SMITH, COLLIN SPECKNER, CHASE STALLO, BRYAN STEALEY, BILL URSIC, OLIVIER DE VAULX, THOM VEETY, BLAKE WHARTON, ADAM WHEELER
Contributors
Garth Milan has been shooting motocross professionally since the 1990s and still goes to every single supercross and Pro Motocross event on the schedule with his business partner at Octopi Media, Ryne Swanberg. Milan originally hails from Columbia County, New York, but now resides in Southern California’s Lake Arrowhead. When he doesn’t have a camera in hand, Garth enjoys camping and dual-sporting, riding his mountain bike, or boating on the local lake with his wife, Valerie. In this issue, you can check out Garth’s work right on Page 1 with the insane whip shot of Tyler Bereman taken at X Games Minneapolis.
David Dewhurst graduated from photography college in Blackpool, England, and started Trials and Motocross News, a weekly off-road newspaper, before being hired as technical editor and motocross tester for Cycle Guide magazine in California. David followed the supercross series during the early eighties and is currently working on a coffee-table book of racing in the eighties called Motocross: The Golden Era (www.motocrossthegoldenera.com). These days, David races a restored 1978 390CR Husqvarna when he’s not out shooting car photography for many of the major car manufacturers. Check out his incredible images from 1985 in “The Last Works Bikes” starting on page 104.
INSET: Matt Morning/ESPN Images
INSET: Matt Morning/ESPN Images
ight years ago at Loretta Lynn’s I was standing in the grass near the impound area, just off the far outside of the start stretch. I was giving a tour of the event and the race to KTM North America’s Jon-Erik Burleson and John Hinz along with some of the KTM brass who had flown over from Europe to check out the world’s biggest amateur race. They wanted to see for themselves what they were up against as they prepared to retool their amateur support program—at the time, they weren’t in a good place as far as U.S. market share went.
hotplate.
Our sport has been my obsession since I first saw a dirt bike in 1973. My greatest friendships in life are with people I have met racing motocross. Although racing families come from very diverse backgrounds, they are usually very accepting of anyone who shares their love of racing. That is why I was greatly saddened at this year’s Southwick National when Marvin Musquin was booed on the podium after his heroic win and Dylan Ferrandis was flipped off lap after lap. It’s hard to accept that such xenophobic behavior was coming from anyone involved with our sport. Unfortunately, we are not immune. This is the type of publicly accepted prejudice that has poisoned our country and leads to the tragedies we read about every day in the news. Shame on us.
Paul E. Lerandeau // Racer X Online
@DAVIDPINGREE101
@DAVIDPINGREE101
dam Cianciarulo just wrapped up his first professional title, and I haven’t met one person who isn’t happy for him. He’s been nicknamed “Baby Jesus” by those who worked with him as an amateur, to give you some idea of how good he’s always been and the pressure that has been on his shoulders to succeed. Sacrilege aside, Adam was poised to win as he moved up to big bikes and went straight to Monster Energy/Pro Circuit Kawasaki—the most successful team in the business.
By JASON WEIGANDT 
@JASONWEIGANDT
By JASON WEIGANDT @JASONWEIGANDT
ith Adam Cianciarulo securing the 250 Class Pro Motocross Championship, it not only puts Mitch Payton’s Monster Energy/Pro Circuit Kawasaki team back on top, but also Kawasaki’s bottom-up system of talent development with Team Green.
The squad is undoubtedly the most consistently successful amateur team in the business, but things have gotten tougher lately. Following the world economic crash, Kawasaki kept the budget flowing at the top end, paying Ryan Villopoto handsomely—and RV, a Team Green product, kept winning Monster Energy Supercross 450SX Championships. But when Villopoto retired, Kawasaki, for the first time, didn’t have a ready replacement in the pipeline. Teams like GEICO Honda and Star Racing Yamaha had made a stronger push for amateurs, signing many of the top prospects. By 2015, Villopoto was off to an unsuccessful foray into MXGP racing, and Kawasaki tried a Davi Millsaps-Wil Hahn team that barely got going. Reid Nordin, the longtime Team Green head who had moved into a senior role with Kawasaki Racing, moved on.
FIVE GUYS, ONE QUESTION | BY AARON HANSEL
LORETTA LYNN’S: TITLES BY BRAND | | BY DAVEY COOMBShe Rocky Mountain ATV/MC AMA Amateur National Motocross Championship at Loretta Lynn Ranch is something of a melting pot for American motocross, as fast riders from all around the country gather to compete for the nation’s top amateur honors. It’s also a chance for motorcycle manufacturers to take stock of their market share and respective rider-support programs. This time around, seven different OEMs got to celebrate titles—some more often than they expected, others . . . not so much.
COLE SEELY: ON HIS OWN TERMS | BY JASON WEIGANDTCOLE SEELY: ON HIS OWN TERMS | BY JASON WEIGANDTCOLE SEELY: ON HIS OWN TERMS | BY JASON WEIGANDTole Seely doesn’t retire from full-time racing with an uncountable number of race wins and titles, but in some ways his career was the best of all, because it was never supposed to exist in the first place. Seely was far from a highly touted prospect, and he even quit the sport in his amateur days, burned out from the pressure. He returned determined to keep it fun, and so simply making the grade in each manner—getting a privateer ride, making mains, then a fill-in spot, getting podiums, then a factory ride, then winning races—all took on the look of bonus time. Seely had a true appreciation for the racing life as he was living it, and it’s that richness of spirit that makes for a great life. See, racing a motorcycle for a living is the dream, but at the top, it becomes so steeped in pressure and work that it doesn’t always feel that way. Seely was the rare man able to actually enjoy it in the moment.
“This was more than a dream come true,” Seely said in a post on his YouTube channel. “I never imagined I’d come so far in this sport.”
TEAM USA: Organized Underdogs | BY JASON WEIGANDT
he days of Team USA entering the Monster Energy FIM Motocross of Nations as favorites are long gone. The American contingent’s 2018 blowout loss on home soil added a seventh year to their winless streak, and the European sand of this year’s host track in Assen, Holland, makes the task look even more ominous.
A Team USA press conference before the Ironman National helped boost spirits, though. Team members Zach Osborne, Jason Anderson, and Justin Cooper have a plan to right some of the wrongs, starting with pre-race prep. Anderson will leave for Holland on September 1 and spend an entire month acclimating to the conditions and working with the European arm of Rockstar Energy Husqvarna. Osborne will take an extra week to rest a sore shoulder and then head over; Cooper will arrive two weeks in advance. This is much more prep than normal, and further, there are rumors that Anderson and Osborne may end up using some of the works parts Husqvarna deploys in the GPs. The team is also making arrangements to pit together at the race, work more closely, and at least give themselves the best possible chance.
Fun Bikes: ALTA REDSHIFT SM | BY DAVID PINGREE
’ve spent a bit of time on Alta’s motocross model, and I was impressed by it. Their demise as a company was a bummer, because I really believe electric is where we’re headed. How soon? I’m not sure, but I want to have as much experience as I can with these machines so I have solid reference points when gas cans are only used to fuel your generator.
The Redshift SM has a very cool, sleek look at first glance. The battery is square and bulky, but they make up for it in the shapes and design elsewhere. This fully street-legal bike has four power settings, from very mellow to leave-a-stain-in-your-shorts acceleration. I went ahead and started at four, because why not? You know you’d do the same thing. As I twisted the throttle, I expected good acceleration; after all, I’d ridden the MX version plenty. But when traction is 100 percent and torque is at 100 percent right off the bat, things get exciting quickly. The front end wants to climb immediately, and I found myself having to chop the throttle to keep from looping out. Even at 40 to 50 mph, a quick twist to full throttle and the front end comes off the tarmac. I was smiling huge under my helmet.
BUZZ
Class
dizzying array of classes makes the amateur landscape hard to understand, but we’ve found one nearly surefire predictor of talent: the 13-year-old division of 85cc racing is the true all-star class. At a younger age, riders can mix and match 65cc and 85cc racing, and older riders can jump to big bikes early or stay on minis late, so the best don’t always race the best. Win on an 85 at age 13, though, and you’re a bad little dude.
Check out the list of AMA National Champions from Loretta Lynn’s in this class, starting 30 years ago and stretching to 2009. In 2010, the (12-13) division switched to a (12-14) division, obscuring the results a bit. Occasionally the (12-13) designation returns, though, and Garrett Marchbanks, Carson Mumford, Dilan Schwartz, Matt LeBlanc, and Ryder DiFrancesco have claimed titles there. Also, if you’re looking for this year’s hits, the 85 (10-12) class might provide the closest data set, as riders are forced off of 65s after age 11. KTM Orange Brigade riders Haiden Deegan and Daxton Bennick, who split the 85 (10-12) Modified and Limited titles this year and are both 13, are in very good company.
PHOTOS: SIMON CUDBY
PHOTOS: SIMON CUDBY
Scrubbing has become a standard racing technique for young riders, who have been working on emulating the move since James Stewart first dropped jaws back in 2002. I get asked all the time how to scrub jumps, and so much of it is a feeling that it’s difficult to explain. It’s also an advanced technique, and it’s something that can get you into trouble if you don’t do it correctly. With that in mind, we shot this sequence of a very subtle scrub, which is designed to minimize airtime off a jump.
The first thing you have to work out is coasting off of a jump. A scrub only works when you’re completely off the throttle, so if you still blip the throttle on the face of jumps, this isn’t going to work. The concept is that you attack the jump with more speed than you actually need and use the scrub to decrease height and distance so you don’t overjump the obstacle. You should start by accelerating toward a jump and letting off the throttle as you coast over. (Tabletops are best for learning.) Be prepared for the front end to drop a bit, as the engine brake will affect the attitude of the bike. Once you have this down, you can move on to scrubbing.
Try to keep your head and upper body neutral. You can see that I’m turning the bike down with my arms and legs but keeping my shoulders and head square while looking where I want to go.
At a certain point in the jump—and this all depends on the distance of the jump—you’ll need to turn the wheel back to the right and straighten the bike out. By simply turning the wheel back to the right and giving the throttle a twist, the bike should come back around via gyroscopic movement. Ideally, you want to land perfectly straight with the throttle on. Sometimes you’ll still have a little bit of an angle when you land, but this can typically be powered out with the throttle.The first thing you have to work out is coasting off of a jump. A scrub only works when you’re completely off the throttle, so if you still blip the throttle on the face of jumps, this isn’t going to work. The concept is that you attack the jump with more speed than you actually need and use the scrub to decrease height and distance so you don’t overjump the obstacle. You should start by accelerating toward a jump and letting off the throttle as you coast over. (Tabletops are best for learning.) Be prepared for the front end to drop a bit, as the engine brake will affect the attitude of the bike. Once you have this down, you can move on to scrubbing.
Next, set up your direction—you want to approach the jump at a slight angle. You’ll notice pros enter at a much steeper angle up the face, but that’s elite-level skill. A slight angle will help you set up.
A perfect six-for-six sweep at the Rocky Mountain ATV/MC AMA Amateur National Motocross Championship at Loretta Lynn’s is an impressive feat, and only one rider managed it in 2019: motocross legacy Maximus Vohland.
Racer X: You were the only rider to have a perfect six-for-six week at Loretta Lynn’s this year. What are your thoughts on how the week went for you?
Maximus Vohland: The week went perfect for me. I got good starts, and I was the fastest every time I was on the track. It couldn’t have gone better!
A perfect six-for-six sweep at the Rocky Mountain ATV/MC AMA Amateur National Motocross Championship at Loretta Lynn’s is an impressive feat, and only one rider managed it in 2019: motocross legacy Maximus Vohland.
PHOTOS: CHRISTIAN MUNOZ
AT PRECISELY 7:00 A.M. ON TUESDAY, July 30, 2019, country music icon Loretta Lynn’s autobiographical ballad “Coal Miner’s Daughter” blared across the loudspeakers of her central Tennessee ranch and campground. Below the speakers, people were beginning to gather around the motocross track that sits in the middle of the property, waiting for the first of 108 motos that would make up the 2019 Rocky Mountain ATV/MC AMA Amateur National Motocross Championship.
After some drive-time banter between the announcers, the staging area behind the starting gate began to fill up with the 42 riders who made up the Vet 30+ Sportsman class. They would draw chips from a bucket for gate picks, line up accordingly, and then take their sighting lap. Once they were all back on the starting gate, the motors were shut down, Kevin Cozadd of MXers for Jesus gave a morning prayer, our national anthem was sung, and then the 42 bikes fired back up. At 7:30 a.m. sharp, the starting gate dropped and the races were underway. Two minutes later, #2 Taylor Painter, a Kawasaki KX450 rider from Cleburne, Texas, crossed the finish line to record the first competitive lap of 2019. Over the course of the next five days, 47,047 more laps would follow.
PHOTOS: CHRISTIAN MUNOZ
After some drive-time banter between the announcers, the staging area behind the starting gate began to fill up with the 42 riders who made up the Vet 30+ Sportsman class. They would draw chips from a bucket for gate picks, line up accordingly, and then take their sighting lap. Once they were all back on the starting gate, the motors were shut down, Kevin Cozadd of MXers for Jesus gave a morning prayer, our national anthem was sung, and then the 42 bikes fired back up. At 7:30 a.m. sharp, the starting gate dropped and the races were underway. Two minutes later, #2 Taylor Painter, a Kawasaki KX450 rider from Cleburne, Texas, crossed the finish line to record the first competitive lap of 2019. Over the course of the next five days, 47,047 more laps would follow.
PHOTOS: RICH SHEPHERD & JEFF KARDAS
“Yeah, we had a contest, and anyone who wins gets to race one of the bikes,” Hunter Lawrence quips.
“Pull a fan out of the ticket line and gave him a bike,” Chase Sexton adds.
Seriously, this team has a lot of riders right now.
PHOTOS: RICH SHEPHERD & JEFF KARDAS
“Yeah, we had a contest, and anyone who wins gets to race one of the bikes,” Hunter Lawrence quips.
“Pull a fan out of the ticket line and gave him a bike,” Chase Sexton adds.
Seriously, this team has a lot of riders right now.
PHOTOS: RICH SHEPHERD, JEFF KARDAS, & SIMON CUDBY
PHOTOS: RICH SHEPHERD, JEFF KARDAS, & SIMON CUDBY
PHOTOS: DAVID DEWHURST
PHOTOS: DAVID DEWHURST
PHOTOS: DAVID DEWHURST
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806-786-9870
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801-553-2150
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757-480-5680
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540-489-7667
Timbrook Honda of Winchester
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540-678-4727
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253-475-5444
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253-876-9999
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360-253-8484
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JMC Motorsports LLC
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Experience Powersports
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509-765-1925
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Elkins
304-636-7732
Leeson’s Import Motors
Bridgeport
304-842-5469
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Morgantown
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Morgantown
304-284-0480
Performance Edge Racing, Beta TM Motorcycles of Henderson
Henderson
304-675-5111
R.G. Motorsports
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304-624-5420
Smittys Suzuki Center, Inc.
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304-472-4824
Xtreme Sports
Morgantown
304-669-4019
Wisconsin
Manitowoc
877-968-6686
Bob’s Cycle Supply is more than just a store—it’s the destination in the Midwest for everything motorcycles, dirt bikes, snowmobiles, and ATVs. Since the doors opened in 1971, Bob’s Cycle Supply has been a Minnesota staple for a tight-knit community of motorsports enthusiasts—a motorcycle store that has given the local riding community a place for parts and accessories, not only for motorcycles but motorsports of all kinds. Need a new tire? Bob’s is the place to go, offering great deals on motorcycle tires with an exceptional tire-change service department to get you back on the road. Time for a new helmet? Bob’s Cycle Supply is the place. The massive showroom holds a full selection of full-face helmets, dirt bike helmets, ATV helmets, and snowmobile helmets to suit any riding style. With all the top brands to choose from, our knowledgeable sales staff will help you try on all your top picks while making sure safety, fit, and function are the number-one priority. 
RIDE ENGINEERING22mm Clamp Set, Rubber Mounted with One-Piece Oversized Bar Mount and Poly Cones, Direct Route Front Brake Line with Mounting Bracket, Perch Mounted Kill Button, Billet Front Brake Caliper
ride-engineering.com
PIVOT WORKSBearing Kits for Wheels, Linkage, Swingarm, Lower and Upper Shock, Steering Stem
www.pivotworks.com
ALL BALLSMaster Cylinder and Brake Caliper Rebuild Kits for Front and Rear, Chain Rollers Upper and Lower, Steering Bearing Kit, Carb Rebuild Kit, Clutch Cable
allballsracing.com
BOYESENRad Valve, Rad Valve Replacement Gaskets, Power Wing, Black Ignition Cover, Ignition Gaskets, Clutch Cover
boyesen.com
SGB RACINGStage III Anodized Upper Forks, Titanium Nitride Lower Forks, Hard Coated Lugs, Stage III Anodized Shock Body, Titanium Nitride Shock Shaft
sgb-racing.com
RIDE ENGINEERING22mm Clamp Set, Rubber Mounted with One-Piece Oversized Bar Mount and Poly Cones, Direct Route Front Brake Line with Mounting Bracket, Perch Mounted Kill Button, Billet Front Brake Caliper
ride-engineering.com
PIVOT WORKSBearing Kits for Wheels, Linkage, Swingarm, Lower and Upper Shock, Steering Stem
www.pivotworks.com
PHOTOS: ANDREW FREDRICKSON
PHOTOS: ANDREW FREDRICKSON
here are a lot of reasons why you need a clean bike: you can see stress fractures or cracks in your frame, your bike will perform better, it’ll be less weight on your bike, and just for wear and tear. The more mud and stuff that builds up, the more stuff wears out.
First and foremost, I don’t really wash my seats. I like to either very lightly wash them or just spray them down. So first we’ll take off the seat and then the gas tank and the shrouds. Those are the most common areas where dirt will hide. If you take those three pieces off, you can get down into the frame and really wash the top of the engine and the bike properly.
Next, you’re going to need to plug your fuel line, throttle body, and or carburetor. Cover your air filter with a plastic bag, or if you have a filter cover, those are very nice. (I like to put a white towel in behind the filter cover in case any water does seep through.) Plug your exhaust too—if you spray water in there, you’ll saturate your exhaust packing and get mud and debris in there. You could even spray water as far up into the exhaust itself, and if you have a four-stroke, the valves are open. That water could actually go straight into the engine!
Really rinse that thing down good with a pressure washer. Get the footpegs well, and make sure to lift them up and spray in behind them. Also the pins—make sure you spray all the dirt out of the hole in the center of the pin. Rinse until there’s no soap left.
Next I like to take some aluminum acid and clean the pipe with a little piece of Scotch-Brite. It’ll do wonders for two-stroke and even four-stroke pipes. It’s a mild acid, so it actually just removes any oxidation in the pipe and brings back the true color. Make sure you get all that acid off the pipe with a rinse after.
Now start to wipe it down. Get the big water off with a hand towel, then you can move over to the shop air. Be careful, though. Don’t spray really hard around the electrical components, because it can actually force water into them.
he most memorable thing about the 2004 AMA/Chevy Trucks Pro Motocross Championship was the sheer dominance in both classes by transcendent talents. Ricky Carmichael won every moto in the 250 class aboard a Honda CRF450R for the second perfect season in his career, while in the 125 class, Kawasaki’s James Stewart went 23 for 24 in moto wins, a first-turn crash at RedBud in July costing him a first career perfect season. As a result of that dual dominance, by the time the series reached its white-flag race at Steel City Raceway in Delmont, Pennsylvania, the series championships had already been claimed.
However, Stewart still had something to race for. In three years of 125cc racing, he had won 26 of the 29 races he’d entered to that point, tying him with Carmichael for the all-time class record. Stewart’s three 125 national losses over the course of 2002-’04 all came due to misfortune: he lost High Point ’02 after hurting his knee, Southwick ’02 with a blown engine, and RedBud ’04 due to the aforementioned crash. Given the way he dominated, it’s hard not to consider James Stewart the most dominant 125cc motocrosser in history.
Photo by Gary Van Voorhis
Jeremy
Ryan
Rick
Ryan
Jeremy
Ryan
Rick
Ryan
Greatest accomplishment?
JR: That’d be my last race, winning Loretta Lynn’s.
RR: Winning the Daytona Supercross in 1987.
Which one of you could change an air filter faster?
JR: My mechanic is the best at that!
RR: Probably Jeremy if I let him change a filter.
What do you look forward to most on race day?
JR: Mostly the competition on the racetrack.
RR: Figuring out what we need to change to try to win.
Most common bike part you break?
JR: I go through brakes more than anything.
RR: Cranks on the supermini.
Best part of going to the races together?
JR: Spending quality time with my dad.
RR: Seeing the dedication Jeremy has to do his best.
Worst part of going to the races together?
JR: The worst part is sleeping in the moto van with my dad snoring.
RR: There is no worst part. It’s always better than work.
Angriest you’ve ever gotten at another competitor?
JR: I don’t really get mad at others.
RR: I just get frustrated when parents disrespect their kids. Don’t do that around me.
Any starting-gate rituals?
JR: No.
RR: I’d bang my forearms on the handlebars.
Biggest win?
JR: So far, it’s my Loretta Lynn’s win.
RR: Daytona.
Biggest rival?
JR: Nate Thrasher.
RR: Rick Johnson.
Whose ass would you like to kick?
JR: I don’t like to kick my competition.
RR: I don’t really get mad like that.
The worst part is sleeping in the moto van with my dad snoring.”—JR
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egend has it, back when we were all riding in the sandpits of Vermont, friends challenged us to run a race. We turned down the opportunity—we ran snowboard events and knew nothing about the intricacies of motocross. However, as friends do, they kept on us until we gave in. So, in 1999, the Stimilon Motocross Challenge was born.
Two decades later, 2019 saw the final SMC, hosted at the legendary Wick 338 in Southwick, Massachusetts. The goal from day one was to create a fun event that focused on friendship and why we loved this sport. The racing was awesome that weekend, but you can experience that anywhere. What makes this event unique is the pure imagination and creativity from the good people who attend and the many supporters who make this their own. Our motto: What could be better?
Photo by Sean Howell
Moments after Bryson Howell received his trophy for second place in the 51cc Shaft Drive Limited class at the 2019 Rocky Mountain ATV/MC AMA Amateur National Motocross Championship at Loretta Lynn Ranch, he and his family headed down to Loretta’s mansion for this photo. His bike was in pieces, as were the rest of the top-five finishers’ machines, after another competitor’s father posted a blanket protest (and the thousands of dollars it required) and then another followed suit. Turns out Howell’s bike was perfectly legal, as was that of class champion Braxton Baldock of Liberty, Kentucky. That led Bryson’s dad, Sean, to post this photo on Facebook with the caption “They weren’t kidding when they said, ‘If you do good at Loretta’s you’re taking your bike home in a box!’ Two different protestors and seven parts, 100% legal, $600 in protest money and second overall at the National Championship. See y’all at Baja Brawl!”
