Reed Gets Season Off to a Good Start

Image: Frank Hoppen

Yamaha’s Chad Reed got his supercross season off to a flying start by beating both Ricky Carmichael and James Stewart to win the opening race of the Amp’d Mobile World Supercross GP in Toronto on December 2. However, just a week later it was Carmichael who shone in Vancouver, taking the round two win.
Honda’s Nick Wey grabbed the holeshot in front of 33,500 Canadian fans at round one, with Suzuki’s Ricky Carmichael and Reed in tow. Stewart (Kawasaki) didn’t get out of the blocks too well and was back in tenth place.
Reed and Carmichael traded positions throughout the first lap before Carmichael crashed at the start of lap two, allowing Reed some breathing space.
Stewart eventually moved into second place and put the charge on Reed, the pair swapping positions several times before they came together on lap 17. Stewart came off worse, went off the track and, upon re-entering, collided into Honda’s Travis Preston, causing both of them to crash (see separate story). Reed, who couldn’t believe his luck, went on to pick up the win. RC battled back to finish second and Stewart finished third.
‘I came here with an open mind, and here I am on the top of the podium,’ said Reed, who won the 2003 World Supercross GP championship. ‘The first time James passed me he almost knocked me over and that fired me up. It’s a shame that he crashed, but that happens.
‘I know I am the guy who is in the best shape out there. It would have been nice to have all three of us battling up there tonight. I am excited to get a win for the team. There are a lot of people that helped me put this team together and I am very appreciative.’
KTM’s Martin Davalos won his first Amp’d Mobile Supercross Lites main event ahead of Broc Tickle (KTM); Zach Osborne (KTM) was third.
There was less drama at round two in Vancouver as RC proved once again that he’s still the man to beat despite his ‘semi-retirement’. The Suzuki pilot slipped past Stewart – who claimed to have a sore foot after his controversial collision with Preston seven days earlier – mid-race and didn’t look back, taking victory ahead of Stewart (second) and Reed (third).
‘When you get out there and the adrenaline gets pumping it’s so much fun,’ said Carmichael. ‘I give James credit because he’s hurt and gave it his all. I will take the win if I can. I am leaving with the points lead and I am excited to race in Anaheim.’
In the Lites class, Honda’s Ryan Spies won his first-ever main event ahead of debutant rider Ryan Dundy (Suzuki) and round one winner Davalos, who was third.

Image: Frank Hoppen

James Stewart’s antics at round one of the World Supercross Grand Prix raised a few eyebrows and caused him to write an open letter to explain his actions.
The weekend didn’t start brilliantly when the Kawasaki jockey landed on Suzuki’s Ivan Tedesco during practice; Tedesco broke three bones in his hand during the collision, which he later described as a ‘careless move.’
If Stewart thought things couldn’t get any worse after that he was wrong as, during the main event, he caused yet more controversy when, after coming off worse from a bash of ‘bars with Chad Reed, he re-joined the track in front of Travis Preston who couldn’t avoid T-boning him.
After the race Preston was furious and the negative PR that arose courtesy of the incident (the gist of which was that Stewart was too wrapped up in his own riding to think about how his actions affect others) prompted Stewart to put pen to paper and release the following statement…
‘Well, things didn’t go as planned in Toronto. I was going into Toronto with the plan of making the podium and getting valuable championship points. Last year I lost the AMA title by only two points so I know how important each point is.
‘There is also a new practice system this season. In the past our heat race and gate pick was decided by the points system. Toronto was the first event with the new timed qualifying/practice sessions that determine your heat race and gate pick. This puts extra pressure on us to lay down the quickest lap time for starting position and, most importantly, to be in the second heat race so I can see how things go in the first heat and to watch for fast lines. At the end of the second practice session, the top four riders were only separated by 0.40 of a second.
‘In the first practice session I was in a group of riders that included RC, Reed and Ivan Tedesco. Ivan and I came through the mechanics area together with RC and Reed in front of us. Ivan took the outside line and went triple, triple through the section leading into the dragon back. I took the inside line and went double, double and then tripled the section leading into the dragon back. I was coming up the inside of Ivan on the dragon back and as we came over the top we collided with Ivan going down.
‘I want everyone to know that I would never try to hurt any other rider on purpose. I also wouldn’t want to put myself in a position to get hurt or put my championship hopes in jeopardy. I’m sorry for the incident with Ivan and am truly bummed that he was injured. I hope Ivan’s injury is not serious and that he can get back to racing as soon as possible.
‘I tried to speak with Ivan after my heat race but he was still understandably upset about the situation so I was planning on talking to Ivan later in the evening after everyone cooled down but I didn’t actually have the opportunity since I went straight to the emergency room following the race to get my ankle checked out.
‘I told you that Toronto didn’t go as planned. During the main event I was having a great race with Chad Reed. I could tell that the Toronto fans loved the race. They were so loud and they really inspired me to ride hard for them. I had just passed Reed for the lead and I wanted to protect the inside line before the finish line jump. Some how I lost traction or something, which caused my momentum to slow and Reed ran into the back of me. The contact sent me off the side of the track. It was no ones fault. I could see Reed exiting the finish line corner. I took a quick glance out of the corner of my eye and entered back on the track to get back in the race. As I entered back on the track to get back in the race Travis Preston was coming over the finish line jump and we collided. We both went down pretty hard, I’m just really happy that Travis wasn’t seriously injured. I hurt my ankle and foot but was able to get back on my bike to finish third. This is not the way I wanted to start my 2007 season.
‘I feel really bad for the incidents that I was involved with. I want everyone to know that I respect my fellow racers and would never do anything to jeopardise their safety. I want to thank all my fans for all of their support and my sponsors for sticking by me. I really love the sport of motocross and look forward to racing with RC, Reed and the rest of the field this season. If Toronto is any indication of what the racing will be like this season the fans are in for another great year.’

Image: (c)Christian Pondella/Red Bull Photofiles

Indefatigable reigning enduro world champ (E3) David Knight successfully defended his Red Bull Last Man Standing crown by winning the 2006 event in style, finishing one-hour ahead of his nearest, and only, rival, none other than fellow Brit Wayne Braybrook.
Knight (KTM) had the bit between his teeth throughout, winning the day race 24 minutes ahead of Braybrook (Gas Gas) before absolutely dominating the night’s competition to collect the $10,000 first prize.
Conditions for the second ever Red Bull Last Man Standing looked good but, with just days to go before the race, the temperature in Texas dropped to minus eight degrees Celsius with snow, rain, ice and thunder and lightning causing many to question if the event would run at all. Fortunately it did, giving Knight the opportunity to show yet again that he is without doubt the world’s best extreme enduro racer.
Having been told that it would probably take him four hours to complete the wet, slippery and tough 40-mile day loop that featured car-sized boulders, dirt sections, loamy sand, high speed straights and technical elements with steep climbs and descents, Knight did it in just over two-and-a-half! With riders required to finish no more than one-hour behind the race winner in order to pass through to the night race, Knight’s blistering pace resulted in just 11 competitors making the cut within the allotted time.
Just 15 minutes into the night race Knight was faced with one of the event’s biggest and hardest challenges – a seriously steep climb with a vertical step at the top. With no outside assistance permitted Knight needed 15 minutes to manhandle his bike up, during which time none of his rivals had even arrived at the base of the steep hill.
In a bit of a Dumb & Dumber moment David was forced to stop after two hours and fix what he thought was a broken headlight. On closer inspection, though, he realised he’d spent the first 120 minutes riding with his main light switched off. D’oh! Switching it back on David arrived at the finish an hour later having completed what he described as ‘the hardest race’ of his life.
‘Winning is great and the event was amazing, probably the hardest race I’ve done,’ said Knighter. ‘Last year the race was challenging but not too difficult, but this year it was a hard as the Gilles Lalay Classic.
‘It was amazing how the weather changed – it was really nice when I stepped off the plane but then it turned really bad. It was obvious during practice on Friday that the race was going to be difficult; the ground was really wet, which made everything so slippery. I just kept pushing and didn’t have too many problems. I knew that if I was finding it hard then the other riders would be struggling.’
Meanwhile Braybrook methodically made his way through the course to the finish second while the remaining riders teamed up in an attempt to get each other to the chequered flag. True to the nature of the event, the trailing pack had major struggles and was still well away from the finish line when the race was declared over, with just Knight and Braybrook having completed both laps.
‘This is the hardest event I’ve ever done in 27 years of riding motorcycles,’ said Braybrook. ‘It makes Hells Gate [enduro] look like a walk in the park. No kidding, this has been the toughest event I’ve ever done.’

 
KTM UNVEIL PLANS TO BUILD a CAR
In a bold move KTM – Europe’s second biggest motorcycle manufacturer – has unveiled sketches of its first ever car, the X Bow.
The move into the four-wheeled market has been encouraged by the firm’s dynamic development over the past decade or so. An annual growth rate of 21 percent in sales and 25 percent in turnover has been achieved since the new start-up of motorcycle production in 1992. The company’s output in 1992 was 6000 motorcycles with 160 employees, while in the last financial year production was at 84,421 motorcycles with 1697 employees.
Since the beginning of the new century, KTM has successively expanded its range of business activities into the street segment. The first step into the automotive sector is therefore a logical extension of this strategy. With the X-Bow, KTM claims it can offer all those who do not have a motorcycle license a driving experience that is typical for the brand.
As different as cars and motorcycles may be, KTM says it has managed to transfer its development principles from two wheels to a sports car in every way. Just as they have managed to do with motorcycles, KTM has reportedly kept the weight of the vehicle to a minimum by using the latest materials, an intelligent construction and a purist styling. The car will weigh just 700kg!
The X Bow originates from the house of Kiska, Austria’s biggest design studio, which has had close links to KTM for almost 15 years and is not only responsible for the design of its motorcycles, but also for the company’s corporate image. And, as the first ever KTM sports car, the X-Bow naturally comes in the Mattighofen fashion colours: black and orange.
The car will be powered by an aluminium, four-cylinder Audi engine, which is light, compact, and boasts some of the most modern technology, including FSI direct fuel injection and a turbo charger.
With this engine, the basic version of the KTM X-Bow should put out an impressive 220bhp. An additional version will have almost 300bhp at its disposal. Not bad in a something that weighs little more than a Sainsbury’s shopping trolley.
Meanwhile KTM has extended its relationship with the likes of WP and Brembo, who will supply the suspension and braking parts respectively.
The sports car will make its first public appearance at the Geneva Motor Show in March 2007. In the same year, 100 units of the comprehensive ‘pre-series’ will be manufactured in-house by Italian racing car specialists Dallara and sold by KTM. The price for the basic version will be around €40,000.
Dependent on the reaction to the presentation of the car and it selling, KTM plans further small series production, working on the basis of a projected 500 units per year.
MotoX’s editor Swanny has been quick to email KTM and ask for a long termer, the 300bhp model, naturally.
 

  
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What’s even better is that YOOF has got one Rekluse Clutch, worth £300, to giveaway to one lucky reader (suitable for a Kawasaki’s KX65 or a Suzuki RM65).
Rekluse reckon its z-Start clutch puts more power to the ground, letting you concentrate on riding smooth and fast. It’s easy to install too, as it simply replaces your stock pressure plate with no special modifications.

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The z-Start Rekluse clutch is made by which company?
     A: Revs R Us MX
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Rekluse Clutch Comp, MotoX Magazine, Alexander House, Forehill, Ely, Cambs, CB7 4ZA.
 

All prices shown above are ‘ready to ride’, which includes pre-delivery inspection (PDI), the manufacturers delivery charge and, in the case of the enduro models, the DVLA first registration fee and 12 months road fund license.
Mike Carter, MD of Husky Sport, said: ‘with Husqvarna we have always had a competitive product range but due to our limited production volumes we have not always been competitive on price. With the recent changes at the factory and the increased production output we have been able to adopt this new pricing structure and can now offer a strong, competitive range of motorcycles at ultra competitive prices.
‘When you compare like for like, in some cases our prices are more than 10% lower than our main competitors yet we are still the only manufacturer to offer a comprehensive two-year factory warranty.’
For further information on the Husqvarna off-road range, check out: www.husqvarna-moto.co.uk

  
2007 Yamahas: A bit of All-White!
Yamaha has announced significant upgrades on its YZ450F and YZ250F models for 2007, including an interesting choice of standard blue or retro-inspired white plastics, which bring back memories of the days when white was Yamaha Europe’s racing colour.
Good news is that while the four-strokes have been under the microscope and fettled greatly, the two-stroke YZ250 and 125 haven’t been completely left behind. Both ‘strokers feature revised front and rear suspension, which is claimed to be lighter than the 2006 model’s, along with ‘ergonomically improved’ (i.e. flatter for more grip) front brake levers.
Still, the big news is the flagship YZ250 and YZ450F machinery. Both bikes have been extensively tweaked to deliver more power, improve overall handling and reduce weight.
The big 450F is said to have benefited from a revised balance shaft, which is claimed to help smooth the engine’s power characteristics and improve throttle response while boosting its legendary speed. New carburettor settings and a new CDI unit rank among the significant engine mods, along with a new titanium exhaust pipe with increased exhaust and silencer diameters that Yamaha claim will boost low to mid-range power and – most importantly – meet the new 94db noise limit.
In the smaller class, the YZ250F has revamped intake, exhaust and ignition systems in addition to the new colour scheme, graphics and Pro Taper bars (which, incidentally, have been fitted across the entire MX adult range).
The engine mods include a redesigned header pipe, modified carburettor air vent passage, and new carb settings; plus the engine is repositioned with the cylinder more upright. The bike also has a lighter magnesium crankcase cover and a new oil tank, which, again, is lighter than the previous one. Lovely.
All this is very nifty, of course, but all we really care about is those new graphics – they’re ace.
The YZ85 remains virtually unchanged for 2007 and is, as ever, available in standard or big wheel (LW) options. New graphics are the most noticeable change for the little ‘stroker.
On the enduro front, the big news for the WR450F and WR250F is the introduction of the ally perimeter frame, which lowers the bike’s centre of gravity and – along with the revised front and rear lights et al – generally gives both WR machines a welcome makeover.
New, wider footrests and a thicker seat contribute to rider comfort (you enduro boys and gals spend a long time in the saddle, after all) and Pro Taper bars do their bit at the pointy end. The engines on both bikes are also comprehensively revised along similar lines to the YZF ‘crossers and the WR range also benefits from trendy-looking wavy brake discs for the first time too.

YZ250F	YZ450F	WR250F
Revised carb settings Optimised intake, exhaust and ignition settings Revised engine mounting angle Magnesium crankcase cover New oil tank with reduced volume Repositioned head pipe New design front brake system New lightweight wave type discs New front fork axle bracket New shape engine guard Revised radiator hose layout New rear shock linkage New lightweight forged aluminium triple clamps New lighter front fork outer tubes New lightweight rear shock New Pro Taper handlebars	Revised carb settings Optimised exhaust valve lift for revised overlap New titanium exhaust New thinner, high rigidity clutch pressure plates Reinforcement bracket added to radiators New lightweight forged aluminium triple clamps New wave type discs New lighter front fork outer tubes New lightweight rear shock Range of stainless and lightweight parts New Pro Taper handlebars	Special WR cam profile and timing for stronger low to mid-range performance Large capacity reinforced radiators Revised intake layout New lightweight aluminium semi-double cradle frame Special WR dimensions and new footrests New generation YZ-style bodywork Special WR seat Wrap around plastic resin engine guard New air cleaner box Pro Taper handlebars Wave type discs Lightweight forged triple clamps Uprated rear suspension New 18-inch rear wheel Forged aluminium sidestand Enduro silencer Compact digital speedometer New graphics

  
Honda Announce 2007 CRF and CR models
It looks like the writing is well and truly on the wall for the future of the modern two-stroke motocross bike, at least if Honda’s latest press release announcing their 2007 off-road range is anything to go by.
All of the major development is clearly invested in the CRF450 and CRF250 ‘crossers, with several important upgrades filtering down to their CRF450X and CRF250X enduro counterparts; meanwhile, the ‘strokers have apparently received little more than the requisite cosmetic upgrades to bring them into line with the rest of Big-H’s models ready for next season.
Virtually all of the major manufacturers have gradually slowed development of their two-stroke motocross bikes in preference to the four-bangers, with the notable exception of Suzuki (and now Yamaha – to a degree), and with a major player like Honda putting so little effort into revamping their strokers for next year, it could be a sign that things are beginning to look a bit bleak for the poor wee petroil drinkers.
As far as its four-strokes are concerned, however, Honda have come out with all guns blazing for 2007, presenting an impressive list of upgrades for their flagship off-roaders. The emphasis of the firm’s development has, as is always the case, been about making the bikes lighter and faster, not to mention more reliable.
Honda claims to have achieved this goal on its CRF250R by fettling with the motor (new camshaft and cylinder-head porting is said to improve top-end power) and refining some less essential parts, like the chain guide.
Meanwhile the acclaimed 450F is said to offer even better throttle response in 2007 courtesy of new accelerator pump and linkage in the carburettor, while smaller exhaust valves claim to have smoothened the CRF’s already super-smooth delivery.
Again, the changes are about refinement, with Honda hoping that subtle alterations – like the new sub-frame on the 450, which allows the muffler to be mounted farther forward for better mass centralisation – will keep its four-stroke models at the top of their customers’ wish lists next year.
Honda’s publicity blurb for 2007 also features a couple of interesting new four-stroke trail bikes: the CRF80 and the adult-sized CRF230. At the time that MotoX went to press Honda UK were unable to confirm whether or not there are any plans to release these two models into the UK, as they are aimed squarely at the American market.

In this issue…
Christophe Pourcel
Ricky Carmichael
Ken de Dycker
Best Pics of 2006
Mental Toughness
KTM200EXC
MX Boot Guide
Fuel School
iPod: Brad Anderson
Longterm KTM250SXF
Longterm Kawasaki KX250
Guest Speaker: Steve Dixon

PLUS! Youth Section


[FULL CONTENTS HERE]

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worth £300!

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