The two Stroke, BACK!

Transworld Motocross is reportedly stating they have heard rumors the 250 class for the outdoors will indeed be a 250 class. That means anything you want to run, up to 250cc's.
Click here to read what they said.

HOW FRIGGIN AWESOME I AM SO EXCITED THAT I HAVE TO TYPE IN CAPS!!

The privateer now has a legitimate shot a fielding a competitive bike! Not only does a stock 250 put of as much or more H.P. than the most modified of 250f's, but it does so effortlessly and reliably.

The 250 can be run a season stock, if need be, but with top ends in the 100 dollar mark, there is no reason to not keep it fresh between races, if not moto's!

Now it certainly has some disadvantages in certain areas. For one, on tight slick tracks, the four stroke, even if slower, is easier to ride. Another area is in right hand corners, as the rear brake is not available to the rider at all times, and the two stroke has zero compression braking. But many professionals run a slipper type clutch to eliminate compression braking, so this may not be a factor.

For the outdoors, with most tracks being fast, sweeping, and fairly wide open, the 250 is a perfect weapon to compete on. I can not wait to see some no name, faceless privateer show up on a stock motor, and rip a fat holeshot! It will be like taking candy from a child.

If this site could possible urge anything to its readers, two stroke fans or not, I urge you to support this possibility. Please email Davey Combs at:

dc@racerxonline.com

and tell him you want this to happen! Even if you hate two strokes, and swear four strokes are better, now is the time to prove it!

Title your email "True 250 class" and tell em' you want it!

Thank you
THEeternaltwostroker

Shop Talk......With Sean Hackley

Sean Hackley has had a rough start to his pro career after being the dubbed “Disney” wonder kid and showing tons of promise on mini bikes. We remember not so long ago when Sean, still on his 85, jumped a huge uphill triple at a race that not even the Pro's jumped that day! His transition into the big leagues has been mired with injuries and set backs. Sean still jumps like a kangaroo, and exhibits skills on a motorcycle to be jealous of. We spoke with Sean to see what his plans were for 2009

Sean, what have you been up to since the nationals?

Since the nationals I really have been just riding, I haven’t stopped riding yet or anything and still been training. Just trying to put in the work I missed out on last year with my injury.

Can you elaborate a little on your injury?

Last year before Supercross I had a concussion, I think it was the day before Houston Supercross I was going to fly out and watch it but I crashed. But I came back for Dallas Supercross, I raced Dallas, then Detroit. After that I came out for Hangtown, and in practice I ended up crashing again and getting another concussion and that pretty much put me out the rest of the year.

You certainly can’t take too much time for that…

No.

We saw you at a race this weekend at Cycle Ranch, despite some bad luck (a blown clutch Open moto 1, and a first turn wreck Open moto 2), you looked really strong. What were your thoughts on the track and that race in general?

The track is really good, I always like Cycle Ranch they have some good dirt there. The track is pretty fast but it still has a good layout and has lots of natural terrain too, which is good because we don’t have too much of that in Texas. The race was good it was a little bit smaller than usual with the pros. I barely think we had but 20. It was still pretty good, it was a fun race.

What are your plans for 2009 looking like?

As of right now I’m not too sure what we’re going to do we haven’t really planned too much yet. I’m not sure if I’m going to be doing Supercross, or if I am just going to wait until the outdoors and try to get a program together. Everything is still up in the air for that.

At the race we spoke briefly with you and you had mentioned the possibility of riding 450’s. As a privateer can you explain that decision, or the reasoning to make that decision for people who do not understand?

Yes. Definitely for outdoors, I want to be on the 450 if I am a privateer, just because riding a stock 250f like I did this year, against Pro Circuit, Amsoil, and guys like that, is not really apples for apples to where a 450 even if some have a mod 450, a stock 450 is pretty much just a fast. You don’t want to go too much faster than a stock 450. It’s better competition wise as well as financially.

Exactly. So serious question now, make sure you get it right. What gets more ladies, blitzing the whoops, or flying the triples?

Definitely the triples.

Definitely the triples?

Definitely the triples because I can do a little whip, look, you know make eye contact, and point at them, you know stuff like that [laughs].

What should get more ladies, blitzing the whoops, or flying the triples?

Definitely the whoops cause those things are scary!

[laughs] Awesome. Well thanks so much for your time Sean, is there anyone you would like to thank?

I would like to thank everyone who stuck behind me through my injury and the people who still believe in me. All my friends, the guys at Honda of Houston, the guys at MD Racing {edit…was not sure of this/who he said here) who also helped me out this year coming back.

Thanks to Alpinestars, LRG, Vans, Dunlop, Renthal, and anyone else I am forgetting!

Well thanks Sean….best of luck in 2009.

OH! And Joe Joe, definitely Joe Joe!

Joe Joe?!!?

Yes, Joe Joe for your Bow Bow!

The industry - Part "Won"

"While this author truly enjoys writing about racing, riding, the old school bad asses, and the new school punk asses..."


This week was supposed to be this site's coming to fruition. Instead, some recent wake up calls in the sports downward spiral really changed my goals as a person. More on that next post.


If you have not voted, do so now! It's on your right.....


While this author truly enjoys writing about racing, riding, the old school bad asses, and the new school punk asses, no one likes working at a loss. Recently, I emailed MXA in hopes of a job. Actually, I emailed MXA in hopes of the opportunity to get more recognition, and did so fully intending upon asking nothing but my name on my work, no pay, no free "swag", no strings attached.

Here is what I sent, keep in mind I sent it through their site's contact box....probably the worst place to type something!




Hello MXA editor:

My name is XXXXXX, and I have a couple things I would love to run by/ask/and comment on. First, is I currently run a website called eternaltwostroke.com.

A couple of my "blogs" have been bounced around some forums, and lately I have been getting a decent amount of site hits despite my lackluster posting schedule. It has always been my life's dream to be involved in motocross, and while I am a fairly good rider (upper natl B level, middle local A) I had a couple major injury set backs, financial set backs, and life set back that never made riding as my involvement possible.

I have always enjoyed reading and writing, and my site began as a result of trying to get some direction in my life towards and industry job. Of course my site is a blog so to speak, and while I try to keep it non blog like, and more article like, the truth in the matter is I just write my thoughts/opinions on the provided entry form, proof it once, and post it. So it's far from edited and grammatically perfect, I would never submit one of those to any of my university classes without a little revision, if that makes any sense at all.

First, I have talked a little with RacerX, and it seems that I am slowly developing a relationship with them, but no luck as to a job I would enjoy. Vurb moto and I also collaborated a little, but I felt I was getting used for ideas and money production with no gain for me, so I closed those doors.

Lastly, I would like to work with you guys. Let's be honest, you are no longer the go to mag for all things moto, but you are the ONLY mag that tries to objectively review bikes etc...and you have a core following that respects that. I love the fact that you guys are fairly technical, though sometimes (being a small shop owner myself and knowing the technical) you are a little off IMHO (and other feel your dead on!). Is there any room for involvement, I do not ask for much, maybe a chance to contribute with my name on the contribution, no more than that!

For instance, I live in Texas, and could have been around for the honda intro etc...or sx coverage when I am already attending the race and same for nationals.

On a final note, as a shop, what does it take to get a product review? I may have something of interest that I would love to have tested, but I will be entirely honest, I am NOT paying to have it tested!! I will of course provide any services free of charge etc....I am guessing that's how it works for you guys.

Thank you for your time, I hope to hear from you soon.

XXXXXXXX





Now, if you are ever interviewing for a job, note the host of mistakes made on my part. Never, ever, criticize a company you are not a part of. In fact, don't ever bring new ideas, constructive criticism, cynical criticism, humor, blatant honesty, or any semblance personal insight. That was not sarcastic, and I mean it. Also, don't resume build by showing your blunders. It doesn't get you far.

Now here is a response from MXA's driving force, Jody the "weasel" Weisel (OK sorry for the cheap shot).





XXXX,

Thanks for your letter and offer, but you need to read your letter a little more closely.
(1)You tried to get a job at RacerX.
(2) Then you tried to work for Vurb.
(3) Now, you are willing to work for us, even though you don’t think that much of what we do.

Just so you know, it is much harder to get a job at MXA than it is at any other magazine. We ony hire full-time motorcycle racers. Every editor races every weekend. We are dedicated to what we do and would expect the people who would want to work for us to be any less dedicated. And we don’t have people work for us for free.

On a final note, we don’t charge to test products. We’d be interested in looking at your products, but perhaps you should send it to racerX or Vurb first.

Hope this helps,

Jody



"The line between smart ass, and just plain ass is a thin one, but one person is not enough to decide..."

Of course, MXA must receive a hundred job requests per day, not to mention a thousand letters a day. How is it fair of me to expect a personalized response?

But I must admit, it saddened me to see the lack of professionalism, candor, or even a true smart ass response. While MXA has been known to be the wise crack "smart asses" of the industry, their response was both terrifically dull, and predictable. The line between smart ass, and just plain ass is a thin one, but one person is not enough to decide.

Now first thing I did when I received the response was go into full attack mode. Within ten minutes I must of had five pages typed, non of which had anything nice to say, or any sentence devoid of those fun but nasty four letter words. Of course, the "gods" stepped in, and while attempting to hit send, my finger slipped and I deleted the entire entry. I may have saved myself years of banishment in that "mistake", as they say, better lucky than good.

"At least that way I will get a minimum review of an 8/10 and more reader exposure than sending it to you..."

Thankfully, after conversing with a good "elder" on his opinion, he managed to steer me clear of rash responses. However, I was still not satisfied. I had ton's of great smart ass responses, ton's of great comebacks, and tons of emotion to motivate my response still cooped up inside. It's like walking away from a fight you know you will win. But the next day, you are glad you walked away, as the repercussions would certainly make you loose the battle. But how can one win the battle?



Well, I realized that despite my contact with MXA, they never checked my site, and never intend to. Hmmm....the brain started churning.


Here is a small burb from my unsent response



"Thanks for interest in my products, but on second thought, I may just send them to racerx or vurb, who knows, maybe even transworld. At least that way I will get a minimum review of an 8/10 and more reader exposure than sending it to you. Guess in hindsight I would rather send it there. Thanks for the recommendation."




While I really felt I wanted to post my unsent response, it still burns bridges for me. But if your interested in reading a rant, but all means email me and I will send it your way.

attn: rant
eternaltwostroke@gmail.com

However, if enough readers respond, I will consider sending this:




Jody: Sincerely thank you for your thoughtful response and undoubtedly considerable time spent returning my email. It really made me want to go ride and buy accessories I see in your magazine! Take Care and God Bless!

P.S. Do you need a janitor, or pool boy? I have since decided writing is not write---OOPS!----right for me....what was I thinking!




Instead of posting my rant, I decided to post my criticism of the magazine industry as a whole.

Check back in part two to see why:


You don't need the aftermarket
You Do need a two stroke
Why the sport is in danger
And why the magazines are the ones who will kill it

Thanks for reading

Silly Season - Blind Loyalty

Before reading, check out the new poll to the right.




Brand Loyalty is something I will never understand.

In fact, I find it silly to think one brand consistently better than others, with the evolution between major changes that each bike receives (think minor changes each year before one major change - it's cyclical), every bike has a good chance of being the top of the heap each year, as bikes late in their evolution are a little old, and bikes new in the evolution aren't tuned just right yet.

Magazines of course make their picks on what you should buy, what you should not buy, and what should be your deciding factor for one bike over another if you're on the fence. But of course most consumers don't care about the reviews in choosing their bike, rather to leap with joy if their favorite brand wins, or defend to the death if it looses.

"Of course, these days it's said all bikes are good..."


Brand Loyalty runs deep among humans, but why? Should you not buy the best bike for that year? At least that way, if a manufacturer makes a bike better suited as a shot put, it will force them to make a better one for next year. If they make a great bike they will be rewarded with lots of sales.

Of course, these days it's said all bikes are good, and that is certainly an understatement. In fact, if all bikes were made to cosmetically look the same, I bet many consumers couldn't tell the difference between one or the other. The great thing about evolution is the best combination and arrangement of parts, materials, geometry, and motor delivery universally finds its way to every bike. Modern bikes are no more than 10% different in any category, if that.

How about mental stigmas? In motocross, confidence and rider impression are easily 90% mental. If you were testing forks for a day like a factory rider, and they told you that this set of forks were 10 percent stiffer than the previous, but changed nothing, you would come back and say you agreed and felt they were ten percent stiffer. Why does Suzuki claim the crown as the best turning bike year in and year out? Certainly it must turn great, but if they can do it, others can copy it, right? Why does Honda still retain the reliability stigma? Let's just say the history of their race four strokes would led any statistician to say otherwise. Do die hard consumers truly feel Honda the most reliable bike? Or do they learn to cope and find it's valve quirks just part of routine ownership?


"We are all like raccoons really..."


The motocross consumer is simple. Sell him a product he already wants, and don't screw up the product. If you do that, you are golden for years to come. So how does one gain new customers, or change consumer perception?

In motocross, it seems impossible! But some things always lure the average Joe. One is new/different than the herd components. We are all like raccoons really, drawn to the shiny object that sparkles only because it's shiny and it sparkles. Don't think yourself better than this! Next time a shiny object glints in the distance, you will realize just how sad we are (Guilty as charged...)!

How about consistent qualities every year that over time change consumer perception. If year in and year out, you make the most reliable bike, eventually people will realize that, and if purchasing for reliability...your golden. But this isn't always true. Because of brand loyalty, public perception and comments are never objective.
Ask a Suzuki man who makes the most reliable bike, and he says Suzuki. As a Kawi man what bike makes the best power, he says Kawi. How can one get an honest opinion?


"When did necessary changes become perfectly acceptable?"


Maybe magazines should come up with a points system and treat motorcycles more like cars. In car magazines, they provide long term tests detailing every expense, be it a washer to a crank.
How cool would it be if a magazine tracked the brand's long term reliability over the years, with every penny spend recorded for every bike. Sure it would be a year behind, but for the next years reviews at least some evidence could be displayed for any claims made.


Also, when did consumers switch from thinking it wrong a stock motorcycle come incorrect -- to thinking it necessary to do suspension when you buy a new motorcycle? Or need to mess with the triple clamp location, or adjust the jetting/efi maps? When did necessary changes become perfectly acceptable?

Shouldn't showroom bikes be correct, stock? Of course modifications can always make a bike better, but the bike shouldn't come blatantly wrong, should it? Suspension should be balanced, jetting correct for a standard altitude and temperature such that it is easy to make corrections for the consumer's altitude and temperature. The tires should be the ones that people want and actually use, not tires that must be trashed to feel safe.


"Magazines need better evaluation procedures."


Now here is the can of worms. Who defines what is right? Of course everyone has their own thought on what feels good and what does not. Also, tires are not universal, right? Jetting is, however, and a simple, easy to use spreadsheet should come with every bike. If it comes stock jetted perfectly for standard altitude and temperature, and you ride at 5000ft above sea level in 60 degree weather, enter it in the spread sheet an out pops the jets you need to run. This spreadsheet is simple, and could be in chart form in any owner's manual.

Magazines need better evaluation procedures. They should have a pool every year that randomly selects subscribers who have filled out a data card with what size bike they ride, what weight they are, and what class they ride. Pool the data, and pick random people for each category typically tested aka speed level, bike size, and even weight range.

The magazine editors are not average consumer, they are not even close to an average consumer. Who says a random guy off the street can tell the difference between two bikes, and if he couldn't then it should prove that most other consumers couldn't.


"Pool the data, and pick random people for each category typically tested aka speed level, bike size, and even weight range."



Read a car and driver for me. After doing so you will realize just how much better their evaluation systems are.

Sure personal feel is important. But getting rid of a person's mental affinity for one brand bike or another is very difficult. Even on a sub conscious level humans like one color better than another, and that has no effect on a bike's feel.
Factory pro's test against the clock. Even if a part feels odd, if they consistently run faster laps with it, it stays on the bike.


Why aren't lap times more important? Shouldn't they at least have some pointed weight in decision making? I can tell you right now, if I rode all the bikes and was consistently faster on the clock with one or the other, trust me, no matter how bad the faster bike feels, I am getting it. I want every advantage when I line up to the gate, shame on you as my competitor if you picked the slower, but better "feeling" bike.

In car racing, the dyno doesn't lie. If the motor makes more average hp (over the range measured for their use) and you turn faster laps with it, even if it feels slower, it stays. In motocross, measured hp is never considered a legitimate comparison category. Last I checked, a dyno is pretty darn repeatable, accurate, and honest.

If you rode two motors done by different companies, and one felt faster than the other, but made significantly less hp, which one would you want to take to the starting gate?

These are questions you ought to ask yourself. But of course always question the data. Sure the peak hp numbers of one bike may be great, but does it make the best hp when your exiting a corner, or shifting to the next gear?

Well, actually, don't ask yourself these questions, I would rather you line up at the starting gate on your your favorite colored bike, while I line up on my fastest lap time, most reliable, or cheapest to own (whatever quality is most important to you) colored bike.



Better for me, don't you think?

Which "M" is in?

America is all about the greenbacks. In fact, many countries we currently but heads with hate us for this very reason. When is the line crossed between greed, and good morals?

Supercross - and motocross at some point - do one thing for a very few amount of people. Make a lot of money. Just think how much gross money is raked in at one supercross.

Ill think for you.

50,000 tickets, average 50 a ticket - 2.4 million.
10,000 pit pass tickets, at 40 a ticket - 400,000

Now these numbers are both conservative, and made up. But they are realistic, and I bet a little low actually. After the T.V. rights are sold, each race easily brings in 3 million dollars gross.
What about series sponsors? I bet they cover the purse, if the rider entry fees do not. What, you didn't know? Yes, the pro's that make series sponsors/promoters tons of money still pay an entry fee.

So who gets the money? Well, I can't imagine the stadium costing more than a million to rent. The track builders might make 200 thousand a race, and maybe licensing fees are 100 thousand (if there are licensing fees at all).

That still leave over 1.5 million left over. Wow!

The problem our sport faces today is good exposure. With the T.V. packages lacking lately, meaning poor choice of broadcast times, often times the race broadcast a week later, and, as previous years have had, mundane coverage, potential onlookers have no real means to pick up the sport.

It's sad really, our sport has tons of potential. At this day and age, I propose EVERY race be archived to watch online, as soon as possible, hopefully no later than next day. The outdoors here in America have already done something similar with race highlights done privately by people who love the sport. Yes they make some money doing it, but they don't even touch the 1.5 million a race current promoters are making. They do it for the promotion and well being of motocross.

If you haven't seen already, the Australian Supercross series is doing just this.

http://www.superx.com.au/super-x-tv/

Very cool. I didn't even know Australia had racing like that! The tracks look great, the riders look great, and all said and done, that one website has opened my eyes to racing abroad just that little bit more.
I don't care who is on the track, racing it racing, fun to watch at any time.

Why is it the promoters in America will not provide a service like this? I bet they think it makes them more money to keep it all exclusive, but their money hinges on one thing. Viewers. The only way to get more viewers is to allow easy, exciting access to racing footage. Supercross highlights should make it on the web free of charge no later than the next day after a race.

It comes down to this, which "M" is in. Money, or Morals?
I hate to touch on the current situation in America, but even this relates. What's better, money today, or money over the long haul? If the supercross promoters continue their path, ultimately, the sport will run dry. I love racing, but lately have hated race coverage. If I were a potential viewer turning it on for the first time, I would quickly change the channel. The promoters need to realize that in order to make money year after year, they need to have some good morals, and promote the sport effectively.

They say the first step is the hardest, but come on, how hard is making a website to host video highlights of footage you already have?

Money and morals go hand in hand like it, or not.

On a sleepless night

Ever stare at your ceiling listlessly at night? You tell yourself, I wanna sleep, I should sleep, heck I'm tired I need sleep to no avail over and over. Something is keeping you awake, but tonight is no isolated incident. The night before was the same, and the night before that followed a week of listless staring.

Clearly, something is on the mind. But what? Your not thinking about anything in particular, no major life events are occurring, in fact everything seems to be fine. This writer isn't speaking hypothetically...in fact, I wish I were.

But I, along with with the motocross faithfuls are anxious, it's most of us just don't know it yet! It's not even 2009 yet, but something big is looming! What, what!? you ask....

---------------------------------------------

The 2009 supercross season is going to be one of great interest, big debate, and controversy. Not only are the major hitters back in fashion, but the two sluggers are wearing new colors, new threads, and maybe even a new attitude.

James Stewart has always been our sport's prodigy, an incredible combination of talent and work ethic that only one or two people each generation posses. This year he decided to shake things up a little by making arguably the biggest change in his motocross career to date. The man who once bled green as the incredible hulk will now bleed blue, at least for the time being. If you haven't seen or heard yet, here is some free advertising for yamaha!

He is also on new gear this year, after an entire seemingly lifetime with Fox, he has made the switch to Answer. To be honest, your not the only one who has to put the question out there, why?



Chad Reed is often the center of concerning comments. Now don't take concern to mean anything bad, but rather to mean comments of interest. Everything he says is certainly biased towards number 1, at least for this season (A reference in his number one plate earned last year)! Reed has had a rocky road (no not the icecream) the past couple years after the sports transition to four strokes, and despite his best efforts, Reed was always a little blue (emotionally...) on the ole blue after making the switch from two to four. Had Mr. Two Two been able to stick on the once proven two two fifty (along with the rest of the sport) I think record books may be slightly different in his favor.

But now the once blue rider in both senses of the word is "back in black" but on yellow for another rock em sock em season. He is happy the bog has been eliminated, and happy the bike is like - shocks and whispers - a two stroke again (I'm a little biased, get over it!).




Ryan Villopoto is coming. He is by far one of the most incredible riders I have ever witnessed, but not in a pure art sense of the term incredible. He plain Jane goes fast. Head down, right elbow attached to the ribs, throttle locked in the open position, meal trays fastened and seats up right and locked for take off kind of fast. However, I have never felt his talents lay suited for supercross, but I said the same thing of Carmichael at one point, look at him now! RV2 is going to shake it up this year, I expect 2 wins and many Villopodiums to come this season alone.




I'm forgetting someone...he is art on wheels, a god amongst mortals....smooth as glass but fast as.....ok I'm out of silly analogies. He is fast.

Oh yeah, Kevin Windham! Remember that dude, you know, K-dub. Well you'd better because he is ready to do battle yet again, and I think this year's bike will be the best yet for him. No bog, no hesitation, precise, and smooth. Just what he needs. He may be getting old for motocross, but don't count him out! Kevin, you are my favorite rider. Well spoken on camera, often funny (Remember podium speech when GEICO came on board) and just a sight for sore eyes on motorcycle.



Rumor was Mr. Wey Fed aka Nicholas Wey is joining mr K-dub at FC. Back in black but on Red! Wey is one of the best characters in our sport, but he is no character. He is the real deal, summed up as a neat dude who goes fast on a dirtbike. He has switched up the program quite a bit after parting "Weys" with Randy Lawrence. I don't know his current arrangement, but expect him to come out swinging this year.


Josh Grant. He is almost like the kid in college who you know is smarter than almost everyone there, but hates something about school and doesn't care about the conventions...so fails out. He is now with the biggest thing, in this measly writers eyes, to happen to motocross. JGRMX.
What, you didn't know? He too is moved on to the big boy's class to get dirty in the sandbox. I have waited and waited for results. I hope I can stop waiting this year.





Micheal Byrne is on track to contest the 2009 supercross season, and is better than ever I might add. He has had a tough go of motocross life for a while, but this year in the outdoors, he showed just why Team Suzuki picked him up. Back when he rode for factory Kawi, aside from RC, JS, and CR, he was almost top dog. I fully expect him to shake it up this year, maybe a holeshot or two and maybe some heat race wins.


Josh "King of The" Hill is back for his second season in the big boys class, after flashes of brilliance last year, there is no doubt the kid is talented. I video surfaced on Transworldmx showing him play riding...and I have to say, he has skills! He was touted to be the new RV, but at times, people thought him more likely to live in an RV park than to become a champion. I think with a certain distraction gone, he will finish top five this year in the series.



Tim Ferry is like the little energizer bunny. He keeps going and going and going and going.... Red Dog is quite the story, but come supercross, you can expect to see him doing one thing: going and going and going...


Rumor has it that the wild child Jason Lawrence is riding 450's this year. I can honestly say if that is so, expect a short career. I think he is the one guy who truly has the talent to stick a wheel in on anyone. But he is missing something that will allow him to. I do hope he proves me wrong, last season I actually liked his head games and antics....it's interesting. He brought back the excitement of the old days where block passing was expected, not rejected. Instead of block passing on the track, he block passed with his mouth.


Coop a loop Cody Cooper is joining Josh Grant at JGRMX. No one knows what he will do, but talent is talent, anywhere you go. Here's to hoping he stays healthy all supercross season to debut the bike strong outdoors.


Josh Hansen. I bet you forgot about him already. Heck, I did, even with his X Games win. The guy is talented, no doubt about it. If I could ask him one question, it would be: Is it more important to know you're talented, or show you're talented?

----------------

Mike Alessi should never ride a supercross track. If you didn't know, he's hurt, yet again, from supercross.

-----------------

Jeff Alessi is racing on something, be it a mini bike if he has to. The kid is tough, fast, and I bet a cool character. He will qualify for most races....and maybe squirt into the top ten.

Josh the Charles Summey. I have not heard word on what he is riding, if he is riding, or anything mentioning the Words Josh and Summey in the same sentence. He proved he had some speed last year, it's a shame the JGR thing didn't work out.

Gavin Gracyk is another lost moto soul. Could that kid catch a break for once? If I started a race team, he is my first pick, but for outdoors....and that's a problem.





Travis Preston is yet again looking for a ride. He was quoted saying is it too much to ask for a good bike? Well, yes actually. In fact, all the bikes are good these days, and I think you could give Stewart, Reed, and even Windham a stock bike except for suspension that they could buy (say a Pro Circuit kit) and they would be top ten week in and week out. And I mean a stock everything. He also said he doesn't want a team to take motors from a guy doing it out of his garage....I got news dude, some of those garage mechanics can build some pretty darn fast motors, that will easily hold up for supercross. Now I know the point he is trying to make, but Tavis, it's one of two things. You sit at home with the sums of money you already made (some sarcasm here....but don't think I'm dissing you...I don't even know what money looks like!) and not ride, or you go racing for free on some team. I like racing, I like riding, and if it were free, and I wasn't doing anything else...

Aye' Sea Red

Davi Millsaps is returning on Red Bull Factory Honda. The guy has talent, he has balls, and rides the big bike well. I actually think he is the biggest spoiler of all the riders in the field.


Andrew Short is Mr. Do Good! In school, everyone hates Mr. Doo Good, but in the work force, bosses love em! Andrew wins most Americans over with his Texas Drawl (yea yea Colorado), up beat demeanor, and incredible....biceps???? He is the All American of Motocross. He has also shown great speed as of late, and is finally getting adjusted to the 450. GO SHORTY!!!


Ivan Tedesco is ready to finally campaign a healthy 450 year. The once 250 champ is hungry, training hard, and on a great bike. Does this mean a successful year for him? I hope so, he has drawn a large salary for a small amount of seat time in front of the Tele! I have seen Hot Sauce rail around corners better than anyone at times, if he can do that this year, he may find great sucess.

There you have it. 20 riders who think they top five candidates. WHAT!!????!?!? That doesn't add up! Should make for a great season, don't you think?

Don't forget...Many more riders are looking to make the show! What about BHEP, BT101, Blose Brothers? Man I can't even come close to listing them all.

The Gossip - A Higher Power

Motocross is amazing. In fact, to compare its roots to where we have come and where we might go, you wouldn't even think it the same sport. We have come from bikes that were nothing more than a street motorcycle missing a few odds and ends, maybe sporting a knobby tire, and riders wearing gear resembling the leathers used by their road race counterparts to the colorful, terrain specific machines that look nothing like our current street steeds save the common link that connects all motorcycles. Two wheels.

Two wheels, what is so special about that? While I can not sum up in mere words what two wheels means to us all, we all know the answer. Everything is special about "that".

This weekend, we are blessed at the annual opportunity to witness the entire world's greatest of greats in motocross come together at one location to do battle. We will get to cheer our nations' riders compete against one another in three epic motos. The Motocross des Nations is the one race per year that we get to see something entirely new.

No, it's not the fact we see all of the worlds greats race one another at a common event, nor is it the diverse field that interests me, it's the team atmosphere. In a sport where the individual is king, changing up your game plan from winning at all costs to a more conservative doing what's best for your team is a huge challenge.

Riders are highly competitive individuals. They hate to lose at ping pong, let alone on the race track. But at the motocross of nations, the rider must lose his ego, strap on his thinking helmet, and ride smart.

Sure the fastest team has the best shot, but mistakes and accidents happen. Heck, even last year both Tim Ferry and Ricky Carmichael were caught up in first turn wrecks that could have ruined Team USA's chances. However both riders rode within themselves, made sure they didn't wreck, and finished the moto (and did very well I might add).

I almost don't agree with this race fundamentally. Sure it's great to see a competition between countries, along with the prestige and tactics and pride that the race brings. But do we actually get to see a race?

I think the team aspect ruins competition. In fact, wouldn't you much rather have watched James Stewart do everything in his power to run with Stephen Everts two years ago? I felt cheated, yeah sure we won the cup, yeah sure Stewart rode smart in a time he was often criticized for not riding smart, and yeah sure......I got cheated, yo.

I'm not saying Stewart would have beat the King, but I would love to have seen him try....and the fans on hand probably felt cheated too....They don't have the absolute certainty that their rider, Everts, truly beat Stewart, straight up. Fast forward to this year's race.






This year, the competition will be better than ever. Hell, the U.S. is fielding a monstar team, no kidding!

The Brits are solid, of course Australia looks excellent too, and many, many more teams do as well. I can not wait to see Searle go against RV, RV against Stewart, and Red Dog teach some young kids that he, the old dog, still has a few new tricks. But what is the real story this year?

I feel it's a changing of the times. While no one is discussing it, this could very well be James Stewart's last des Nations. If he does not campaign an outdoor series next year, he doesn't deserve to go, period.


So what does it all mean? It means watch out for Stewie to come out swinging. I think he wants to put to rest any doubt he is currently the fastest rider in the world, RV not withstanding. I think he wants to prove to everyone that despite his "new" maturity, he can still fly when need be.

Will James play team this year?
No. By competing at a fundamental level, himself vs everyone else, he will do more than that.

James will psychologically ruin every other teams' campaign. Expect him to dominate every second of every lap on the track. He alone will break the will of all other riders, and that, is his higher power.



Edit: Obviously, I am American....GO USA BABY!!!!! But of course I have an opinion, so feel free to bash it, I encourage it!

The impossible - Acheived.

This years outdoor season has been interesting, but not exciting. I love racing, and follow it intensely, however, one person winning week in and week out is anything but nerve racking.
In fact, this blog exists only because of how exciting the 2008 Supercross season was. But a press release with the title of "Another win, again," is not interesting.



How does, "A king, dethroned" sound?

Now that is a story worth reading, and if you followed the Washougal race this year, you got to read every word.

Maybe we should say a Prince robbed of his inherited rights instead, but any way you cut it, this cookie is still a good one!
The season has been filled with intense battles, great racing, triumphs, and defeats: for second place! Aside from a first moto hiccup at Glen Helen, Ryan Villopoto has been, how shall I say this, perfect.
But you already knew that, and who cares, right?


If one were to describe RV's riding style, no where in that description would reside the words:

smooth
controlled
calculated
error free

or anything resembling your description of technique as:

picture perfect



Ryan Dungey on the other hand, is the Ying to Ryan Villopoto's Yang.
Dungey's riding style can best be described as:

smooth
controlled
calculated

and technique best described as:

picture perfect


(Maybe that's why they are both named Ryan, as they combine to make one whole pie of descriptive riding words, but one without the other is only half that pie (A ying and yang)? Could the world really be that simple? Kidding of course.)

While Dungey may have won the battle of bench racer's words, of the two riders he has had the most and biggest mistakes.
First, he knocked himself out of the series last year with a terrible wreck.
Then he knocked himself out of a Supercross championship, that, by all accounts, he had in the bag with a series of wrecks.
Finally, he knocked himself out of the championship hunt at Colorado's night under the lights this year with his very scary wreck .

Each time, he looked smooth, calculated, and controlled right up until the point where

----gasps----

he crashed.


But Dungey has something few other riders seem to have: Heart in the moments he needs them most. He proved in Vegas that "RV Park" was not a one man show, and that with some good luck, and a strong fight towards the finish, the prince of motocross can be beaten.


This year's Washougal National looked to be like any other.

MX Lites Moto 1 Winner:
Ryan Villopoto - Convincingly

MX Moto 1 Winner:
James Stewart - Convincingly

By the time Moto 2's rolled around, the press had already drafted their releases, titled yet again: "Another Win, Again"

The Moto started off interesting enough, maybe an edit or two would be needed for the release.
For the first time this year, aside from Glen Helen Moto 1, RV got a bad start.
However, like any other race, he was able to quickly close the gap to the lead pack, and by the ten minute mark, was up to third pressuring for first. At this point, the releases had now been sent to print, still titled:
"Another win, again"

It is now the 20 minute mark, and Dungey is still holding RV off.
Hold the presses!!!!
Maybe two or three edits will be needed in the press release, now titled:
"Dungey puts up good Fight, but RV Rolls On."


30 minute mark:
Dungey, still riding hard, and Ryan Villopoto still....in second!??!!
Scrap the press release, gotta start over on this one.

30 minutes + two laps later, and your moto winner is....
Dungey?


Here's the write up every newspaper in America should have run:

------------------------------------------------------

"The Prince of Motocross, Beaten!"

In an epic battle between the Motocross world's biblical
David - Ryan Dungey,
and its Goliath - Ryan Villopoto,
a young and aspiring twenty year old by the name of Ryan Dungey managed to hold off the hard charging Ryan Villopoto for thirty five heart pounding minutes.

The race was not handed to the young racer Dungey, as he first had to catch and pass another young phenom by the name of Trey Canard in order to overtake the lead.

After a lackluster start, mired way back in the forty rider field, two time outdoor champion Ryan Villopoto had bridged the ten second gap created by Dungey after a scant ten minutes of racing. With twenty five minutes left to go, the end result seemed inevitable --- You know --- the one where Ryan Villopoto passes Ryan Dungey and rides off to victory.

With most of the remaining race held at the Washougal motocross facility still yet to be completed, the Suzuki mounted rider initially looked like he would eventually relent and succumb to the mounting pressure increasingly applied by the sport's prince, Ryan Villopoto; just as he had every other moto this year.

But something unheard of happened.
Lap after blistering lap the two riders gapped the field in a display of skill and ferocity not seen for months. Every corner had Ryan Villopoto sticking his front wheel in on the race leader Dungey, and every corner Dungey dug deeper to answer the challenge. Lap after lap found the crowd lining the fences, trying their best to will each rider on. For twenty long minutes their battle ensued, neither rider giving even an inch to the other. With only two laps remaining, the crowd screamed their excitement to the passing riders as they continued their impossible pace, neither backing down for even the blink of an eye.

Both athletes were at pure physical exhaustion by this point, only the will to fight kept them riding.
But then, out of the dark shadows in a back section of the track, where normally both riders would emerge almost simultaneously, only one appeared.

Ryan Dungey had done the impossible, beating heads up the prince of motocross in a twenty five minute battle to forever go down as one of the best races in our modern era.

-------------------------------------------------------

Now that, my friends, was a story worth reading.



In other news, Trey Canard broke his femur in a last lap crash between himself and a lapped rider.

I will get out of reporter mode speak plainly here. Get well soon Trey, that is a hard injury to overcome, best wishes.

But lets back up. That's twice now Canard has gone down in a heap with a lapper.
I hate to jump to forgone conclusions, but no other riders seems to have this problem. The first instance, I immediately blamed the lapper, despite the lapper's claims otherwise.

But now, I blame Canard. No, it's probably not Trey's immediate fault, however think of it this way.
Being a good rider goes beyond pure speed. It requires using your brain as well. While 200 percent Trey may have been giving it his all physically the whole race, sometimes giving it your all means being fast AND smart. He had a sizable lead over fourth, was too far behind the leaders to catch them, and it was near the end of the moto. A smart rider would give the lapper as much room as possible, and maybe even backed it down a notch to ensure a clean pass. Instead of finishing well for his sponsors, and trying again next race, he crashed out of the championship and will be forgotten about until next year.

Now he is out with a bummed leg, in a ton of pain, looking forward to a heck of a lot of rehab and hard times to come (I've been there and then some). Get better soon Trey, but the next time, let's skip the wrecks you can avoid by using a little common sense. I don't care what the lapper did, it's not the first time you have tangled with one, and had you backed it down a notch, this would be a non issue and I would never have wanted write this double edged "paper."


Send all your hate mail to
aggiemoto99@yahoo.com

Oh yeah, the other press release reads:
"Stewart Wins, Again"

The Gossip - My Private Tears

Growth: give something some time, a little investment, a lot of attention, and it happens naturally.

The sport of motocross is growing in the professional ranks. For years the sport relied heavily on the "big four" factory teams pitting out of one semi for its infusion of wealth, followed by very few satellite teams out of service trucks, those in turn followed by the mire of panel vans and pick up truck privateer riders.

Name one rider who pitted out of a pick up truck or box van this past Supercross season who also made a main event.

I'm sure that question has a few names that meet the agenda, but for the most part the main event riders are on a team with a Semi Trailer Truck, a full time mechanic, and a salary. Even some of the riders who don't make every main event have a Semi they call "home" during the races.

How can you become motivated to put your bodily well being on the line when you aren't looking at working construction for the rest of your life as your only alternative? Other than competition's sake itself, why would Davi Millsaps, Josh Hill, Andrew Short, or any other factory rider put it all on the line week in and week out when they are already making enough money to retire? As a privateer these days, what would make you really hungry and want to work towards that factory ride if your current satellite ride offers a decent salary and bikes?

Growth is great, but lack of incentives is not. Pay all riders an equal base salary of let's say 50 thousand. Then pay them purely on their finish position.

If you make every main event, it averages to: 50 thousand a year bonus to your salary.
Every main top ten or better: 200 thousand bonus.
Every main top five or better: 500 thousand bonus.
Every main on the box: 1 million bonus.

Win the championship: 1 million dollar bonus on top of what you have already earned for you finishes.


Let's put the hunger back into the sport.


What's hunger?

Young local pro's ride hungry. They want that 150% payback, and if you get in their way, say hello to a dirt sandwich and endless post moto ridicule. Local pro's ride hungry because they are hungry, literally.

Couple million in the bank....why push it the little extra? Second is good enough to keep the large salary. Just keep telling people your working, you don't know what it will take to bridge the gap, but your searching, you feel closer than ever, and that your giving it your all.

Not everyone can be a champion, but anyone can be a challenger.
Mohammad Alli was a champion. Joe Frazer was a challenger.

Jeremy McGrath was a champion. Jeff Emig was a challenger. David Vullieman was a challenger. Doug Henry was a challenger. Mike Larocco was a challenger (who wasn't a challenger over M.C.'s era?).

Challengers are the people who refuse to accept second place. Instead, second is the first loser, and they set out to change that. Chad Reed is a challenger.

A champion is proven, year in a year out, to get a title. Week in a week out they are the safe bet.
Stephen Everts is a champion.

A challenger is unproven. Week in and week out they are a profitable bet, but never a long shot.
Sebastion Tortelli is a challenger.

There is nothing wrong with being a challenger. In fact, it is often the most cheered rider who fits the challenger profile: the challenger encompasses the good ole' American underdog, the David (vs GOLATH), the reason races are interesting, the reason our sport continues to exist.

Imagine the 2003 outdoor season without Kevin Windham. Pretty bland, huh?


Challengers tie into the roots of America itself. The small, scrappy, loose union against the large, organized, mechanized England.


The privateer embodies a challenger to the greatest measure. The local rider, with nothing but two bikes on loan from a dealership, some local help from a shop doing his motors and suspension, and a "whole lot of heart" taking on the big name riders and the factory teams.


The privateer always has time for the local kids, and is completely approachable at the track. He is what makes young kids dream big, and he is what gives young kids something to cheer for, because they know him personally, they think he is the fastest rider in the world, and they appreciate what he offers them.

Instead of a thirty minute wait in line for a poster with an autograph, the privateer gives the local kids something much more valuable.

His time.




The privateer sells more of his sponsor's products locally than any big name pro, because he is willing to talk about the product in the flesh, and locals can see him using their product in person, on their home track. To the privateer, if the product sucks, he doesn't use it. Let's get real, you wont see a local pro sucking back monster's between motos.

I cry private tears, because the privateer is lost.

No longer are riders (in main events-or at least the night show) homeless, except for their box van.

No longer are practice bikes race bikes.

The privateer,


No longer.









[Ed: Not intended to disgruntle any riders, if you are a privateer scrapping for food and gas money, feel proud, this article is for you. Yes there exists the old school privateer, but the sport is growing to some extent, and as such what classifies as privateer these days is a far cry from what it was not so many years back. Maybe the AMA should really look into the issue and give the true privateer his due.

Also, this tied in on another issue, that of top riders salary. Do you think riders of today should deserve 2 million a year if they never win a moto (not saying the don't)? The whole goal in paying a salary like that from a manufacturer's point of view is to win. Instead of front loading the contract with large payout, just put that same total money in a performance based contract. If you hire a guy like Timmy Ferry because you expect him to get podiums, even if you don't expect him to win each week, pay him well if he gets on the podium.]

Merge RRS Review - Part 2

Product Tested: Merge RRS KYB "MX" Version
Test Bike: 2005 YZ250, .42 Fork Springs, 240cc oil amount

With the technical mumbo jumbo out of the way, the important information can now be addressed.

How they work!

The first track chosen for testing was a sand base, and as such, gets very rough. It does, however, have patches of clay mixed throughout (originally brought in for jump faces) that form to make extremely sharp, "square edged" bumps. Because of the extremely rough nature of the track, and the variety of bumps, it was felt the track provided an excellent test bed for the product.

The second track chosen was a clay based track that doesn't get nearly as rough as the other, but has a more Supercross style jump set up, requiring settings much different than the first track.

The primary test riders included a 150 pound pro, a 145 pound intermediate, and a 165 pound novice.

Initial "crack of the throttle" Impression

Having successfully installed the product, it was now time for the fun! Any time riding is a good time riding, and after making one last check that the fork caps were secured properly to avoid certain disaster, it was time to hit the track!

Like most first laps, the first one for each test rider was spent cruising around to get a feel for the track. Surprisingly, it was instantly evident that a change had been made. The riders noted that the bike was much more responsive to movement just rolling to and from the pits on the little bumps and rocks, and while scoping the track, the forks actually absorbed small little chop which was not the previous case.

If you have ever ridden (or are a rider of) a bike set up for an intermediate and up rider, the suspension typically feels fairly harsh when just cruising around the track. This is because at race speed, the suspension needs to be stiff enough to work well, but when traveling slow, it is too stiff to absorb the bumps.

Every tester noted that when just rolling around the forks felt much more supple.

The Problem

BUT! While having a smooth ride in and out of the pits is great, it doesn't mean squat when it comes time to to get down and dirty. When its time to race, your suspension is the number one mechanical element to good lap times, and poor performance in this department can ruin an otherwise good day.

Prior to servicing the forks, (fresh oils, bushings, seals), the bike was a constant compromise for each rider, and a nightmare invoking beast for one in particular! . There was no doubt that it needed help, as in order to keep the bike from bottoming, the compression had to be increased greatly, but once that was performed, it was much to harsh on braking and acceleration bumps.

Some testers even said while under heavy acceleration, in instances where the front wheel was barely contacting the ground, even the smallest of bumps could induce minor head-shake.

Many readers might feel it wasn't stiff enough, and as such was that it was deep in the stroke, but every tester tried the gambit of settings, and adding compression only compounded the issue. One click literally meant the difference between a harsh "clank" four times a lap or terrible deflection on bumps and an overall harsh feeling.

Post fork rebuild, and after much oil height and adjuster tuning, the forks worked much better. That said, bottoming control and initial bump compliance were still lacking.

So what are the answers to any and all

questions on the RRS Springs!?!

Can its design be improved?

Yes.

As supplied, the product appears of excellent craftsmanship and consistency. Both springs are of equal length (a must) and free of burs and/or pits etc...

That said, the installation instructions call to merely remove the piston assembly, replace the springs, and re-insert the piston assembly into the forks, as shown on the video in part one.

Many feel there are errors in this method, as air will get trapped between the floating piston and the cartridge oil. That condition is believed to lead to extremely poor performance for many.

In light of that fact, the springs were installed on a second occasion, using the correct procedures in order to bleed the inner chamber, in order to get an accurate test impression.


Was there a difference between the two installation methods?

Surprisingly, not as much as one would expect. Every test rider noted a somewhat more consistent feel once installed the second time, however the difference was minimal. Lets be honest, 2 cc of air in relation to the rest of the fork's elements won't mean the difference between a hydro locked condition, or a pogo stick, especially on a track with large braking bumps that constantly uses your forks whole range of travel. It is possible [Ed: emphasis on the word possible] that the inner chamber self bleeds upon first bottom as well.

While the clay based track never got back to back testing between the two installation methods, everyone felt that using the supplied installation technique at that track in particular would have been much more noticeable, as the bumps were much smaller and used the very first initial part of the stroke.


However, to ensure that the average consumer installs this product correctly, it is highly recommended that you completely remove the inner chamber and install the product in that manner. This is where Merge can definitely improve their product. Their supplied installation instructions should take this into account, and as such we felt they should update their procedure.

That changes the installation difficulty fro m a 5 to a 7 for average Joe.


How well do they work?

The Merge RRS springs were an interesting product. Just to get it out of the way, without changing any adjustments, bottoming was no longer an issue. Every test rider experienced none of the previous issues with bottoming control as once prevalent to the bike. One rider (yeah that guy), however, managed to over jump a large up hill double straight into a sharp hole.

Here is his recount:

"I thought I was nearly going to break my wrists!" he said.

"After getting real stiff and squeezing the crap out of the sides of the bike, my brain starting wandering! I kid you not I was up there, I mean I had enough time to think what hospital was gonna fix my wrists! Don't know WHAT I was thinking going up the face, but anyways, after puckering the ole' balloon knot, the bike pounded straight into the hole. I was scared, but it completely surprised me with barely a "clink" and practically no hard hit to my wrists. Talk about way different than it used to be..."

Everyone was glad he was fine, as that double could definitely bite you.

(not actual test photo)

While every tester was excited about the increased bottoming resistance, the braking bumps are what really matter to most riders. Here each tester stated that the bike worked well.

The biggest difference noted was under heavy acceleration. The front wheel no longer skipped and darted, instead actually absorbing the small chop under heavy power. Head-shake was no longer experienced by any test rider with the RRS installed. But there may be a reason for this....and the adjustments portion may shed some light in this area.

Obviously, using that information, one can conclude the bike was much more compliant to initial movement. When before it would deflect and feel harsh on bumps, it now moved with the ground much better. Each rider felt they experienced much less arm pump than before.

When the test riders were probed for further information, there wasn't much to be had. The bike worked well, period.

Was it the best suspension they had ever ridden? No.

What would they improve? Nothing, really...

So its fine then? Yeah...its good, no complaints.

One pro rider, who typically rides a bike with completely reworked suspension from one of the "giants" in suspension, including fork sub tanks (he is a pro...of course his suspension is re-valved), commented that the suspension didn't feel too far off from from his, and with some minor tuning it could be raced hard with no issues.

Was it as good as his? No.

The real tale of the Merge RRS springs is exactly that. They aren't earth shattering by themselves. That said, when no test rider has any complaints, the suspension has to be doing its job.

Considering where the suspension was prior to installation, that is a huge improvement.

What Adjustments Should I make after Installing the Merge Springs?

Who knows! Every rider is unique, but if your set up was close prior to installing the springs, it will be close after installing the springs.

With bottoming control no longer an issue, most test riders went in the softer direction with the compression.

This may have allowed the bike to absorb the small chop better than before, not merely the springs. The Merge Rising Rate springs are directly attributed with this overall improvement. With the RRS installed, softer compression settings were allowed, giving better overall initial movement. Previously, to get the same level of small chop compliance as possible with the RRS, the soft compression setting would lead to a harsh "clank" 3-4 times a lap.

Are they worth the money?

At a retail cost of 60 dollars even, the Merge RRS springs are not expensive in relation to a re-valve. Compared to your typical ICS spring, however, they come at much higher price.

If your on the fence, and are already considering purchasing the RRS springs, think of it this way. The sacrifice is basically skipping one race weekend, saving that money, and putting it towards these springs.

At your next race, you will greatly appreciate the purchase.

The real question is, are they staying in the owner's bike?

Yes, they perform much better than stock.

Don't expect a miracle, however. Nothing can compare to getting your suspension's spring weights and valving correct for your ability. If you feel your suspension is close already (at least the correct spring rates) , the Merge RRS will improve your suspension's performance.

The Bottom Line

Merge provides a well made product, with solid performance gains that you can feel. What else can you spend 60 bucks on and get a noticeable performance gain?

In that light, using a cost to performance rating, EternaltwoStroke.com is confident in giving the Merge Racing Technologies a 4/5 rating.

The installation difficulty and lack of instructions to perform complete inner chamber removal are the only things holding the Merge RRS from a 5/5 rating.

Product Review: Merge's Rising Rate Springs - Part 1

Merge Racing Technologies first made ripples in the racing community with its release of their adjustable leak jet. While the product hasn't revolutionized motorcycles, it has greatly improved in an area lacking with the modern surge in four stroke motorcycle sales. The dreaded “bog”. The ripples slowly built into waves, as many of the top 20 riders in the country started using the product and having great success with it during the 2008 Supercross and now Motocross season.

But a company can't exist merely on one product, and that brings us today.
The one mythical area on most rider's bikes has always been its suspension. Most riders never even venture into touching their suspension, let alone adjusting its internals or oil levels. Instead, they rely on various companies to rebuild, perform seal replacements, and ultimately re-valve their stock components to obtain their desired ride.

Merge Racing Technologies' offers a truly unique product in their Rising Rate Springs, or RRS for short.

[Ed Note: This is a very simplified technical explanation - techies: take it easy!]. The modern forks on race bikes are a “twin chamber” design, with an internal damping system that resembles a typical rear shock in design. While there are some differences your fork's design vs. your shock, one major difference is the lack of a nitrogen reservoir. Instead, to make up for the lack of a nitrogen reservoir, modern twin chamber forks use a spring. This spring is commonly referred to the ICS spring.

Why do ICS springs and Nitrogen

reservoirs exist?

When the shock shaft enters the shock body, it displaces a volume of fluid equal to its own volume. This fluid has to go somewhere, and thus a pressurized chamber is provided. The fluid is allowed to enter a chamber as the shaft compresses, but as the shaft rebounds the fluid returns.

The nitrogen and ICS springs maintain a positive pressure on the fluid at all times to prevent tiny air bubbles from forming in the oil while also providing an additional spring action. The farther the shaft enters the stiffer it gets. The nitrogen reservoir and ICS spring are purely position sensitive.

Many people feel that the ICS springs act only in combination with your main fork spring and the air spring adjusted by your oil height.

However, depending on velocity conditions, the ICS springs also effect what part of the valving gets used: if the fluid velocities are high enough, it can't find its way through the low speed part of your valving fast enough. It then transitions to the "mid valve" or rebound side of your piston.

To quote Hooligan, one of the partners at Merge, from thumpertalk.com,

"Here is a quick explanation on how they work - When you run a really light pressure spring the piston below it moves easily and the inwards (compression) damping force is controlled by the oil going through the upper piston holes, the shim stack that covers these holes and bypass holes in the piston (not covered by shims and inc the compression adjuster). The stiffer the pressure spring the more resistance on the floating piston, this in turn forces the oil through the shims on the bottom of the rebound piston (attached to the damper rod AKA “Mid Speed Valve”). You need to enough mid speed to slow the fork down over big hits so it doesn’t bottom but, too much mid speed is one of the most common causes of harshness."

Yeah, what he said.

Since their inception, tuners have been exchanging these ICS springs in favor for ones with lighter spring rates claiming much better small bump compliance and better overall performance. However, they are a compromise. By allowing better small bump compliance, bottoming resistance is lessened to some extent, and the risk of cavitation (tiny air bubbles in the oil) increases. While a good tuner can circumvent the bottoming issue and possible poor high speed damping performance by using other elements of the fork's systems, merely swapping your current ICS springs for lighter ones may not be the end all be all answer, and the risk of worse performance lingers.

Instead of merely offering a lighter spring, Merge Racing has brought a new concept to the table with their progressive ICS spring. According to Merge, this is the “linkage for your forks”, and by using a little engineering, the springs are wound and tapered in such a manner that they have a progressive spring rate.

What's a progressive spring rate?

Most springs are categorized in a manner such as kg/mm, or something similar in different units of measure.

For example, a spring with a 1kg/mm rate means as follows.

To compress the spring 1mm, and it requires

1kg of force, to compress it 2 mm it requires 2kg of force, and for 3mm it requires 3kg of force.

But the RRS spring is different.

To compress it 1mm and it may require .5 kg, but to compress is 2 mm it may then require 2kg of force, and then on 3mm and it may require 3.6kg and so on.

As you can see, the progressive spring is not linear, as opposed to normal springs.

Installation

Installation seemed difficult to say the least. Not only would it require removal of the fork inner parts, but it required removal of the important fork internals. At this point, the intimidation factor was at a 10. But after referring to supplied instructions, and taking a leap of faith, installation was actually a cinch.

Watch the video to see it Installed...kinda

Installation difficulty (1-10): 5

Its smack dab in the middle between: Installing an exhaust and changing a tire.
Make sure you use the correct tools.

Stay tuned on EternaltwoStroke.com for part two and find these, and many more, answers out:

Does it work?

Is it worth the money?

Can its design be improved?

A Linkage you say....

What adjustments must one make to best optimize its installation?