Going Racing at 51

The MISupermoto track day and racing season is ramping up. The first track day is tomorrow at the Jackson Speedway. I haven’t even made it out to the track and I’m kicking around a crazy idea. I’m thinking that I might go racing this year.

This idea is kind of nutty on several levels. First, I’ve never raced motorcycles of any kind in my life. I have no experience racing. The closest thing I have to racing experience is my participation in supermoto track days. I can say without fear of contradiction that I am the slowest rider on the track. The kid racers zip around me as if I was some kind of slow moving obstacle. I roll slowly over the jumps and nervously twitch as I slide my way around the curves in the dirt section. I am faster on the pavement but “fast” would not a descriptor anyone watching me would use. My lack of experience and racing skill is surely one mark against me should I decide to start my motorcycle racing career at 51. That leads to issue number two.

I am 51 years old and, while not fat, definitely out of shape. All of my muscles are somewhat atrophied from what they were in my younger days and my aerobic fitness level is fully tested in a slow walk up two flights of stairs. I don’t smoke but probably enjoy beer a little too much. Getting in better shape would one fundamental necessity should I decide to go racing.

Third, the XR is not appropriate for supermoto racing. Yes, it’s a blast to ride with the SM setup. Unfortunately, it’s way heavy and not especially fast. A 250 would likely be a better platform for a beginner since it’s lighter and not too fast for my skill set.

They are probably other reasons why I should not start racing now. Lot’s of logical, rational reasons not to do this. That said, the thought of racing has me energized. I’m already mentally planning a physical training regimen, on-track training with several faster, more skilled friends to improve my lines on the pavement as well as my jumping, cornering skills in the dirt and tactical training for getting around the course faster than the competition. I’ve identified several bikes – including the Yamaha WR250X - that might best match my racing skills. Not too big or heavy, with enough grunt to get me around the track in a controlled, yet fast manner.

I think I can race. If I end up going racing this year, I’ll be racing to win. If you’re interested in what it takes to go racing at 51, stay tuned in future issues for more information. I will make my decision by the time the June issue is out.

Going Racing at 51: Getting Started

Last month, I announced my intention to participate in MISupermoto’s three race series at the Auto City Speedway in Clio, Michigan, scheduled for this summer and early autumn. The desire to go racing began as a marketing idea for MISupermoto and several of our advertisers. I figured that between the monthly updates, track days and the actual racing, we could generate a significant amount of attention and hopefully some business not only for supermoto but also for the team sponsors. Win-win for everyone involved. My idea to go racing for the first time in my life at 51 was secondary to that goal. Truthfully, as I thought more about racing and the commitment I was making, I realized that this whole idea might be more than a little dumb.

What the heck was I thinking? I described my rather poor physical condition in the previous issue so I won’t beat that dead horse. The fact is that I am giving myself about two months to get into good enough shape to run a competitive race. That’s a tall order. Add to that the fact that I don’t have racing experience beyond the racing around a field on dirt bikes in my youth. It’s hard to imagine that this effort could be successful – even if I had begun working hard as soon as the idea entered by mind. I also have to consider the consequences of a serious crash – always a possibility. While I was a good athlete in my younger days, those days are long past. I am not as strong or flexible as I once was. That my bones might possibly be more brittle and prone to breaking is a consideration. I genuinely don’t want to get hurt. Fear that this effort to go racing would be a catastrophic failure began weighing on my mind.

While all of that negative thinking was front of mind, another more optimistic thought began to grow. For 51, I am not in horrible shape. Plus, while slow, I do have riding skills that could, with regular practice, help me improve my lines, lap times and overall competitiveness. More positive thinking began to overtake the negatives. Maybe I can go racing and just have some fun doing something I’ve never done before. That approach seems right. Otherwise, this whole supermoto racing thing could be a huge disappointment. It should be fun, right?

As is usually the case when I begin a project, I decided to put together a plan to overcome my weaknesses. The plan has multiple angles (some of which are not as yet fully crystallized) including physical conditioning, mental conditioning, dirt training (jumps and slippery dirt corners), paved-track training and racing strategy. At this early stage, these angles are more about improving me than worrying about a race bike or gear. The bike and gear will mean little if I am not physically and mentally ready to race when I get to that first starting line.

The physical training plan is moving forward, albeit slowly. Key to everything that follows is stretching. As soon as my training started, I realized that my movements were rather restricted due to tight muscles. I used to stretch for a good 20 to 30 minutes prior to a workout; that was when I was already flexible. Since my flexibility is seriously diminished since those days, stretching seemed to be a good place to start. I am now stretching my arms, legs, back, neck and shoulders regularly throughout the day – when I first get out of bed, in the shower, while watching TV in the evening, before exercising and any other time I have a few minutes. The stretching alone has me feeling better and even standing a little straighter.

A combination of walking / slow jogging is helping to build my aerobic fitness. I expect to be jogging at a slow pace for two miles within the next two weeks. I’ve also started doing basic calisthenics after walking / jogging. Jumping jacks, push-ups, sit-ups/crunches, squats and a few other exercises are in the mix. The whole workout takes about an hour and a half. More pain than progress thus far. I am feeling muscles I haven’t used for years and that’s a good thing. This entire process is worthwhile for no other reason than my getting in better shape for the first time in years.

The next steps will hopefully make for more interesting reading. The next step in the plan is to consult friends experienced in different types of racing. My friend and customer, Dave Bowman (www.tech-care.com), has been a successful motocross racer for years. I’m hoping to get him to teach me how to ride in the dirt. The dirt sections that make up 30% of the typical supermoto track are my weakest sections. I roll over the jumps at slow speeds while other riders fly past me. I struggle to keep the back street tire from sliding out in the dirt curves. Dave already teaches new wannabes to race motocross in classes up at Baja MX, just east of Birch Run. I’m certain that Dave can help me catch some air over the jumps, land in way that doesn’t end up with me on the ground and stay upright in the curves.

Training during the supermoto track days will be a “watch-and-learn” kind of education on the paved sections. I’ll be paying special attention to the lines of the faster riders as they speed past, braking points and racing between the better riders. All of the track-day riders have been especially helpful in offering suggestions for improving specific skills in the past and I’m hoping they will continue to be as helpful in the future.

I’m still working on ways to accomplish the mental conditioning and racing strategy. I’m hoping my mental conditioning (race mind) will improve as my physical condition and racing skills improve. Racing strategy is something else.

This racing effort is a work in progress in the very early stages. The key point is that I’m going racing and I’m motivated to be ready for the first race. This racing journal is helping to motivate me as is the fact that by telling you all about my intentions, I’m more likely to follow through with the plan. Stay tuned for more as preparations of the Midwest Motorcyclist™ Supermoto Racing Team for the 2009 MISupermoto racing season continues.

Going Racing at 51: Track Day Training

Yesterday, I participated in my first supermoto track day in almost two years. As mentioned in my previous journal entry, I have been stretching, jogging and doing some basic calisthenics to get ready to race in the 2009 MISupermoto three-race series beginning in late July. While I haven’t been as consistent in my exercise as I had hoped and planned, progress has been made and my confidence in my fitness level has grown over the last month.

Today I am sore. The muscles in my shoulders, back, arms and inner thighs are all tighter than banjo strings. Extending my limbs or even standing straight is quite slow and exact. No movements are initiated that might contribute to my discomfort. Almost every movement sends a pain signal to my brain that causes a grimace across my face. A quick move could, I’m sure, pull or tear a muscle. Ben Gay has lost its effectiveness in loosening my muscles or relieving the aches. Even ibuprofen seems to have little effect. My exercise program is clearly insufficient to prepare me for racing.

Still, I am totally enthused and exhilarated. Yep, that’s right, I’m tired and sore and totally jazzed about supermoto and racing. I had forgotten how much fun supermoto could be.

Arriving at the Jackson Speedway just after noon, I unloaded my XR650L street motard and prepped to ride. Prior to loading the bike, I had removed the taillight and mirror, taped up the headlight and checked the air in the tires. Earlier in the week, the oil had been changed and the air filter cleaned and re-oiled. The bike was ready for the track. Myself, I was nervous.

All of the worst-case scenarios flooded my mind as I stuffed myself into my leathers and boots. Would I crash? What would happen if I did? Would I be so slow that the slow riders would taunt me as they passed? Would rolling over the jumps in the dirt section depict me as a wimpy, supermoto-racer wannabe who was completely out of my true element – sitting at a desk working on a computer in my office? Worst of all - would the other riders laugh at my on-track efforts? These were just a few of the less serious thoughts invading my mind. XR warmed, helmet on head and cool looking, armored supermoto gloves on hands, I idled slowly to the entrance to the track.

Dave Duprey, owner of MISupermoto, waved me onto the track when the way was clear. My first session was about what I expected. No crashes but I was way slow. My shifting was out of synch with the track; the wrong gear for the situation on the track. The most common error was being in too low a gear so the motor was just screaming. My brake points were all over the place. Sometimes I braked so early that I had to accelerate again just to get to the curve while other times I braked so late that the front end was diving, the rear tire studdering and nearly running through the curve. And all of that was just in the paved section.

In the dirt, I rode pretty much as planned, rolling over the double jumps and cruising slowing over the small whoop-de-doos and around the corners. Yes, the other riders were fast but most unnerving was seeing the other riders flying past my head as I rolled down the first jump in the double and they were flying it. I’m not sure how long or how many laps I completed during that first session but ran myself tired and thirsty. Maybe I should have actually done a track day before publicly announcing my intention to race this year? If those first few laps were any indication, this might possibly have been the worst decision I’ve made in awhile.

Sitting on the tailgate of the truck guzzling water, I reflected on that first session. Nothing impressive for sure, my shift and brake points had improved. I was still rolling over the doubles but found good lines to go a little faster in the dirt. A plan started to from as to how and where on the track I might improve during my next session.

Back out on the track for session two, I was improving, albeit incrementally. I adhered to my brake points (that point on the track where the rider rolls off the throttle, downshifts and brakes for a corner or transition to dirt) more closely and had established the correct gear for the situation on the track. I was getting through both paved and dirt sections faster. My confidence was growing. Yes, other riders were still passing me paved section and through the jumps but I was holding my own in other parts of the dirt. As I rolled off the track at the end of my second session, I knew that I still had to improve in several areas but was better than I had been previously.

Between my first and second sessions, I met “Captain” Kirk Orr, who was riding in his first supermoto track day aboard a Honda CRF450R Supermoto bike. Having raced motocross and participated in sportbike track days, Kirk had come out in search of some new fun, possibly something he and his four children could eventually do together. He told me that he was planning to come out for future track days and might even consider racing later this year. Yes, he was faster than me.

After a rest and some water, it was back to the track for more practice. Dave Duprey pulled me aside to offer some advice. He counseled me about my heavy use of the brakes and the front-end dive I was causing. He told me that when I applied the brakes so abruptly I was causing a psychological reaction akin to fear that slowed the transition from braking to acceleration. He suggested that I brake just slightly earlier but more smoothly with less pressure, slowing the bike without causing the nose dive. Message received, I entered the track.

What is interesting is the value that a knowledgeable observer can bring to any activity. Dave is professional supermoto racer in addition to his MISupermoto track day enterprise. His observation about the way I used my brakes made a HUGE difference in both speed and the effort I used in the curves. The first time I tried Dave’s technique, the action was tentative and didn’t really make much difference. A few more curves and my technique was smoother, without compressing the front suspension and I carried what felt like significantly more speed through curves. This is one of those adjustments will hopefully make me more competitive when the time to race finally arrives. Yes, I need more practice with this technique but feel like it’s already made a difference for me.

At the end of that first track day, I was physically exhausted but satisfied with my improvement. My riding improved from the beginning of the day to the end. I learned which areas of the track posed the toughest obstacles for me and where I needed to improve the most.

With the exception of the double-jumps in the dirt, my dirt speed improved significantly. By the end of the day, I was no longer putting through that section in first gear. Instead, I was switching between first and second and no one was passing me (again, other than the jumps). That could be a result of my faster pace or it could be that the other riders were afraid that if they passed in that section, the weighty XR might fall over on them. I’m betting it’s because of my speed. My greatest weakness in the dirt section is, obviously, the jumps. I’ve set a goal to be able to consistently clear the jumps – and land safely - before the first race at the Ogemaw Heights High School in West Branch, Michigan on Thursday, July 26th.

In the paved section, my weakness is obvious. I have to go faster. The XR has the speed but it’s heavy to shift back and forth from one curve to the next. Since it looks like the XR might be my race bike, I’d better get used to riding it on the track. I’m confident that as my strength and confidence increase, I will go faster. Practice, practice, practice, as has been said by people smarter than me, is the way to succeed. I’m all in.

The next MISupermoto track day is scheduled for Auto City in Clio, Michigan on June 28th. That’s the site for both the second and concluding race in the 2009 MISupermoto racing series. The Auto City track day will provide the best opportunity to gain familiarity with the track and work on getting up to speed.

Yes, I’m feeling some pain and tight muscles today and expect it will be worse tomorrow. Fortunately, none of my worst fears had been realized. I didn’t crash and no one taunted or mocked me (that I know of.) The physical pain will pass quickly and I’ll be ready to go for the next track day. I’m really happy and motivated – to be exercising in a more structured way than I have in years; to be participating in track days and working to improve my speed and skills; and to be planning for the first organized motorcycle races in my life. I can’t wait to get back on the track!

This “Going Racing @ 51” is one in a series of journal entries reporting on my efforts to start supermoto motorcycle racing – my first motorized racing of any kind - at the ripe old age of 51. Included in this series are the training efforts, both physical and mental, that I’m undertaking in preparation for the races in which I plan to participate. I’m a beginning racer not even sure if I have what it takes to go fast. I hope you’ll find this series enlightening, entertaining and, for you other racer wannabes, inspiring. It’s not too late. If can do it, anyone can. If you missed the first few entries in this journal, you can read them on our website at www.midwestmotorcyclist.com. Thanks for reading.

My last journal entry reviewed my first supermoto track day in almost two years. It also described the aftermath of that exercise. During the first few laps, I was an uncoordinated noob, seemingly unaware and definitely unskilled in the use of the throttle, clutch and brake coordination needed to lap the track. As the track day progressed, my coordination improved; my shift and braking points were more consistent and my speed increased. Weaknesses in the dirt section, especially the jumps, highlighted some of the practice I would need if I were to compete in an actual race. I was getting faster but needed a lot of work.
In the couple days following that first track day, I discovered that my planned exercise routine was completely inadequate for what I was trying to do. My legs, arms and back were all sore and stiff; so much so that it pained me to move. Stretching seemed to aggravate the pain. I definitely needed more work.
The next MISupermoto (www.misupermoto.com) track day was held on June 28th at the Auto City Speedway in Clio, Michigan. This is the track where the final two rounds of the racing series are going to be held. Despite it being only my second track day this year, my performance was significantly better than the first day. I was faster and more in synch with my XR. My fitness level was obviously better which enhanced my comfort level. However, my performance in the dirt was once again the obvious weakness. I was still rolling over the jumps while others around me were jumping from bump to bump. I recognized that if I am going to become a competitive racer, I have to work on my skills and confidence in the dirt sections. I needed professional help, an expert who knows about riding fast in the dirt.
Less than a week after that second track day, I met with Dave Bowman and Joel Raymond. Dave, owner of Tech- Care Suspension and Small Displacement Motorsports in Waterford, Michigan plus a long-term friend and customer as well as a former professional motocross racer, offered to teach me some tricks. Joel, owner of MJOLNIR Course Construction [(586) 665-4007], is a track builder who has built practice tracks for professional motocross racers such as Tyler Evans, in addition to building ArenaCross, SuperCross and FreeStyle MX tracks. He has also built tracks for four-wheel truck manufacturers such as Land Rover and Toyota. He offered to let us use his private track behind his house. Joel’s track is unlike a supermoto track. It’s a motocross track designed for skilled riding. Two sets of whoop de doos, tall double jumps, a table top, a downhill jump and at least one off-camber turn are just a few of the challenges on this technical track. Dave and Joel watched me take a few laps and offered suggestions for improving my dirt skills and confidence. Specific suggestions included keeping my head and eyes up, standing on the pegs all around the track, weighting the outside peg while turning, staying on the gas over the crest of a jump, throttle clutch and brake control and body positioning. These were just some of the skills and techniques on which they worked with me. I practiced until worn out. I got faster and finally started getting some air over the single jumps and table top. My skill was growing and my confidence with it. Still not where I wanted to be but not where I was when I first decided to go racing.

Dave Bowman

I got off the track and Dave and Joel got on. I admired their riding skills but also tried to learn from their technique. I could see that they practiced the very techniques they were teaching me. Dave even took a few laps on the XR. It’s probably 50-60 pounds heavier than his Suzuki 450 twostroke motocrosser. The XR saw more air on that track under Dave’s control than any time since I bought it about six or seven years ago. When he returned to the makeshift pit area, he proclaimed the XR to be an “elephant” and decided what I really needed was a CRF450. The practice and instruction in the dirt was incredibly helpful and just in time. Race day was one week away and I was ready to race.

Joel Raymond

Race #1: Ogemaw Hills High School

The XR and I were both ready for the race. I unloaded the bike along with some other early arrivals, including racers from the Upper Peninsula near Wisconsin and Indianapolis. I confirmed that I could use my preferred number and applied the stickers to the bike: I was using number 51, reflecting my age and this journal. The white numbers against the black background provided excellent contrast and I felt sure would be intimidating to my competitors. You know, the black, evil-looking bike with the numbers being the only stickers on the bike. (Actually, it reflected my lack of sponsors but how was the competition to know that.) I was more than a little pleased when the numbers on the two side panels and front number plate all lined up nicely. It was a good day. After registering for the race, I walked the track.
Dave Duprey, owner of MISupermoto and race organizer, had set up a nice, technical track. I would guess it to be about 50% dirt to 50% paved. More dirt than I would have liked but we would all be competing on the same track. The other racers would face the same challenges as me. A metal jump near the end of the paved section provided the only obstacle for which I wasn’t prepared. It wasn’t too big so I figured I would be okay with my new found jumping skills. Analyzing the track, I decided which jumps I would try and those I would roll. My confidence level was high.



We all had plenty of practice time. My positive attitude ebbed a little as I began my practice laps. The other beginners seemed to be much better than this beginner. They were handling the double jumps with ease and backing it into the corners. I was performing as I expected but it wasn’t fast enough as compared to my competition. I felt a little fluttering in my stomach as race time approached and the more than 400 spectators filled the hill overlooking the course.
I had a good draw for the heat race – third lane on the inside position. The start offered plenty of excitement. The racer in the center position in row two popped a massive wheelie which slowed the racers behind him. I rushed to the first curve – a u-turn – but was jammed in with a bunch of other racers. I was pushing but found myself falling further behind. A few, nonserious crashes here and there kept me out of last place. I ended up finishing ahead of two other racers. Apparently, the black color scheme on the XR wasn’t as intimidating as I had originally hoped.



In the Beginner Main race, I started in the back row on the inside. Three crashes before the first double jump left chaos on the track. I weaved around the fallen bikes and bodies and made my way around the course. The racers in those crashes recovered quickly and passed me before I was out of the second dirt section. My prospects for finishing anywhere ahead of last place were looking dim.
On the fourth lap, I entered the long front straight and was wide open past the start-finish line. I braked, down shifted and began to turn in for the u-turn when another racer came inside my line and bashed into the side of my bike. We both stayed up but the XR was slightly damaged. I found I couldn’t shift to any gear higher than second. I continued for two laps but realized I was more of an obstacle than a competitor. I retired to the pits.
Despite what you might expect, I came away from that first race energized. I had done it. I had competed in the first motorcycle race of my life. Sure, my performance wasn’t exactly what I would have hoped but, with my training and practice, I was improving. Yes, I need more practice and confidence to get faster. But I also need the right tools for the job.

The XR, despite being an excellent street motard, is not a race bike. No, I’m not blaming the bike on my performance in that first race. I feel like I need to do what my Dad always told me to do: use the right tool for the job. It makes the job less frustrating and significantly easier. I had been working to get the right tool for this racing endeavor since the spring but couldn’t quite make the right connection to get a race bike that met my limited budget. Fortunately, that situation changed just a couple weeks before the first race.
Husqvarna is currently the only manufacturer supporting supermoto racing in the United States. Yes, the big four Japanese manufacturers each have 250cc supermoto-styled bikes (the Honda is actually a 230cc motor) but it’s more of a styling set-up than a racing effort for those manufacturers. KTM no longer sells their supermoto race bikes here in the U.S. There are also a few smaller European motorcycle manufacturers producing serious supermoto bikes in small numbers but don’t’ have significant distribution here. I saw an opportunity.
I approached Husqvarna with a sponsorship proposal. Yes, I was asking for a free SM 450 R motorcycle that I would race for the three-race MISupermoto series and then return it to the company. This sponsorship in return for providing exposure of the brand and the bike through our race efforts and Midwest Motorcyclist™. I thought it was a good opportunity for both companies. While the folks at Husqvarna might certainly have laughed at my proposal, that didn’t show in their response.

Husqvarna Motorcycles North America

They explained that they don’t give motorcycles to just any yahoo who wants to be a racer. Apparently, there are more requests for such sponsorship than the number of bikes actually available. They did, however, offer some sponsorship help and put me in touch with Jay Hall at Hall’s Cycles in Springfield, Illinois. After doing a little research, I discovered that Jay is something of a Husqvarna guru. His interest extends beyond selling supermoto bikes; he sponsors professional supermoto racer Ron Peterson as well as the Land of Lincoln Supermoto Racing Series. Jay has invested in supermoto in his area.

Hall's Cycles, Springfield, IL Husqvarna SM 450 R

In short order, I called him andmade a deal on a 2009 Husqvarna SM 450 R. He’s providing setup assistance on the bike and other technical help to my racing effort. As you can imagine, I feel incredibly fortunate to finally have the right tool for the job and the support / assistance of Hall’s Husqvarna (www.halls-cycles.com; (217) 789-0107) in my racing effort. Look for a review of the performance of the SMR in future issues. The plan is to race the stock Husky in race two on August 16th and then hop up the performance for race three.
Now, there’s no excuse. I’m now the performance issue. Am I the right tool for the job? We’ll see.

Last month, I described the first ever motorcycle race of my life. I had undertaken a somewhat rigorous physical, dirt and track day training program in hopes of getting to the front of the Beginner Class by the end of the three-race MI Supermoto (www.misupermoto.com) season.

I didn’t perform anywhere near my expectations in that first race. Finishing ahead of two other racers in the heat race – only because each crashed – and then not finishing the actual race because of a minor crash that damaged my shifter lever was a disappointing beginning to my racing career. I didn’t expect to win; I expected to compete.

I realized that an objective evaluation of my strengths and weaknesses was necessary. On the positive side, the race atmosphere and environment wasn’t at all intimidating. I was mentally in the race from beginning to end. I stayed up on two wheels the entire race despite being run into by another racer. I was fast enough in the paved sections to avoid being passed by any but the very fastest racers.

On the negative side, the dirt is my weak section. I’m handling the corners and sliding fairly well but the jumps have me a bit intimidated. If I’m going to get faster, confidence, practice and commitment to jumping is a key.

In trying to understand my anxiety about jumping, I started looking at the reasons I might avoid going fast enough to jump. One likely reason was my XR650L Motard. Weighing in at about 300 pounds, the XR is, as my friend Dave Bowman says, an “elephant.” It’s heavy and, while OK on dirt roads and hard-packed trails, it’s lumbering on the track. I think I might be subconsciously concerned about crashing and having the bike fall on me or someone else. I’ve dropped that bike in the dirt before and to say it’s heavy to lift in riding gear is an understatement. The XR is likely part of the problem, no doubt, but it’s not the real issue. The real issue is a mental one. I decided to focus on the things I can control. I would replace the XR with a true race bike. The mental stuff would have to wait until…. well, until I find the right combination of psychotropic aids. Just kidding. I already found the right combination.

After a series of calls, Jay Hall, owner of Hall’s Cycles, and I struck a deal on a Husqvarna SM 450 R. Hall’s is located in Springfield, Illinois. The SMR is a race bike with lights, mirrors and directional signals so it can be licensed for the street.

I arrived at Hall’s on the afternoon of Tuesday, July 21st. Jay met with me in the showroom and led me over to the SMR. All motorcyclists know that excited feeling when looking at a brand new motorcycle on the showroom floor – especially with the knowledge that the bike is coming home with said motorcyclist. Jay described the starting, break-in and operation of the SMR as well as performance characteristics of the bike. He described the installation of the “power up” kit and offered his recommendations regarding priorities for future upgrades.

I asked a few questions. Some of them a little dumb. For example, the SMR has electronically-controlled fuel injection. We were talking about upgrades that would enhance the bike’s performance and I asked Jay about his recommendations about carburetor jetting when I upgrade the exhaust system. He probably thought I was a little dense but he didn’t show it - he didn’t even chuckle. Jay simply explained that since the bike was fuel injected, the fuel flow was regulated by the electronic control module; it would automatically adjust for any system changes. It was definitely a “Duh” moment for me but I appreciated the fact that Jay didn’t react to the stupidity of the question. I liked this guy.

Jay took me on a tour of his facility while Steve wrapped up the paperwork to complete the sale. In the service department, Jay showed me Ron Peterson’s race bike. Peterson is a professional supermoto racer sponsored by Hall’s. He showed me the safety wiring on the bike his team had completed and discussed some of the other upgrades they had made to the bike to help make Peterson more competitive. I learned a lot about Husqvarna motorcycles, supermoto and Jay Hall himself during the short time I was in the dealership. The deal wrapped up, I headed for Indiana to visit family and work on distribution of our August issue.

Two days later, “jonesing” to put some miles on the new Husky, I persuaded my brother, Mark, to take a day off to go riding with me in the hills south of Indianapolis. Mark usually reserves his days off for his daughter (my niece), Annie, but agreed to go along for the ride since we don’t often have an opportunity to go out riding together.

Neither of us knew where we were going but we ended up putting in about 180 miles. I tried keeping the Husky under 5500 rpms to help ease the engine break-in. Taking it easy on a new bike, especially a motorcycle intended for fast riding, is easier said than done. I regularly found myself creeping up to 6,000 rpms which is precisely where the SMR seemed to want to run. Speed discipline is not always one of my strengths but I was reserved. The bike isn’t really set up for the kind of riding Mark and I were doing; it’s set up to ride fast and hard on the track. It was a most excellent day of riding - the best I’ve had in a while. I brought the bike home and started making plans for initial upgrades.

I decided not to worry so much about making the Husky go faster. Instead, my focus was on making the bike as easy to ride as possible, protecting the bike in the event of a crash and protecting me, too.

My first call was to Dave Bowman, owner of Tech-Care Suspension and Small Displacement Motorsports in Waterford, Michigan. Dave has been a friend and customer for years. He’s also the guy who originally set up the suspension on my XR. It is no exaggeration to write that the XR was nearly un-rideable when I first bought it. After Dave upgraded the suspension, the XR was a completely different bike. The ride was plush and comfortable even on bumpy gravel roads. The handling on the pavement and in the dirt dramatically improved. It was money well spent. Because of that experience, I asked him to set up the suspension on the SMR. He set the sag and adjusted the front forks. The bike feels more stable in the dirt while retaining the stiffness necessary for the paved sections. We’ll see once we get to the track.

The next call was to the owner of Supermoto Engineering (www.supermotoengineering.com), Harry Hoffman. Harry provided the sliders for my XR project. I was very happy with the ease of installation and the effectiveness of the sliders when the XR hit the ground at a couple of track days. Harry was happy to help with this new project. I received the sliders a few days later and installed them earlier today. The front sliders took all of 5 minutes to install. I had to remove the rear axle to install the axle sliders in back. To confirm my plan of attack before damaging something on the bike, I called Steve at Hall’s to confirm that what I planned was correct. He explained precisely how the rear axle would come apart, the impact on the chain adjusters and how it would all fit back together. Precisely; as if he were looking at the bike during the disassembly. He made it incredibly easy to complete the job in 15, maybe 20 minutes.

Finally, I called Paul at Highway Dirt Bikes (www.highwaydirtbikes.com) about his billet aluminum hand guards. I had seen several examples of his work on dirt bikes while visiting the Café Husky web site and was impressed with what I saw and read. While he hasn’t worked much with supermoto guys, he was ready for the challenge. He asked for some dimensions, fabricated the hand guards and shipped them out to me in time for Race #2. I also installed the hand guards earlier today.

I downloaded installation instructions from the Highway Dirt Bike web site and set to work. The hand guards took a little longer to install because of my desire to make sure I wasn’t doing damage to the new bike. I did do a little damage but hope the solution I used is just that, a solution. Everything I needed for the installation was included in the kit, even the tap for the handlebars. Within an hour or so, the hand guards were installed and I was ready for Race #2. The sliders protect the bike and the hand guards protect my hands in the event of a crash or collision.

The second race, as I write this entry in my journal, is tomorrow. I am excited and mostly prepared for it. The SMR seems to be the right motorcycle for what I’m trying to do. The fact that I haven’t ridden a single lap on a track with the bike doesn’t bother me. I figure that my track experience on the XR will make riding the Husqvarna much easier. It’s ready to go as am I. I’ll have plenty of practice track time prior to the race to get comfortable. The bike is lighter and accelerates significantly faster than the XR. All I really need now is some success with the jumps and I’ll finish further up in the pack. The other competitors are tough and fast. We all want the same thing; to go faster and finish higher in the race results. We’ll see if the changes I’ve made help me accomplish that end. By tomorrow evening, we’ll know for sure.

This entry picks up precisely where I left off last month. For those who don’t remember, Cathy and I were scrambling to wrap up the September issue and deliver it to our printer so I could get ready for my second race later in the day. I had completed much of the prep work on my new Husqvarna SM 450 R, including the installation of sliders (www.supermotoengineering.com) and bark busters / hand guards (www.highwaydirtbikes.com), the previous day. Still to be completed were the removal of the kickstand, application of my racing number (51) and loading the bike, gear and fuel.

We wrapped up the issue about one o’clock. I was scrambling to get everything together and arrive at the track in time for at least one practice session before the 4 pm race time. At that time, I had ridden the Husky about 180 miles but not a single lap on the track. I needed at least one session to get used to the bike.

Ever notice how time speeds up and problems mount the closer you get to a deadline? That was my situation. Kick stand removed and everything loaded in the truck, I realized that I still needed to pick up fuel, water and energy snacks before getting to the track. The time was about 1:50 pm. Already stressed from the print deadline, my muscles were tight with tension and mind racing from the necessity to get to the track in time to practice. This was not a good way to prepare to race. I had to get to the track and be ready for practice by 3 pm.

I raced north on I-75 to the first Mt. Morris exit and stopped at the gas station on the corner for fuel, water and food. Time was getting short but I was getting closer. “I’m gonna make it,” I thought to myself. The situation was far from ideal but at least I would get one practice in before the race.

Five miles from the track, just west of downtown, I could see railroad crossing lights come on and the arms slowly lower to stop traffic. At that point, I was feeling a little better about my situation. That is, until I saw the train slowly cross the road. Very slowly. The engines seemed to be starting from a dead stop, struggling to build up speed and pulling a heavy load. This couldn’t be a good situation. The track was on the other side of the tracks so there was really no way to go around. Again, time sped up, progress slowed down and stress levels increased. The train eventually completed the crossing and I rushed to the track.

The train delay that had seemed to take an excruciatingly long time ended up being a delay of only about 10-12 minutes. I was unloading my bike and gear a little after three. I made it in time for the last practice session of the Beginner Class. Race day was the first time I really pushed the Husqvarna hard. On previous rides, the tachometer never registered rpms above 6,000. Out on the track for practice, I took a rather slow first lap, getting used to the bike’s handling. Gradually, I increased my pace until I was up to what I expected to be my race speed. I felt moderately fast on the paved section and faster in the dirt than I had been on my XR650L supermoto bike. I was even jumping two double jumps and testing the last double before re-entering the paved section. The stress was slipping away with each focused lap. I was feeling good and ready to race.

Perhaps a little too confident as it turned out. That last double was a problem during the heat race. It was the second of two doubles, one right after the other. I cleared the first but then rolled off the gas for the second. The Husky was nosing into the front face of the tabletop that was the landing area for the second double. I did that lap after lap during the heat race. I knew what I had to do: I had to roll on the throttle on the first jump of that second double. That would help keep the front tire up for a smoother, flatter landing on the table top. I was committed.

I cleared the first double with a nice, smooth landing and rolled on the gas for the second double. Too much gas as it turned out. The Husky launched off the first jump with the front tire pointing towards the sky. I did make it to the table top but landed on the back wheel. The handlebars jerked from my hands and I went down. I landed flat on my back while my helmeted head slammed into the table top. I was still slightly dazed as the corner worker lifted the Husky off my legs and pushed the bike off the track. I got off the track and checked out the bike. No damage so I started it up and finished the heat.

The actual Beginner Class Main Event was anticlimactic for me. The crash had me a little cowed in the dirt. I rolled over the jumps and tried make up time on the pavement. At the end, I was last across the finish line. I came away from that race having learned several lessons. First, if I’m going to truly compete with the other racers, I have to go faster in the dirt. I have to make those jumps to go fast. Before my crash, I was making two of the four double jumps. With that small improvement, I was faster as compared to my previous laps. My tactic for making that second double was correct; the implementation was wrong. More practice and I’ll make it.

Second, I have to have the confidence to put my bike into the action. In two races, I have avoided the intense handlebar-to-handlebar racing, especially in the early part of the race. I have let other racers pass me. Not leaders who were lapping me; just other racers on the same lap. I’ve been watching professional supermoto racing online to learn as much as possible and don’t see anyone moving over unless they’re being lapped. I have to get into the action and protect my position.

Third, crashing is not as bad as I might have subconsciously feared. I’m wearing good protective gear and wasn’t hurt in my heat race crash. A couple of abrasions and that’s it. If I’m not afraid of crashing, I should be able to push the limits of my riding abilities and, hopefully, go faster.

Finally, the Husqvarna was an excellent choice for a race bike. Much lighter than the XR, it’s much more fluid on the track taking less effort to shift back and forth through the curves on the paved section and to slide around the dirt curves and fly the jumps. It accelerates fast and brakes like a sport bike. I couldn’t be happier with my choice.

The next and final race in the Michigan Supermoto Championship (www.misupermoto.com) will be held at the Auto City Speedway in Clio, Michigan on Sunday, September 27th. In addition to the regular Beginner, Amateur and Pro classes, a special Husqvarna-only Challenge Cup Race will be included. This is the first time such a race has been organized and, with a good turnout, could lead to a Husqvarna Challenge Cup series in the Midwest next year. Races and fans alike are invited and encouraged to come out for the final race in the 2009 MI Supermoto season.

Going into that race, I had set one primary goal: to finish somewhere mid-pack but definitely not last. Not a huge goal – not to finish last – but none too insignificant either. I had finished last in the too previous races. So far back that everyone else in the field was catching up to me. I needed to show something – some level of racing skill, some intense desire to race and win – if I had any intention to race in the future.

Sitting on the starting line, I knew what I had to do. I had to start strong and put the Husqvarna SM 450 R into the mix. This had been one of my weaknesses in the two previous races. I had basically been willing to let people pass me so I didn’t have to deal with other bikes in the corners or the dirt. This was obviously a losing tactic. In this final race, I would run as hard as possible to the first turn, not simply allow other racers to pass and keep up as best I could. I knew the dirt would slow me down as it had all season but I would use speed in the paved sections to catch back up.

Through turn one, I was not quite to mid-pack but was ahead of, I think, two other racers. I kept up with the leading pack until the dirt section where my pace slowed. The leaders began to stretch their lead but a few of the other racers fell back off that pace. I could see the next racer I wanted to pass. That racer, a 15- year-old named David “Plowboy” Malloy, was riding a Yamaha 110 and was running fast. I knew I could catch him in the paved sections just because of the difference in our engine displacement. With that thought - and the fact that I had passed him earlier during the heat race - in mind, I raced to catch him.

Apparently, David was reading from a different script than I was. He was running fast. It took me another lap just to catch him. What happened after that could only be described as a race for the ages. At least, that’s how I remember it. I’m quite certain that young David could see me catching him as he made the u-turn left at the end of the long sweeping left on the back side of the track. I can only guess that he put down his head and made up his mind not to lose his position. I ran up to his back tire and followed him to the dirt section.

He threw his back tire sideways in the first right-hander, made the first double jump, then the second, then the third and then the final jumps before returning to the pavement. The kid was pulling away from me in the dirt. I don’t remember my exact thoughts but something like “Oh, crap” was certainly passing through my mind.

I caught up to David at the same location as I had on the previous lap. Three corners later, I passed him on the outside going into the last corner before the dirt. He literally flew past me on the first jump and retained the lead as we re-entered the paved section. I won’t describe the details of what happened during the next few laps but I will say that I’ve never had more fun racing in my short career. David and I mixed it up good. He would pass me and block me from returning the pass. I would eventually get by and then he would get ahead of me in the dirt.

Taking the inside line away from young David Malloy.

On one occasion early in the battle, I caught him on the long sweeping left mentioned earlier and was braking late to grab the inside line. Braking too late as it turned out. Fortunately, David was paying attention. As I went straight through the turn, he cut back inside me and kept the lead. In another section on a later lap, he slowed in a section where I had passed him earlier. I grabbed a handful of brake but still had too much speed. I ran off the track into the dirt while he rolled on the gas and created a gap between us.

We exchanged the lead several times throughout the rest of the race but our positions never changed when we crossed the finish line: David was ahead of me. My racing strategy wasn’t working. If I continued to challenge David as I had on the previous laps, I would end up finishing behind him. I decided to try something different.

We started the final lap as we had all of the other laps. I followed Plowboy through the paved section staying as close as possible but never trying to make a pass. I was hot on his rear tire as we entered the dirt section and not much farther behind on the exit. I caught him with three turns to go; a double righthand sweeper that slowed slightly into a sharp left just 40 yards from the finish line. I showed David my front tire through the sweeper to put some extra pressure on him but not trying to pass. When he went slightly wide in that final left, I cut inside and we raced to the finish line. I got him by a tire.

Got him at the flag! Great race, David!

I couldn’t have been happier with that race. I loved it. For the first time during the entire Michigan Supermoto Championship series, I was racing not just following. There was a sense of exhilaration and a sprout of confidence in my ability to race.

David and I both ended up mid-pack. No trophies for either of us. No real recognition from anyone other than our families. But for me – and I hope for him, too – there was the knowledge we were truly racing, putting it all on the line for a mid-pack position on a Sunday afternoon in Clio, Michigan. We didn’t think about our positions as related to the other racers. We could have been racing for the glory of first place or to prevent the pain of last. It didn’t matter. We were racing as hard as we could to beat each other.

David, who I learned later is a regular dirt track racer with AMA District 14, would have beat me if he had a little more engine. Not much more either. The fact that I could catch him on the paved sections gave me an advantage. Without that advantage, he would have left me in his dust.

I also learned a lot about racing from the kid. He showed me his racing lines and how he protected them from another racer (me) with much more bike. I’d like to think that I’m a better racer because of that race. Thanks for an incredibly fun race, David.

Thanks to everyone who helped and sponsored me during this racing season. People like Dave Duprey, owner of MI Supermoto and organizer of the Michigan Supermoto Championship, who offered tips early in the season to help me smooth out my throttle and brake. That doesn’t even include my appreciation for all of the work he and his team do in putting the track days and races together. Dave Bowman helped me with dirt techniques and jumping skills. And other racers I met in the pits who helped with tips, tools and mechanical skill when needed. Much thanks to you all.

Thanks also to Mark Brady, Scot Harden and Richard Kenton-Weeks of Husqvarna North America (www.husqvarnamotorcycles.com), Jay Hall of Hall’s Cycle (www.hallscycles.com) in Springfield, Illinois, Harry Hoffman of Supermoto Engineering (www.supermotoengineering.com, sliders), Paul of Highway Dirt Bikes (www.highwaydirtbikes.com, billet aluminum handguards) and Dave Bowman of Tech-Care Suspension (www.tech-care.com, suspension set-up) for their support of my racing efforts. This season would not have been possible without their support.