Oakley To Introduce New Goggle At Anaheim One

The new “Airbrake” goggle from Oakley will feature a new style frame with a rounded and low profile nose area.

We received an email last week from Oakley to be one the lookout for the new goggle design they will release at Anaheim One. Designed with input from Oakley racers Villopoto, Dungey, and Stewart, the new Airbrake goggle will feature new materials and a design unlike any other. Only a short video has been released and no clear, complete image is shown, but we know that there is an Airbrake model in the snow market. Oakley racer Jeffrey Herlings put an image of the goggle in a social media outlet sometime last month, but the picture has been pulled down.

The Oakley Airbrake made for snowboarding and skiing. From the looks of the short video, the nose design and outrigger frame will carry over to the motocross version released at Anaheim One.

MotoConcepts Racing 2013 Team Intro

MotoConcepts Racing invited the media to Lucas Oil Motocross Park for a formal introduction last Friday, but the rains that lingered over Southern California forced Mike Genova and team to alter their plans. The original schedule called for 2013 riders Mike Alessi, Jake Canada, and Gavin Faith to talk with the press and ride the Supercross track for photos, but the entire facility was underwater and unrideable. This gave us ample time to cover the parts and features of each “MCR 250/450”  in better detail.

Alessi will compete in the 450 class while Canda and Faith share the respective 250 SX West and East Coast duties. It is worth mentioning that Faith’s contract is for Supercross only.

The biggest change to the team from 2012 to 2013 will be the Ohlins forks and shocks on all three bikes. MCR is working directly with the Swedish brand, which includes having a Swedish technician in the United States during testing.

Like the rear shock reservoir, the adjusters on the Ohlins fork caps are different from the Japanese norm.  MCR will be the third team Ohlins as worked with this season, as they tested with Langston/Witt during Supercross and JWR at the Monster Energy Cup.

In addition to exhaust systems, Leo Vince is known for their carbon fiber protective pieces. The bikes feature LV skid plates, gas tank covers, brake caliper guards, and chain guides.

FMF and MotoConcepts Racing work extremely close to get the most from the motors. The Alessis take delivery of exhausts which are made to have different characteristics, run them on their in house dynometer to see the output in a graph, and determine the one which performs best to be duplicated. They amassed 1200 runs on the dyno over the 2012 season.

The Guts seats and seat covers are personalized the number and initials of each rider. The California-based company prides themselves in their American made products.

Galfer USA Tsunami Wave Rotors complete the front ends of bikes, as the massive rotors are among the most powerful binders on the market. They are a favorite of race teams and TWMX test riders alike.

Raptor Titanium footpegs are used by a number of race teams, including Red Bull KTM, Geico Honda, Rockstar Suzuki, and MCR. Made in the UK and distributed across Europe by numerous companies, they are a bit hard to find in the States. We found them through a German retailer and converted the price from Euros to American Dollars. The price for a pair comes out to $284.21.

The blasted cases give the motors a works look and the anodized aluminum plugs are a sweet contrast.

Supersprox chainwheels make up the drive systems on each bike. The aluminum cogs are becoming quite popular, as they come standard on the 2013 KTM 450 SX-F FE.

Honda CRF radiators are somewhat known for flexing and bending, which as in turn created a new market for braces. The MCR team confronts the issue head on with these welded on supports.

To say that professional racers are finicky would be an understatement. For instance, Mike Alessi prefers to have the waffle portion of his Pro Taper grips removed. He is not the first rider we have seen make this modification.

Want numbers? The Alessi family knows nearly every figure of Mike’s season, including laps led (over 100), SX holeshots (nine), and combined hours of time on television (two.)

After running the Monster Energy Cup in another brand of helmet, MCR is back to running Shoeis for 2013.

At first glance the helmets appear to be custom painted, but a closer look reveals that it is a multi-piece decal kit.

Daniel Castloo with handle the mechanic duties for Jake Canada’s run in the West Coast 250 class. Daniel is the younger brother of Pro Taper’s Marketing Manager, Charles Castloo.

Making Champions : Roger DeCoster

No figure in the sport is as iconic as Roger DeCoster. With seven world championship to his name, he became first international superstar of motocross. His work ethic and mechanical understanding of a motorcycle made him the dream of every factory and allowed him to seamlessly move to a management role with three brands (Honda, Suzuki, KTM). Working alongside Ryan Dungey and the rest of the KTM racing staff, DeCoster has helped make the Austrian company into a racing powerhouse in the highly competitive US circuit. With what is easily KTM’s most successful season yet now complete, we asked DeCoster about his current list of racers and what helped KTM’s racing program mature in such a short time.

Red Bull KTM’s Team Manager Roger DeCoster

What have Marvin Musquin and Ken Roczen learned after their first year competing in the United States?

Both were very successful in Europe and have World Championships, but Supercross is a different story. The schedule here is very intense and you have to race every week, where in Europe the season starts a lot later. They start in April and we start here the first weekend of January. You finish Supercross and then have one weekend off before you go to the outdoors. There is a lot of travel and I think that was the biggest challenge for them, to get used to the routine.

KTM is the third manufacturer that you have worked for as a manager, after Honda and Suzuki. Being European yourself, do you find it easier to communicate with KTM because you have the same traits?

In a way, it is easier than the Japanese companies. The biggest thing is that whoever is the person is in charge at the factory level. There were years at Honda were communication was really good, and at Suzuki it was the same. We had a very good relationship with the technical side, but the key is the person. It doesn't matter if they are Japanese, Austrian, Belgian, or American. With some people, you don't have to necessarily speak the language perfectly. Some people get it and some people don't. The good thing is that at KTM the guy in charge, Pit Beirer, is a former racer. He is an aggressive guy and things are in black and white, and there is not much hesitation with him. If you ask him something it is, "Yes, I can do it," or, "No, sorry, I cannot." You waste a lot less time than when you have to check with people who have to check with others who cannot make up their minds. With Honda and Suzuki, I worked with two types of people. Some years we had people that were really good and got things done, and other years it was too many people involved and too hard to make decisions. That is the advantage of a small company, that there are less people involved. With KTM, most of the people ride. They ride for fun or on the weekend. In many situations with Japanese companies, they discourage employees from riding the motorcycles. They are afraid they will get hurt. It is kind of strange. If you work on a motorcycle, you will understand it better. If you are a designer, you will design things more efficiently. If you are an engine guy, you will understand when the rider requests a certain type of power. In Japan, they have a lot of smart engineers with a lot of good schooling, but the practical part of riding the bike and understanding it better is a lot fewer. Some do, but a lot are too removed from the racetrack.

DeCoster and Ryan Dungey worked closely with KTM’s European directors Pit Beirer and Alfred Hörtenhuber to advance the program in every way possible.

You have worked with numerous riders over the years, but can you compare any of them to Ken, Marvin, or Ryan? 

The guys that win championships have some similarities. They get there in different ways. But the guy wins not one but several championships is eager to learn and want to find out. They ask questions and are willing to try any advice that you give them. I have been around a long time and I advise on what I see on the track or where they could do better, but I am not necessarily always 100-percent right. I make mistakes some times and don't understand everything that happens. But this team is willing to try out what I suggest. That is the similarity between all champions.

Being less than a month out from Anaheim One where Ryan and Ken race, are there expectations already set?

Yes, of course. The expectation is to go for the championship. It is never easy to win the championship and at the first round, everyone has their hopes at the maximum level. It is never going to be easy, but the main goal is to always be there, be competitive, and not have any big screw ups.

Designing The Future With Dale Davis

While you may not recognize the name “Dale Davis,” you are familiar with his products. Davis has been part of the industry since a young age and was at the helm of one of the largest motorcycling-based casual companies in history, Xtreme. His latest project is designing the aesthetics and function of the all-new 6D helmet, which will make its debut on the entire Geico Honda 250 team. Davis’ story in the industry is one of the more interesting, as the always changing market took his brand from iconic to now unseen.

6D Designer Dale Davis

What is your involvement and influence in the 6D helmet?

I have designed graphics and products for the motorcycle industry for years, and this is one of the most exciting projects I have been involved in. I have known Bob for years and knew he had something going, but he couldn't share it with me at the time because it was not patented. I kept after him and one day he said it was time to talk, so he brought me on board and challenged me to design what "Would be the helmet of the future. Not like anything else, but what the next generation will look like." It was a great challenge and he gave me totally freedom of design, and we would get together so I could bring him designs and layouts. We would put a dozen designs on to the table and he would pick out what he liked, and we would go on from there. I started with a clean slate of paper and could do literally anything that I wanted. What I am surprised at and what most people don't realize is that every single part on the helmet has to be designed. The visor screws on the side, the adjustable screw underneath the visor, the visor, the mouthpiece, the vent in the mouthpiece, whether it will be embossed or debossed. I have a four-inch file of drawings and designs. I have never done so many drawings in my life. They were all fun. The designs include the shape, the look, the texture, the feel, and the pattern. It has been a great project.

You previously owned Xtreme, which had T-shirts, gear, and helmets in the previous decade. How was the market 10 to 15 years ago?

It was great. Xtreme was a big part of my life. I started right out of high school with Malcolm Smith and MS Racing, and it was a great company to learn with.  When they were purchased by Tucker Rocky, a good friend of mine who happened to be a top distributor for MS Racing and I started Xtreme. That was in 1991. We started with T-shirts and then it went crazy. We never expected the kind of success that we had. We would go to races and see that nearly every car in the parking lot had an "X" sticker on it. When we went into the stands, we would sit in a crowd of people wearing Xtreme shirts. It was a fun time because we were both motorcycle enthusiasts and there was nothing better to see our shirts at Supercross and Nationals. We swore that we would never get into gear, but because of the popularity of the brand, we had people requesting it. We made pants and jerseys, and that was the time the first helmets were being licensed. KBC Helmets approached us and we did a licensed helmet with Xtreme for a few years. That is when I started to get involved with helmet design. With those helmets, I never had the ability to actually design it. I was just doing graphics on existing shells. We never had the luxury to do our own shell, so we just did the graphics.

Davis’ latest endeavor is the all-new 6D helmet. To do the cutting edge internal designs justice, he designed every component for safety in the event of a crash.

What happened with Xtreme? It seems to have disappeared in recent years.

That is an interesting case study. Our market has changed dramatically since we first started. When we started, there were lots of small distributors that made up the industry and dealt with dealers around the country. That slowly went away. A distributor like Tucker Rocky purchasing Malcolm Smith is a good example of that. The big distributors began to take over, and I don't mean that in a bad way. Tucker Rocky and Parts Unlimited became the monsters of the industry and the small distributors went away. We, much like several other companies, had to either go dealer direct or through a distributor. Xtreme was a dealer direct company and we sold around the country. As a California-based company, you tend to penalize your dealers on the East Coast or Midwest because they have to pay shipping and because they could only get Xtreme products from our warehouse in Carlsbad. As the industry evolved, more dealers would buy from our distributors because they could get things from the multiple warehouses and cut down on shipping costs. It makes it more difficult for small independents to compete because they have to go dealer direct. But what has changed the most has been the independent sales reps. When we started Xtreme, we had 25 independent reps around the country. As the distributors grew, they would hire those sales reps. If you had a very good sales rep in a large territory, the distributors would recognize that and try to hire them away. AXO was the leader in apparel at the time and they were the first to make their independent reps employees. By making them employees, they had control over what they could carry and sell. When that happened, the companies would say, "No more Xtreme shirts, because those guys are getting into gear." Tucker Rocky was the first distributor to make their reps employees and where before they could carry multiple brands, they no longer could. A lot of our reps were working for Parts Unlimited and were made Parts Unlimited employees, which cut into our ability to sell because we lost our reps. We worked to find a rep in a territory, work with and train them, and when they would get good a large distributor would come in and offer them a job. It became more difficult to be dealer direct and Parts Unlimited approached us to carry Xtreme, which we did for a while. We jumped ship from dealer direct, but it wasn't a good fit. Over time, it lost its visibility in the marketplace. A couple of years ago we sold Xtreme to Motovan, which is a large distributor in Canada. Unfortunately, they do not have a distributor in the US and you don't see it here, but they do very well in Canada.

With a long history in motocross, do you see any future trends coming soon?

I was very fortunate that with Xtreme, I was able to run an independent agency in marketing and worked with companies like AME and Pro Amour, so I have always stayed involved with the industry. I think that the trends are rapidly changing because things can be prototyped, created, and changed so quickly. With CAD, things have evolved much quicker than before. So I do not think I can predict what the next trend will be, but it will happen fast and change quicker than before.