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  • scottiedawg

    Turning Stones vol 1

    By scottiedawg

    The official ride video...Make sure to watch in HD The day started by waking up in a lavish hotel room at the Aranwa Resort in Urubamba, Peru. I had a couple of hours to eat breakfast, gear up, and drive across the valley to another fine hotel to meet up with Imad.

    A month prior, I received an email inquiry about running a one day hard enduro tour. I was available for the dates, so I began discussing the options for the tour. What I found out was that Imad, who lives in Dubai, was vacationing with his wife. He had come up with a brilliant plan to offer a full day at the spa for his wife which in turn allowed him to take advantage of another type of "SPA." Brilliant!

    Normally, I begin the tours from our headquarters in Cusco, but in this case, I was able to accommodate by starting at Imad's hotel in Urubamba. This gave me an excuse to bring my entire family to the valley, put them up at a nice hotel complete with all the fixings, and combine it with a one day enduro ride that has kept a smile on my face for days. I hung out with my family when I was at the hotel, then snuck out for a ride with Imad, then returned to spend more time with the family. Perfect!


    A couple of happy fellas I arrived at the Tambo del Inca, one of the finest hotels in Urubamba. I unloaded the bikes, prepped the lunches, warmed everything up, then headed into the lobby to find Imad.
    There he was with his happy wife who was about to be pampered for an entire day at the spa. She couldn't have been more happy. Imad was stoked to be able to enjoy Peru on a dirt bike. A win-win in my book!

    His wife made sure that I was legitimate. She was a bit concerned about me bringing him back in one piece. She mentioned the fact that there are two young kids who have a special relationship with their dad. I also fit that scenario, so I piped in my story to appease his wife that it was indeed my plan to bring Imad back alive and in good condition.

    Within minutes, Imad and I found ourselves mounting up on the two Husqvarna TE 300's. The trail head, just a minute away from the hotel was screaming for us to come try her out.
    The trail started out with a daunting strip of tight rock walled single track that resembles a jungle tunnel. It wasn't raining at the time, but it was extremely wet from the rain the night before. Imad pounded out the section with a bit of wonder about whether or not the rest of the day would be similar. I think it scared him a bit. To his pleasant surprise, I explained that it's not all as difficult, but that we would face countless obstacles in the days ride...But not to worry, it would all be worth it.


    Just a little rocky section to play around on We continued to work our way up the canyon with a goal of reaching the lower lake. I figured it would be a worthy goal to reach the lake, have lunch, then work our way back down the valley.
    Along the way up, we encountered numerous switchbacks, rock gardens, open meadows, creeks, and many a wet alpaca poop pile. The ride was just what Imad had hoped for.
    As a guide, I never know how people will do with the altitude. It can be a butt-kicker for some, and for others, it hardly makes a difference. With Imad, he struggled with it at first, but somehow caught a second wind as we reached the bottom of the last big obstacle before the lake. It was a rocky staircase climb that typically wreaks havoc when its dry, but this time it was soaking wet. We had  our work cut out for us.

    Like two mules, we worked up a good lather climbing up each of the rock steps. I made sure to tell Imad that the view would be worth it. Within a few minutes, he had the opportunity to agree with me. The view was just what Imad needed. In fact, he was so stoked about the view that he told me he wanted to try to reach the upper lake. We had plenty of time, so why not?
    Taking a break! The stakes go up on the route between the lakes. The terrain we saw below the first lake was only a warm up. Imad confirmed that he was indeed ready to give it a shot. Atta boy!
    The coolest part of the section is a waterfall that cascades down the mountain as the trail goes right through it. Check out the video if you want to see what I mean! We worked our way through the water, up a number of tight rocky switchbacks, and finally through a stand of scary red-barked trees where one would expect to find a creepy murderer with an axe. The ride is so fun that you forget the altitude. Just past the forest was the final climb before the upper lake. Imad was feeling his oats at this point. We crested the top to discover a sight to behold; The upper lake.
    It's absolute beauty. It was a perfect place to eat our lunch, take a million pictures and get ready to ride around the side of the lake to an untouched area where a dirt bike has never been. That is always a special treat that I can do for my customers. There are hundreds of places like that which can be explored on my tours.


    The upper lake never disappoints...well worth the effort! A bit of food and drink, then we mounted up and began a fun trials type of terrain complete with granite rock slabs, bright green grass, tons of mud, and views that continued to blow us away. We played around for a good hour until it was time to begin our descent to the bottom of the valley.

    Although it is the same trail, it seems like a different valley and route altogether. The downhill is sketchy. It's fast and rhythmic, but there are so many places to find yourself on your face. We experienced a couple of crashes, but coming down provides such a thrill...in fact, it's that type of thrill that keeps me riding. Pure smiles all the way down.


    A little ride through a waterfall We made it back to the hotel with nothing left in our tanks. No gas, nor energy. Completely smoked, but so satisfied! Another typical ride in the Andes of Peru! Make sure to check out the ride video to see what I am talking about. I can't wait to share another one next time around. Stay tuned and make sure to follow the blog so you can see the next post when it comes out.

    Until the next one,

    Scott Check out more of our hard enduro videos on our Youtube channel at MotoMission Peru Dirtbike Adventures.  
    • 5 comments
    • 910 views
  • scottiedawg

    Can Dakar racers ride hard enduro...These ones can!

    By scottiedawg

    Follow along for a great three day ride! I often receive the privilege to ride with people from all the corners of the globe. While living in Peru, one thing I notice is that very few Peruvians have ever ridden in the areas around Cusco where I live and ride. So when I get a chance to show some locals(Peruvians) some of the secrets of their country, I try to do it well.   This is what its like to ride in the Andes of Peru...Check it out! I met up with the boys in the Sacred Valley on the first day. They told me that they wanted to make another attempt at the trail that we rode two years prior, but never even came close to finishing. It really doesn't matter where you are from, if you are a dirt biker and there is an unknown or impossible trail in front of you,  you want to give it a shot...Maybe not everyone is like that, but most that I run with are. The First Day-The impossible trail These guys have seen and heard the stories of countless attempts to reach the end of this particular trail. I took a group of some of the best riders from Lima and they fell quite short from the end. I think somewhere in my language, I may have fostered a bit of competition between the guys from Lima and the guys from Arequipa. Sebastian kept asking me if the guys from Lima made it this far. Regardless, I am the only one that has reached the other end of the trail on a dirt bike and neither group has come close. I do look forward to the day when I can cross over and down the other side with another rider or two. Not sure when that will be, but hopefully soon. We started up the trail like a herd of deer. The route is super fun with every type of obstacle one could imagine, while taking breaks when someone got hung up. That means it was quite often. The trail was dry at first, then the rain came and put a little bit of extra difficulty in the path. Regardless, we all pounded through hundreds of obstacles in the first couple of hours.
    The trail is relatively short in distance, but time is another measure. The entire trail to the other end is 18 km or about 13 miles. My guess is that we completed about half before throwing in the towel. The constant struggle to keep your wheels on the ground and your sanity intact is not easy. Regardless, the day was a huge success. Smiles all around. Nobody with broken bones, only a few bike issues that we managed to deal with on the trail, and a bunch of sore fellas for the next day of riding. Day one...SUCCESS! Just getting started... Day two was also a trail that would challenge each of us. It was a trail that I have done a number of times, but this time was different. We went the reverse direction. I was sure it would make it more difficult, but how much?

    As we started up toward the couple of alpine lakes, we found ourselves exerting a lot more energy than we expected. The toll from the previous day may have had something to do with it. Day two was a loop, so the plan was to reach a certain point of no return and keep on going till we reached the place where we started.

    The weather was cooperative, the trail was formidable, and the good times were had by all. Little by little we made our way over and down to the valley, then up and over another to reach our destination. Check out the videos to see what it was like. Be careful, you might want to come down and join me for a ride after seeing the video...Here is my contact info- scott@motomissionperu.com.
    The final day on the Cresta overlooking Cusco With all that said, we finished the day, absolutely smoked. With one more day of riding to go, we made the plan to meet up for the final day. The guys wanted to ride a bit closer to the city of Cusco. I took them to one of my honey holes. The "CRESTA" I call it. The longest ridge ride that one can imagine. Its filled with nearly impossible hill climbs, drop offs, fast rhythmic sections, and views that are mostly missed due to concentrating on the trail in front of your tire. Another perfect day of riding. Finished off with a plate of local cuisine in the small Peruvian town of Ccorrau and said goodbye to my buds. I can't wait until they come back so we can give it another go on that impossible trail. Make sure to follow the blog to stay tuned for the next ride. Also, for more info about Motomission Peru and riding dirt bikes in the Andes of South America, check out our website at www.motomissionperu.com. Also feel free to reach me through TT at Scottiedawg. Stay tuned for the next one! Scottiedawg
    • 0 comments
    • 203 views
  • Coach Robb

    5 Most Common Mistakes on Race Day and How to Avoid Them!

    By Coach Robb

    Before we review the five most common mistake that a rider needs to avoid, let’s take a brief look at the physiological demands put on a rider during riding and racing. First, a rider has to “teach” the body to conserve glycogen and burn fatty acids as a primary fuel source.  Note, the higher the riding intensity level, the more glycogen (aka stored carbohydrates) your body burns.  The downside to higher intensity and the utilization of stored glycogen, is that your body only stores about 60-80 minutes of glycogen within the muscles – not enough to finish strong, hence the need to prepare and train properly (which will be outlined below).  With this in mind, it is imperative that the racer focus on maximizing his or her aerobic capacity, both on and off of the motorcycle.   When this is implemented properly, the following physiological adaptations take place (which results in better endurance and overall speed): -  Improved delivery of oxygen to the working muscles -  Lower overall heart rate due to the increased stroke volume of the heart -  Improved elimination of lactic acid (a by product of burning carbohydrates) -  Increased number of mitochondria (remember in school: “The power house of the cell” In my opinion, one of the most beneficial by-products of endurance training is that it prepares the rider for the psychological demands of racing – especially late in the race when mental focus can make the difference between 1st and 5th place.  When you teach yourself to stay mentally sharp, you the rider will be able to make the necessary decisions that will build upon themselves throughout the race.  Here’s how.  When you don’t mentally drift off, you will consistently consume the necessary fluids and calories (ideally every 15-20 minutes) which will result in stabilized blood sugar levels.  When your blood sugar levels are optimized, your brain has the necessary “fuel” to implement the proper techniques that you have worked hard to incorporate into your riding.  These proper techniques lead to faster speeds which your brain has to process efficiently throughout the entire race.  If your brain runs out of fuel, you will find yourself missing your important lines, resulting in slower average speeds and ultimately more work and fatigue on your body as it fights the non-optimal lines.  You can see how this becomes a problem quite quickly.  Here are few things you want to avoid to enjoy your riding and/or improve your race results: Mistake #1: Deviating from your regular routine When it comes to getting the body warmed up sufficiently and properly, it needs to be subjected to the same exercise protocols that are used in training when away from the track. For example, it doesn't make any sense to expect a bicycle to be a sufficient warm-up tool if you're using something like the Concept 2 rower in your every day workouts. You also need to consider intensity levels. We don't want the intensity to be so high during the warm-up that is that it ends up leaving the body tired, but we also don't want the heart rate to not rise to a level that starts to produce and activate the lactic acid shuffle. What we see is either riders are using the wrong tools to warm up or they're warming up at too high of an intensity. Mistake #2: Coming to the starting line dehydrated or under nourished When you sleep at night; your body pulls the necessary glycogen (which is sugar) from your liver to sustain your brain functions during the night. Then when you wake up in the morning and put demands on the muscles, the energy necessary comes from the glycogen that's been stored within the belly of the muscle tissue. The challenge that we have on race day is the duration of time since your last meal - sometimes between 12 to 15 hours. Think about race weekends: you're going to be racing on Sunday morning and practice or racing begins at 7:00 am. Let’s say that you ate dinner at 6:00pm Saturday night and you wake up at 6:00am Sunday morning, that's 12 hours since your last meal.  To put it in perspective, imagine that if you ate your morning breakfast at 8:00 in the morning, but then you didn't eat dinner until 8:00 pm and you had no snacks or any meals in between that timeframe, you'd be extremely hungry. But for some reason (whether we chalk it up to a nervous stomach or we're afraid that we're going to get cramps) we don't take the time to eat a good-sized meal early enough so the muscle glycogen is already at a deficit before the gate drops. When you add high intensity racing, which tends to drain the glycogen from the tissue very quickly, and you can see why riders have a tendency to fade quickly or miss simple lines – all because the blood sugar levels within the rider is too low.  Frequently this fade or silly mistake syndrome is blamed on a lack of fitness, but rather, should be attributed to low blood sugar levels.  Mistake #3: Lack of a post-race recovery routine When you come off the race track, there's an enzyme that helps you replenish glycogen within the muscle and the liver called the Glycogen Synthase Enzyme.  You've got about 20 to 30 minutes where that enzyme is at its highest level, so when a riders comes off the track, the first thing they need to be focusing on is the replenishment of depleted glycogen. For example, if you took a bit of oil out of the engine after each lap, you wouldn’t expect the engine to still be running strong at the end of the race.  The idea here is that every lap depletes some level of glycogen (the exact amount is based on the duration and intensity level) and it's the athlete's responsibility to get the body replenished to perform at an optimum level.  Whether its 20 minutes later, 30 minutes later, whenever your next race is, you have to understand that as soon as you come off the track, priority number one is to get that body replenished and to get it rehydrated.  Failure to do so is going to manifest itself out on the track as you start to fade and go backwards.  Again, we're right back to an empty gas tank within the muscle.  If you want to be able to perform optimally, moto after moto, day after day, it starts after each race or workout – so plan ahead and implement consistently.  Mistake #4: Racing at an intensity that is not familiar to your body This mistake is not a misprint – many racers fail to race to their full potential by riding too hard - too early in a race! It is obvious that on race day you're going to be pushing a pace that's difficult to emulate during training, but training at an intensity level that's much less than the demands of race day leads to a culture shock to the body. It produces more lactic acid than the body has been acclimated to and the physiologic process of absorbing and diffusing lactic acid shuts the muscles down. The end result is that the contractions of the muscles are slowed down, you begin to focus on how bad your body is hurting and instead of focusing on racing the course, and you begin to make errors on the course that begins to negatively affect your confidence. To offset this negative effect of lactic acid, you want to try to incorporate a couple of workouts a week that is held at an intensity level on the motorcycle that will accurately emulate race intensity. Additionally, you need to make sure you are testing and training at the same intensity levels off the motorcycle with various forms of cross-training. If you want to race at a higher level on the race weekend, incorporate similar conditions and intensities when you're practicing on the motorcycle along with your cross training off of the motorcycle. Mistake #5: Not racing the track The final and biggest problem that we see on the race day is racers shifting their focus from preparation and implementation of a normal routine to who is on the gate.  The rider begins to size themselves up against somebody else and then pulls in a past performance of the other rider, and then immediately dumps that information into the race at hand.  Your goal is to make the least number of mistakes, carry as much momentum as possible and charge the course.  If somebody else is jumping something, they think they need to jump it.  My question is why you don’t just focus on racing your race; race every section as hard and as fast as you can, try to optimize every single section of the course and your goal is that you would do it faster and better than everybody else.  It's not that you can't learn something from somebody else, but when the gate drops, the only thing that you can take control of is yourself.  So, what I want you to be thinking about is how I can get through this section faster than anybody else.  Frequently, this requires thinking outside the box.  When another rider is doing something through a section that nobody else has thought about, and probably not even willing to try, the results speak for themselves.  Be smart, but creative and you will be surprised at the outcome.  If you really want to optimize your fitness and preparation, you want to create the mindset that you are racing the course - minute after minute with your pace falling off as minimal as possible.  We don't want you to come around the course on the opening lap with a time of 2:00 and then fall off to a 2:15.  Ideally we are looking for less than a 2 second deviation from your first to last lap - you've seen this emulated by the best racers.  The only way you can do this, is to race the course, minimize mistakes and make the best of something when it goes wrong.  Allowing frustration and anger to sidetrack your focus, doesn’t fix the fact that you've messed up a section.  Re-establish your timing; get back to charge mode and carry as much momentum as possible to create the fastest lap times on the course.  Remember, practice doesn’t make perfect.  Perfect practice makes perfect!  If you have any questions or are interested in a customized nutrition and performance program, please feel free to contact me directly at Robb@CoachRobb.com. Also, don't forget to hit that "follow" button! Yours in sport and health, -Coach Robb  
    • 4 comments
    • 1,014 views
  • Paul Olesen

    DIY Piston Ring Compressor

    By Paul Olesen

      Today I want to share a quick tip with those of you who are working on your own engines but just can’t justify buying a set of piston ring compressors. It’s entirely possible to make a perfectly good ring compressor from materials you can get at the hardware store. All you need is some plumber’s pipe hanging tape and a hose clamp that is sized according to your cylinder bore.

    To construct a DIY ring compressor from plumber's pipe hanger tape you will need to determine the length of tape required. This is easily done using the following equation for calculating the circumference of a circle. Length of Tape Required = Piston Diameter x π (Pi) When the tape is wrapped around the piston tightly, the final length may need to be reduced slightly so that the ends don’t butt together. Once the tape has been cut to length, make sure whichever side of the tape will be contacting the rings is smooth and free of little plastic burrs that could catch the rings.

    Simply lube up the tape, tighten down the hose clamp, and you are in business.



    Do you have a tip that makes compressing rings easier or cheaper? If so, leave a comment below! - Paul

    If you enjoyed this tip and want access to more like it, check out my book, The Four Stroke Dirt Bike Engine Building Handbook. On the fence about the book? Check out what other riders are saying: Thumper Talk Review

    Available at: Amazon.com DIYMotoFix.com  
    • 10 comments
    • 847 views
  • Paul Olesen

    Help! - Bike Only Starts When Pushed

    By Paul Olesen

    Today I want to talk about a situation I hear all too often. Someone’s bike, whether it be a two-stroke or four-stroke, only starts when it is pushed.

    Before I discuss potential causes for this scenario, take a moment to think through the situation yourself. What mechanical factors would result in either a two-stroke or four-stroke only starting when it is bump started?

    In either case, the reason the engine is able to start when it is push started is because it is able to build more compression than it otherwise could when it is kicked or the electric starter is engaged. More compression is achievable because the cranking RPM is higher than what’s possible with the aforementioned starting methods. With a higher cranking RPM for a four-stroke, more air will fill the cylinder on the intake stroke, and for a two-stroke the scavenging process will be improved. With this being the case we must look at reasons why the engine is struggling to build compression in the first place.

    Starting problems specific to four-strokes:
    1. Valve seat recession - When a valve seat wears out and recedes, the valve moves up towards the camshaft. This leads to diminished valve clearances and if left to run its course, the valve and shim will bottom on the camshaft’s base circle. This can prevent the valve from seating and make the engine hard to start. 2. The valve is bent - A valve with a serious bow to it may get jammed up inside the guide and not return all the way back to its seat. Bent valves typically result from an over-revved engine where the valves contact the piston. Valves can also bend to a lesser extent if they were mated to valve seats that were not cut concentrically to the guides, or they were paired with worn seats.

    3. The valve stuck in the guide - This is usually due to the engine overheating. When the engine overheated the clearance between the valve and guide diminished which caused metal to transfer from one part to the other, ultimately ruining the surface finish on one or both parts. Once this happens the valve may be prone to sticking in the guide until the engine warms up. 4. The valves and seats do not seal well - Worn valves and valve seats can compromise the seal between them. Valve and seat wear is a natural part of running an engine but can also be accelerated by ingesting dirty air.

    Starting problems specific to two-strokes: 1. The reed valve is worn - Reed petals that don’t close all the way, are chipped, or bent will not allow sealing of the crankcase and efficient gas flow up from the crankcase into the cylinder.

    2. An engine seal or gasket has failed - A two-stroke engine requires a well sealed crankcase and cylinder in order for it to scavenge gases efficiently. A worn crank seal, leaky base gasket, or problematic power valve seal can all make starting more difficult. Two and four-stroke problems: 1. The piston rings are worn - Worn piston rings will allow compressed gases to escape past them. 2. The head gasket or o-rings are leaking - Usually a leaking cylinder head will be accompanied by white smoke if coolant is being pushed into the combustion chamber, by coolant being blown out the radiator, or both.

    I hope you found this rundown of potential problems useful for diagnosing bikes that like bump starting over a kick or the push of a button. Can you think of any other problems that would lead to lack of compression? If so, leave a comment and share them. If you liked this post and want more technical info, check out my book, The Four Stroke Dirt Bike Engine Building Handbook. In it you will find over 300 pages of technical knowledge to help you get off on the right foot when rebuilding!

    - Paul
      Amazon DIYMotoFix.com  
    • 17 comments
    • 1,488 views

Our community blogs

  1. Hello ThumperTalk readers! Welcome to the second entry of my blog series, following my journey exiting the amateur ranks into pro status. For more information about the blog series, check out the first entry, The Beginning of the Journey. For now, I’ll be taking a dip into my approach to the Loretta Lynn’s qualification process and preparing myself for regionals and forward. 

    In the past, I’ve had a bit of a “just wing it” approach to what I did as far as racing went. While it has garnered me some success, it does not yield what I am truly capable of. Before I was released by my doctor to come back to racing, my family and I made the decision that we would change things up a bit. Of course, changes in plans isn’t uncharacteristic in a sport where there isn’t a whole lot that is certain. Like any racer, sometimes we have to switch up our lines in order to achieve the same goal. 

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    Wildwood MX, Picture by Bobby Bammann

    My approach is this… be as prepared as possible and do not rush the processes that take time. It wouldn’t be very wise to rush into the first regional event with semi-adequate preparation, not only in the sense of myself, but also my bike. Instead, I am giving myself plenty of time to continue riding, becoming faster on the bike and becoming stronger physically and mentally through gate drops and training with great people who know the process and know what it takes to reach where I want to go. Every time I am on the bike, I strive to learn something new about myself, the bike, push myself to try new things, and if I am unsure about something, be open to the advice given. With that being said, big thanks to those in my company that are making my journey to make myself great more possible than ever; Ricky Renner, RJ Hampshire, and DJ MacFarlane.

    I personally believe that the best form of training is to race. If you fall in a moto during training, you can rush to get up and get back going again to simulate a race. However, the environment of actually being in a race where everything you do has a real consequence can create a very different mindset. Gate drops are key in order to have your important race days on lock *insert key-and-lock emoji here*. Obviously, having A class payback is always a nice incentive to go racing… getting some gate drops in and make a couple bucks in the process. On the other hand, experience, and of course fun, is what it’s all about. If you can’t keep it fun, then it’s not worth pursuing.

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    Dade City MX, Picture by Erwin Ziegler

    I’ve never lived at a training facility, so my efforts have required a different level of mental toughness where no one is forcing my hand at being “mentally tough”. My efforts are self-imposed and they require the want and drive in myself to achieve success. Most of my competitors at the top level of amateur racing have spent months and years at training facilities with the constant intensity of daily and hourly practice and training sessions, being pushed beyond what I have ever experienced, other than my few weeks here-and-there training with professionals. After a year off, my hunger and desire to get back and surpass my previous standing in the racing community pushes me to aggressively attack my riding and training time with a new level of determination and maturity to quickly reconcile mistakes, figure out why I goofed it, make necessary adjustments, and find the best course of action for me to be the best I can be.

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    Lazy River MX Loretta Lynn's Area Qualifier, still shot from a video taken by Ricky Renner

    By this time next month, regionals will be finishing up and it’ll be time to prepare for the big show. Check in for content along the way and come along for the ride, tap/click the "Follow" button! I’ll see you at the races. 

    Scott Meshey #141
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  2. Between riders riding and racing every weekend, a frequent question is how to recover properly.  If you have followed me for any period of time, you know that I am an advocate for one day of rest per week and to pull back the overall volume and intensity every six weeks to allow your body to rejuvenate both mentally and physically (at a blood chemistry level). What does that look like?

    1. Rest Means Rest: this is not the day to go to a theme park,run errands that have you outside and in the heat and humidity, etc. Anything that is stressful on your body should be avoided. Note doing a sport specific event “easy” is not the idea of a rest day. Instead schedule a massage, read a book, go to a movie or go to lunch with an old friend.

    2. Take a Nap: when your body gets into REM (rapid eye movement) level 3, it releases hGH (human growth hormone) which make you both lean and facilitates recovery. Make the room dark and cold, eat a quality snack and consume 5-8 ounces of cold water prior to lying down.

    3. Contrast Therapy: the goal here is to expose the muscle tissue to the largest temperature deviation that you can tolerate; the bigger the temperature spread between hot and cold the better. If you complete in the shower, strive for 2 minutes hot – 30 seconds cold. If you utilize a bath, strive for 4 minutes hot, 1 minute cold). Repeat 2 to 4 times.

    4. Loosen your muscles up: go for a therapeutic massage or take a yoga class the night prior to your rest day. Spend 20 minutes both in the morning and the evening foam rolling and working on trigger points.

    rest day quote.jpg

    Gotta' slow down sometimes to go fast!


    If you have any questions, comments, or suggestion for a future article, hit me up on the comments section below. I enjoy hearing from you. Oh, and don't forget to tap that "Follow" button so that you're notified when I post new tips on reaching your highest potential.

    Coach Robb Beams
    Complete Racing Solutions

    About Coach Robb

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  3. Follow along for a great three day ride!

    I often receive the privilege to ride with people from all the corners of the globe. While living in Peru, one thing I notice is that very few Peruvians have ever ridden in the areas around Cusco where I live and ride. So when I get a chance to show some locals(Peruvians) some of the secrets of their country, I try to do it well.

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    This is what its like to ride in the Andes of Peru...Check it out!

    I met up with the boys in the Sacred Valley on the first day. They told me that they wanted to make another attempt at the trail that we rode two years prior, but never even came close to finishing. It really doesn't matter where you are from, if you are a dirt biker and there is an unknown or impossible trail in front of you,  you want to give it a shot...Maybe not everyone is like that, but most that I run with are.

    The First Day-The impossible trail

    These guys have seen and heard the stories of countless attempts to reach the end of this particular trail. I took a group of some of the best riders from Lima and they fell quite short from the end. I think somewhere in my language, I may have fostered a bit of competition between the guys from Lima and the guys from Arequipa. Sebastian kept asking me if the guys from Lima made it this far. Regardless, I am the only one that has reached the other end of the trail on a dirt bike and neither group has come close. I do look forward to the day when I can cross over and down the other side with another rider or two. Not sure when that will be, but hopefully soon.

    We started up the trail like a herd of deer. The route is super fun with every type of obstacle one could imagine, while taking breaks when someone got hung up. That means it was quite often. The trail was dry at first, then the rain came and put a little bit of extra difficulty in the path. Regardless, we all pounded through hundreds of obstacles in the first couple of hours.
    The trail is relatively short in distance, but time is another measure. The entire trail to the other end is 18 km or about 13 miles. My guess is that we completed about half before throwing in the towel. The constant struggle to keep your wheels on the ground and your sanity intact is not easy. Regardless, the day was a huge success. Smiles all around. Nobody with broken bones, only a few bike issues that we managed to deal with on the trail, and a bunch of sore fellas for the next day of riding. Day one...SUCCESS!

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    Just getting started...

    Day two was also a trail that would challenge each of us. It was a trail that I have done a number of times, but this time was different. We went the reverse direction. I was sure it would make it more difficult, but how much?

    As we started up toward the couple of alpine lakes, we found ourselves exerting a lot more energy than we expected. The toll from the previous day may have had something to do with it. Day two was a loop, so the plan was to reach a certain point of no return and keep on going till we reached the place where we started.

    The weather was cooperative, the trail was formidable, and the good times were had by all. Little by little we made our way over and down to the valley, then up and over another to reach our destination. Check out the videos to see what it was like. Be careful, you might want to come down and join me for a ride after seeing the video...Here is my contact info- scott@motomissionperu.com.

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    The final day on the Cresta overlooking Cusco

    With all that said, we finished the day, absolutely smoked. With one more day of riding to go, we made the plan to meet up for the final day. The guys wanted to ride a bit closer to the city of Cusco. I took them to one of my honey holes. The "CRESTA" I call it. The longest ridge ride that one can imagine. Its filled with nearly impossible hill climbs, drop offs, fast rhythmic sections, and views that are mostly missed due to concentrating on the trail in front of your tire. Another perfect day of riding. Finished off with a plate of local cuisine in the small Peruvian town of Ccorrau and said goodbye to my buds. I can't wait until they come back so we can give it another go on that impossible trail.

    Make sure to follow the blog to stay tuned for the next ride. Also, for more info about Motomission Peru and riding dirt bikes in the Andes of South America, check out our website at www.motomissionperu.com. Also feel free to reach me through TT at Scottiedawg.

    Stay tuned for the next one!

    Scottiedawg

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  4. Dual Sport Duo

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    With a catalytic converter, the stock exhaust on the 2017 KTM enduro R and Husqvarna 701 are both relatively heavy and run hot.  There seems to be no shortage of reports of melted turn signals and bodywork when riding these bikes in slow, technical terrain. Despite this, we love the stock exhaust... because it's quiet! Not that we don't enjoy the sound of a dirt bike at full tilt. Over the years we've run plenty of aftermarket exhaust, but this time around, just not feeling the need. After a full day of dual sporting, we're really appreciating how quiet these bike are and coming from 500lb. ADV bikes , 326 lbs. (ready to ride) feels like a feather weight. With the low, close to center of mass fuel tank location and super slim at the knees profile, these bikes ride light and have tons of boost as they come.

    We noticed that the more expensive Husqvarna comes with a stick-on foil backed heat shield on the exhaust side turn signal and it reminded us that Moose Racing offers foil backed ceramic cloth that is easily trimmed to fit. We picked up two 18"X18" sheets and strategically stuck them on the vulnerable areas.

    TURN SIGNALS

    Here's a picture of how the apparently "better" Husky comes from the factory.
    husky_turn_signal_heat_shield.jpg


    Creating one for the "lesser" KTM

    Step 1: Using blue painters tape, fully cover the surface of the turn signal that you want to protect. Be sure to get it to lay as flat as possible, working it around its convex shape. 

    Step 2: With a black Sharpie pen, mark the shape of the heat shield to the best of your ability. This will serve as your rough pattern.

    Step 3: Stick your rough pattern to a thick, but flexible piece of paper. I found that using drywall joint tape was perfect. Using a pair of sharp scissors, carefully cut out the general shape of the heat shield.

    Step 4: Orient your cut out pattern on the signal where you want it to lay and look for any areas that will cause it to wrap around any sharp breaks. While the material sticks very, very well, the sharper the bend, the greater the likelihood that it may become unstuck. KTM likes their angles, so their signals have sharper lines than the Husqvarna 701. I had to trim mine a couple of times before I was happy with the accuracy of my pattern.

    Step 4: Lay your final pattern on the silver side of the Moose stick on heat shield, trace your pattern with a pall point pen (creates a thinner, more accurate line), and carefully cut it out. Note: there is a small, square notch at the bottom of the signal that allows it to drain. Be sure that you don't cover this up unless you want a potentially foggy lens.

    Step 5: Clean the back of your turn signal with some rubbing alcohol to prep the surface and carefully stick on the heat shield. The material is hard to get bubbles in it and conforms to the signal shape nicely.


    Final Pattern
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    Installed on the KTM 690 Enduro R
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    PROTECTING SIDE PANEL AND FUEL TANK

    This is what the KTM 690 Enduro exhaust can looks like inside. We can only assume that the Husqvarna 701 Enduro looks about the same. The cans are fully welded shut, so this photo was provided courtesy of  http://690enduror.blogspot.com My research revealed that catalytic converters run between 600 to 1,000 degrees F! 

    ktm_690_catalyst.jpg

    While we've not had any issues so far, there are reports of melted side panels and even some fuel tank warpage in very hot and slow conditions. Here's a picture of the Moose Racing heat shield installed on the KTM 690s  left side side panel:

    20170515_213127[1].jpg

    Here's a picture of the same covering the section of the fuel tank around the exhaust can. We had it down to two pieces, but when we stuck the piece closest to the header, there is a tough series of bends that come together just before the collector, so we had to cut a slit in the heat shield to get it to conform to the shape and lay down. So, the smaller square patch is to cover that slit. The heat shielding sticks to itself like crazy, so the patch is on there. We were just hoping for a better appearance, but the end of day, it's just dirt bike and fully hidden with the can installed.

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    Can re-installed, no side panel20170516_201821[1].jpg

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    Our plan to was to get all scientific and use an infrared heat gun to gather some running temperature values at different points on the KTM and then compare with the same points on the bone stock Husqvarna 701 Enduro. My cousin is a home inspector, so we had planned to borrow his IR gun, but he ended up being busy all weekend, we're too cheap to buy what we can borrow, and we wanted to ride! But, this ended up working out. I put a bare hand on the KTM side panel in the area of the cat and while warm, I could hold it there as long as I wanted. Same spot on the 701? About 3 seconds before the brain suggested moving your hand. It was that hot. So, totally confident that the Moose heat shielding will prevent melted plastics and based upon where we located it, cooler fuel. And, since the in tank fuel pump is cooled by the fuel, potentially longer fuel pump life? Can't prove that, but I certainly can't rule it out just the same.

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    Installing the Moose heat shielding was a bit time consuming, but we love shop time, and at the end of they, it's doing what we hoped it would. On to the next mod! Really loving these bikes. The smiles per mile has been huge!

    Moose Racing Heat Shield 18"X18" sheet

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    I hope you all have been out riding and enjoying spring. I got back into the hare scramble racing scene over the weekend after a three year hiatus and had a blast. Today, I just want to share a quick tip and start a discussion on preparatory things that help shorten the time it takes to do complex maintenance tasks, such as rebuilding an engine.

    Quick Tip
    Prior to turning a wrench carefully look over the service manual scanning through all the applicable procedures and subsystems. If I’m working on an unfamiliar model, I find it is helpful to jot down a rough outline of the disassembly sequence. This saves me time in the long run as I don’t have to rely as heavily on the service manual or continually flip through various sections. Another option is to use post-it notes to bookmark each relevant section in the manual. Mark the post-it notes with numbers or headings so you know where to turn to next. Earmarking or bookmarking the torque tables is also a huge time saver no matter the task. 

    Be sure to scan through the manual as well to identify any specialty tools that are required that you may not have.

    Discussion Points

    • What other preparatory things can be done to help speed up the major maintenance process?
    • Is there a method to your madness or do you dive right in?

    Thanks for reading!

    Paul
    https://www.diymotofix.com/

    The Four Stroke Dirt Bike Engine Building Handbook

  6. blog-0894440001474291336.jpg

    Sure, it's fun to put some laps in on a motocross track. But, you'll fall short of your potential if you're not using this key practice law of practicing important techniques separately. This is true for motocross cornering skills as well as motocross jumping skills. Did you know that riding really well requires mastering as many as 55 separate techniques, all laced seamlessly together?

     

     

    If you'd like more of my riding tips, browse my blog here on ThumperTalk or my website. If you'd like to be notified when I post new riding tips, subscribe by clicking the "follow" button (upper right). :thumbsup:

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    Hey All, 

    We are the UNLV Rebel MX Club! We're a new student organization at the University of Nevada Las Vegas established in late Fall of 2016. We started as a small group of students that share a strong passion for riding dirt bikes and wanted to share that passion with others and create a way to get people out and riding.

    Getting the club started has been quite a process, BUT it has been worth it and we are thrilled to see it grow!

    Our main purpose for creating this club is to unite the dirt bike and motocross community in the valley, starting with the students at our university as well as members of the surrounding Las Vegas area. Not only do we want to connect current riders, but we also want to get those who have an interest in riding and learning about dirt bikes out there and exposed to this community. How do we plan on achieving these ideas? Great question! We plan on hosting many "Learn to Ride Days" where we will take a few brand new riders out at a time and teach them the basics on the bikes. We have been fortunate enough to pick up some sponsors and funding to buy a club learner bike, bringing our vision closer.  Planning camping trips and super-cross parties is also in Rebel Mx's near future, we are so excited to see what the future holds!

    We want to know who would be interested in joining clubs like these on their campuses and in their community. Let us know! 

    And stay tuned for more info and updates and our hurdles and achievements!!! \m/