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    Alpinestars Corozal Adventure Drystar Boot
    A premium, multi-material adventure touring boot the Corozal is packed with class-leading protective features, such as an advanced polymer shin-plate and innovative lateral ankle protection with supporting biomechanical link between the upper boot and the lower foot structure. Every component on this boot is designed for weight-saving and performance regardless of the weather or terrain, from the integrated Drystar® breathable membrane to its advanced microfiber and suede chassis. CONSTRUCTION • Multi-material upper chassis incorporating PU-coated leather, microfiber and suede leather for excellent levels of comfort, durability and abrasion resistance. • Extensive front and lower rear accordion flex zones constructed from lightweight and durable microfiber for comfort, freedom of movement, control and support. • Breathable textile interior lining throughout boot. • Integrated breathable DRYSTAR® membrane for excellent all-weather performance to keep feet dry in difficult weather conditions. • The Corozal Adventure Drystar® Boot is CE certified. • Internal high modulus polyamide insole with integrated steel shank reinforcement for structure and support to the arch area. SAFETY FEATURES • Medial surface stamped suede panel for improved grip and protection. • Innovative lateral ankle protection with biomechanical blade-link between the upper boot and the lower foot structure. • TPU shift pad with specially designed patterning for improved grip. • Lightweight, advanced polymer shin-plate and lateral ankle protections offer impact and resistance as well as structural support. • Internal toe box and heel counter protection is layered under the upper for durability, improved feel and performance. • Medial and lateral dual density ankle protector disk is subtly incorporated into boot chassis and offers strategic ankle protection. • Integrated soft foam surrounds ankle and collar for comfort, fit and additional shock absorption.   CUSTOMIZATION and COMFORT • NEW BUCKLE CLOSURE SYSTEM: New system allows for easy and rapid in/out, plus a secure and highly personalized closure. The buckles are made from durable TPU and glass fiber reinforced Nylon compounds for greater performance and weight-saving. All buckles include a micro-ratchet memory system and quick-release/locking for a quick, safe and precise closure. All buckles are replaceable. • Wide-entry aperture opening of easy in and out, plus secure upper TPR and Velcro® closure system to allow for a wide-range of calf fit adjustment. • Midsole constructed from molded PU foam to make the boot bottom lighter without compromise performance. • Highly flexible sole thread features Alpinestars ’ exclusive vulcanized rubber compound for the optimal combination of comfort and grip. • Removable anatomic foot-bed includes EVA foam and Lycra® for comfort and support. • Ergonomic shaping for forefoot streamlining to enable greater control of the bike’s controls and for superior fit and comfort, wide-ranging foot profile. • Available in US shoe sizes, 7 - 13.
    Posted by Bryan Bosch on Apr 26, 2017

    John Gallagher: "Bottom line it ends with me!"
    With controversy surrounding Supercross this season associated with inconsistent penalties, I decided rather than criticize FIM Race Director John Gallagher I would sit down with him to understand what his job fully entailed.  After talking with John, I left with the impression that he is both knowledgeable about Supercross and truly cares about his position, the riders, and the crowd.  I also left with more questions about the overall rule structure of Supercross, specifically how loose the rule book is, ultimately allowing for human interpretation.  This is part 1 of my look behind the curtains of Supercross and who makes the important decisions.  This is all about John Gallagher, his responsibilities, decisions and his thought process. Who is John Gallagher and how did he get started in Supercross?  His involvement in Supercross began in 1976 as a flagger, from there he continued officiating and racing locally until he graduated from Riverside City College with Associates of Science in Motorcycle Technology.  Throughout his journey, John has been an official in Supercross, MTEG Ultracross, 4-Stroke Nationals, Thunder Bikes, Arenacross, Dirt Track, X-Games, and Endurocross from 1976 until present day.   When preparing for a race, John will fly into the race city the Thursday before racing weekend and spend his Friday and Saturday at the track.   His job consists of three different facets.   First is safety, John relies on his years of experience to determine the safety standards.  He does this by making sure there are no immediate dangers to the racers, officials, and crowd.  As it pertains to the crowd; making sure rocks, dirt chunks or motorcycles cannot make contact or do harm to any race fan.  A particular area of concern is behind the starting gate, ensuring bikes cannot toss roost into the stands.  The second facet is enforcing the rule book and confirming tech inspection is completed correctly.  The third facet is ensuring the program runs with-in the time allotted.  This includes allowing time for teams to complete bike changes or repairs while staying within the three hour television window.  John also is involved with the input to the promoter to determine the rider breaks and the length in time to give the riders in between heats.  He speaks with the teams and mechanics and considers their input when determining the schedule.  John also has twelve officials placed around the track to act as his eyes during the event.  John trusts each official’s interpretation as if he saw the incident himself.   While he trusts in what his officials’ witness, ultimately, it is John’s decision if a punishment is distributed. I asked John why he did an interview with Jenny Taft before informing Jason Anderson that he had been disqualified from Anaheim 2.  John stated he informed Jason's team manager and was adamant that the responsibility then fell to the team manager to deliver the news as he needed to get back to his duties.  John insisted if Anderson was not informed it was not his or any of the twelve officials’ responsibilities to seek Anderson out.  Once Anderson’s team manager was notified John got back to his nightly duties.  While Jenny Taft didn't have any issues finding Anderson, he was not in the mood to talk.  John told Jenny Taft immediately following the incident, “If it becomes physical on the track or off the track it results in an immediate disqualification.”   In comparison I asked John why Broc Tickle was not disqualified from Toronto after smacking Barcia in the back of the helmet , as that appeared to be “physical” off the track.  John replied, “Every guy knows there is the ability to make somebody swing on you, I could probably provoke you to be very angry with me.”  I also asked John why Tickle didn't receive the same punishment as Anderson at Anaheim 2.  John stated, “Mr. Friese was not doing anything to provoke any part of that [Anderson incident], not anywhere in it.”   In regards to his previous statement to Jenny Taft, I asked if Tickle had taken matters into his own hands by striking Barcia in the back of the helmet and if he should have been disqualified.  John responded, “And running into someone with their motorcycle is not considered the same thing?, which is what Justin did in reverse, those guys got close to each other and had a discussion but it was nothing like what Anderson did to Vince Friese, you cannot compare the two.  No possible way.”    John viewed the Anderson incident as one sided, while viewing the Tickle and Barcia incident as a couple of racers working out their issues. Therefore the latter punishment issued did not warrant severity.  I asked John, if Barcia ran his bike into Tickle after the race and Tickle smacked Barcia’s helmet, wouldn't he sit them both down for the night?  John said, “Not necessary to sit either guy down.  They had a disagreement, it got heated and I dealt with it.  Anderson’s incident was not this, it was all one sided. He was dealing with this issue because of what he thought happened on the track, and by the way, he [Anderson] was incorrect.  What happened on the track was not Friese’s fault.”  I asked John if Barcia was on probation and he confirmed, “No.  He was warned but not to that degree.”  He also stated when the Barcia and Tickle incident got out of hand he had to interject himself, but he preferred to let them work it out first.  Both teams got involved and asked for action, so he had no choice to intervene and punish both riders.  Tickle’s punishment included starting last in the Semi, receiving a written warning, and paying a fine.  Barcia received a written warning.   As far as the Chad Reed/Blue flag penalty, John informed me he contacted Reed on the Monday after the event informing him of his penalty.  At this time he tried every possible way to inform Reed of the appropriate way to appeal the penalty in a proper and timely fashion.  John attempted to inform Reed of the proper procedure, due to Reed’s past incident with the Black Flag and Trey Canard.  Once the black flag has been thrown, Reed had no way to appeal the penalty.  John confirmed this was not the reason he did not Black Flag Reed.  His concern was related to making sure Dungey didn't have another issue that might be slowing him down, such as a tire going down or a clutch slipping.  If Dungey was experiencing any issues, and Reed wasn't holding him up, then it would be unfair to Black Flag Reed.  Upon finding out Dungey had no issues, and to also have time to analyze all facets of the incident, is when John decided to penalize Reed.   As far as inconsistent punishments, John stated, “my job is to change behavior.  If a rider feels a certain behavior is acceptable and the rest of the paddock doesn't feel it is acceptable, I have to figure out how to take a group of people that are vastly different in ability, quality of team, and funding, to find a way to make this all work.”  In relation to different punishments for different riders John stated, “in regard to Jason Anderson, points are a big deal.  A fine not so much.  If you flip the situation and Friese threw the punches, a fine that would affect Anderson would bankrupt a Vince Friese and Vince doesn't have enough points for what Jason lost at that race now.  Vince would still owe me points.”   John determines decisions based on what is “equitable to each rider,” and the rule book allows this. Bottom line is punishments are his decision.  I asked if John considered punishing Barcia in St. Louis for his take out of Alex Ray (which he didn't see until watching the event on television Monday or Tuesday) and he said he told Barcia, “Justin learned that type of thing not only screwed the other guy but also took him out as well.”  He continued, “Is that the way you want to move forward because you are riding in the back right now?”  John admits there is no clear way to determine when an action requires punishment or it would be written in the rule book.  He determines punishments on a rider’s intent and whether or not riders can sort it out themselves.  His tasks do not physically allow him to interject himself in every issue.  In regard to punishments, John said, “Bottom line is it ends with me!" In Part 2 I will dive into the rule book and show how loopholes could be closed and ensure less human interjection.  This will draw clearer lines as to what is a penalty and what punishments should apply.  
    Posted by Chris Cooksey on Apr 25, 2017

    Oil for dummies: Bel-Ray answered my simple questions.
    Oil for the common man: With all the talk about ratings and magical additives included in oil these days, I wanted to get with the guys at Bel-Ray (Andrew Hodges and Chris “Dang” McAvoy) to see how they could simplify things.  Changing oil is a necessary evil, and not a task I personally enjoy.  Working at Western Power Sports I sell many different brands of oil and have experienced the oil manufacturers tell me they have an unbeatable formula only to have an oil competitor explain the previous company was lying and they have the scientific data to prove otherwise.  Now, if you talk to motor builders they all have their favorite brand and a story as to why, maybe a bike that ran with no coolant or their impeccable reliability record.  What does all this mean?  Do formulas matter if I change my oil regularly? -    Yes! Regardless of whether you are changing your oil after 100 miles or 10,000 miles, you still want to have a good quality oil in your bike. Changing it after relatively short intervals does give you the option of running mineral oils without fear of oil degradation being a problem, but even then, it is still advisable to use a high quality product. Friction is there from the first revolution to the last, so an oil that provides excellent wear protection is a good idea no matter how often it is changed. Why do I need motorcycle specific oil, car oil is cheaper and I change it every ride?   -    This is a common preference I see and I definitely get the thinking behind it, but there are some aspects that I don’t believe riders doing this are fully considering.  Let’s assume you manage to find a high quality automotive engine oil that does not contain friction modifiers (which are deal breakers for a wet clutch) but still provides good gear and clutch protection (assuming this is for a bike with a shared sump).  1.    I agree with your comment in your introduction that changing oil is a chore so having to change it every single time I ride sounds like a nightmare. 2.    The cost of buying oil and a filter every single ride does not sound inexpensive no matter how cheap the oil is, so I doubt there is really much money being saved compared to a motorcycle specific product that can be changed much less frequently. 3.    Inexpensive automotive oils typically meet the absolute minimum standards for automotive use, so even a “high performance” car oil’s additive package is likely a bit underwhelming compared to a fully formulated motorcycle oil. 4.    Automobiles exert much less physical shearing on their oil compared to most motorcycles because their engines and transmissions are separate. Therefore, most automotive engine oils do not perform in shear resistance tests as well as motorcycle specific oils should. Viscosity loss due to shear can be a very bad thing for engine life so the product chosen should be verified for shear resistance in gearboxes. Does my motorcycle specific oil brand matter if I change it every ride? -    If the choice is between two brands that perform equally, then no the choice won’t matter. However, if one brand has better performance then the other, the choice should be clear.  Brand choice does matter, but there are many good brands to choose from. I have an obvious bias for Bel-Ray products, but my personal belief, because of the testing we do here, is that Bel-Ray products are the best in the market. Our approach to formulating and testing has provided us with decades of success and excellence. The methods we use to evaluate and develop our products have given us some of the best performing products we can find on the market today. So if you are trying to choose a brand, I am more than happy to shamelessly recommend Bel-Ray to you. What oil is best for bikes without separate gear oil?  Will a full synthetic make my clutch slip? -    The best oil to use in a bike with a shared sump for the engine and the transmission is a JASO rated engine oil. All JASO rated engine oils have to meet the minimum API standards for their respective performance levels so engine performance is guaranteed. However, the JASO regulations include additional performance requirements including clutch performance. There are four levels of performance in the JASO regulation, but only three of them are for combined sumps with a wet clutch: MA, MA1 and MA2. The only difference between MA, MA1, and MA2 is with regards to their results in a clutch friction test, but that difference is important.  o    MA1 has the lowest amount of friction o    MA has a medium amount of friction o    MA2 has the highest amount of friction MA1 and MA oils have a lower amount of friction between the clutch plates which results in more slipping between clutch plates. Slipping the clutch to some degree is important to control power delivery, but I would much rather prefer to rely on my own use of the clutch lever than the oil limit the power delivery. Therefore I prefer MA2 oils, which have the strongest clutch engagement properties. These oils give the least amount of slipping and strongest engagement. Without slipping, less wear and overheating occurs in the clutch so it will extend clutch life as well. Another aspect of an oil that needs to serve as both engine and transmission lubricant is the gear protection. Extreme pressure protection is important to protect gear surfaces from damage in high torque applications. So you should look for an engine oil that provides that protection. -    The concept that a full synthetic oil will make the clutch slip had some truth to it thirty years ago but not in today’s oils. The synthetic base oils and the additives we use today are all evaluated meticulously for their effects on performance and we only use components we know will work in the application we are formulating for. What oil is best for bikes with separate gear oil? -    In the engine, once the issue of the combined transmission is removed, there are a lot more options for the engine oil. In general a friction modified product with friction reducing additives is ideal for this type of situation. Similar to automotive oils, an oil designed just for the engine does not need to include extreme pressure additives so the focus of the formula can be on anti-wear and friction reduction. This type of product generally produces less heat, increases horsepower , and minimizes wear compared to a product designed for a shared sump. The best oil for the transmission is one that enhances the clutch’s performance and protects the transmission from damage. An oil that has good extreme pressure protection without the use of friction reducing additives and a robust additive package to inhibit degradation is the recipe for success for the transmission oil. JASO rated engine oils are typically suitable in this application, but they often have unnecessary components required for the engine that may limit some of the performance in the transmission. If I run full synthetic, can I wait longer before oil changes? -    In general yes. A full synthetic engine oil should provide a higher level of resistance to oxidation. Oxidation of the oil is the main factor in oil degradation so reducing the oxidation rate extends the life of the oil. If you have two identically formulated oils with the exception of one being a fully synthetic polyalphaolefin (PAO) and ester blend and the other being a conventional/mineral product, the synthetic product will often last more than double the time of the mineral before a change is needed. Do I really need a new oil filter every oil change? -    Is it absolutely necessary? Probably not, but I would still suggest it as a good practice.  The filter is there to catch wear particles and contaminants in the oil during circulation. Those contaminants are usually things that promote oxidation and accelerate the overall degradation of the oil. So if you change the oil but leave the old filter in place, you are circulating your fresh oil through the crud that was already filtered out and exposing it to those contaminants right away. By doing this you are immediately accelerating the degradation of the oil before any new contaminants can even make their way into the bike. Alternatively, by changing the filter each time, you are removing those things and giving the bike a fresh start each time and maximizing oil life. I have had an oil brand with the exact same bottle and two different colors, any idea why this would happen? -    Formula changes are pretty common in our industry. We are somewhat less regulated than the automotive engine oil marketplace so we have a little more freedom to go outside the box and develop and change our formulas.  Certain additives are naturally colorful, so they may impart some color to the final formula. So formula changes are one possibility that could change the color. Another possibility is the base oil being used. Common base oil colors range from being as clear as water to as dark as molasses. There are others that have slight green, blue, or red tints them as well. The most commonly used base oils are either clear or some shade of amber, but occasionally those others may be used and they will influence the finished product’s appearance. If everyone is treating the oil with their own additives, does it matter what base oil they start with? -    Base oil selection is important no matter what additives are being used. I’ve always likened it to coffee beans (additives) and water (base oil). If you have some great coffee beans there is going to be a big difference between the coffee made with them using clean spring water or dirty sewer water. Starting with a subpar base oil immediately puts a product at a disadvantage. Likewise, starting with an excellent base oil immediately gives the product a head start. The base oil’s performance is the performance base line and the additives being blended in build on that baseline performance.  There are performance differences within the petroleum base fluid range and there are differences within the synthetic base fluid range. The distinction between base oils is not just between petroleum and synthetics either. There are wide ranges to choose from in both mineral and synthetic base oils with varying quality levels. A well formulated mineral oil will compare very favorably to a poorly formulated synthetic product, so the total formula is important. Focusing on a single component does not give you a full picture of the oil’s performance. Thanks for the info guys!
    Posted by Chris Cooksey on Apr 23, 2017

    The Beginning of the Journey
    I’M BACK! Hello ThumperTalk readers! My name is Scott Meshey. If you’re from the Motocross community there is a good chance you might know me through my blog series from Vurbmoto “Life with the Mesheys”, if not, please check my profile. Get to know me, and I hope you follow along with this blog series. For this entry, I’ll dish out some background and where I am headed right now, kicking off the start of the series. So let’s get to it! My blog series for Vurbmoto ran for 3 and a half years until their recent shutdown. The opportunity to share my experiences through Vurb and now on ThumperTalk is something I truly enjoy. This blog series will follow my progression, good, bad, and everything in between to the pro ranks, sharing my experiences and wisdom I gain along the way. Whether you ride the trails on the weekends, hit the back roads after work, are a serious racer, or a parent of a racer, I hope my experiences give insight not only to just Motocross racing, but I hope they give a unique perspective of the challenges behind the goggles. I want readers to enjoy reading my experiences, but I also want others that aspire to achieve the same goals as myself, particularly the youngsters of the sport, to learn from these blogs in their quest to be the best.  I’ve been riding since I was 4. I started competing at amateur Motocross nationals when I was about 9 or 10 years old, contending at the Loretta Lynn’s Amateur Motocross National 9 years in a row, the Winter National Olympics or “Mini O’s”, the RCSX at Daytona, the Lake Whitney Spring Championship, the Mill Creek Spring Classic, and the JS7 Freestone National Championship. I’ve ridden for several amateur teams, and had the privilege of working with some legends of the sport. In 2016, I jumped into the pro Arenacross series for a few rounds to get experience in the pro ranks. Unfortunately, my experience was cut short by unresolved health problems from a bad case of pneumonia in 2015.    Loretta Lynn’s 2015, Picture by Sarah Behrens Photography  This brings me to where I am today. After hitting the reset button and off the bike for a year, I’m back home in the motocross scene, eager to continue sharing my story and experiences with the dirt biking world, back to good health with amazing people behind me. I’ll be going to Loretta’s for my 10th year in the 250A and Open Pro Sport classes, and jumping into the pro Motocross series thereafter.  Come along for the ride and tap/click the follow button! I’ll see you at the races. Scott Meshey #141  
    Posted by Scott Meshey 141 on Apr 14, 2017

    Don't Read Unless You're Serious About Your Speed!
    @Scott Meshey 141 When it comes to preparing for a new season of training and racing, there are several tricks to performing at your full potential.  When it comes to the human body, you must realize that you are only as fast as your weakest link!  Let’s take a look at a few tricks that you can implement today: Test Your Fitness Regularly Your season needs to be broken up into four definitive seasons: Pre-Season, Pre-Competitive, Competitive (with several peak performances) and the Off Season.  During each of these training cycles, you want to begin each cycle with a series of base line assessments to establish a quantified measurement of your sport specific speed, strength, endurance and lactate tolerance. During each training cycle, the focus of your efforts changes according to your race schedule – you don’t want to be working on your endurance too much when your race schedule requires short, explosive efforts.   Know Your Sweat Rate It is imperative that you know how much and when you should be drinking to avoid either dehydration (not enough water) or hyponatremia (too much water).  Your goal is to stay within 2-3% loss during each workout. Research has shown that if you lose more than 3% of your body weight in sweat, the strength of your muscle contractions can diminish by 10-12% robbing you of both speed & endurance.   To receive a copy of MotoE’s Sweat Rate Calculation Spreadsheet, email me directly.  This simple resource will ensure that you are not drinking too much or too little which will help you train and race to your full potential. Maintain a Food Log Your daily food log should have three pieces of information for each day: what time, how much & what you ate.  This data will provide you a clear snap shot of the quality and quantity of food you are consuming on a daily basis.  Many times, the lack of muscular endurance is a result of inadequate amounts of food (i.e. fuel) coming into the body resulting in low blood sugar.  Low blood sugar can lead to a lack of mental concentration, weaker muscle contractions and lack of consistent speed.  To receive a copy of MotoE’s Food/Energy Spreadsheet, email me directly.  This simple resource will ensure that you are getting the right amount and type of foods to sustain your duration and intensity levels.    Reduce Your Body Fat It is not a surprise that lighter racers have a lower overall core body temperature than heavier athletes; this is a result of body fat to lean muscle ratios.  The same principle applies to speed & endurance – the stronger and lighter the body, the easier it is to produce and maintain a fast rate of speed.  To accurately measure your body fat/lean muscle ratios, utilize a combination of tape & caliper measurements.  These two forms of measurement are the cheapest & most accurate (second only to submersion which is difficult to find and cost prohibitive) way of seeing how your body composition is changing specific to your food, hydration and workout/performance logs (relevant to volume & intensity).   By evaluating your body measurements and skin fold measurements every six weeks, you will get an accurate snapshot of your program and determine if your training efforts are delivering the incremental progression that you outlined in your goal profile.  To receive a copy of our MotoE’s Body Measurements Spreadsheet, please email me directly.   Establish a Warm-up Routine Nearly every new athlete we have worked with says the same thing “I always feel better at the end of the race than I do at the beginning of the race”.  This is because the rider has used the first half of the race to “warm up” - the scientific term is called the Lactic Acid Shuffle.  When the body burns stored carbohydrates (i.e. glycogen) it releases a hydrogen atom that acidic in nature – hence the feeling of burning in the muscles.  As the body becomes more acclimated to the presence of this hydrogen, your circulatory system increases its efficiency and rids itself (actually reabsorbs) of this burning sensation.  In order to improve both your opening speed along with maintaining that speed throughout the race, a warm up that is specific in duration, intensity and time before your actual race is imperative to performing at an optimal level.   Visit a Chiropractor and Massage Therapist When you recognize that muscles stay tight when bones are out of alignment and that bones get pulled out of place when muscles are tight, you recognize that these two modalities are synergistic – you shouldn’t have one without the other.  A qualified massage therapist will help you identify what muscle(s) that are chronically tight which will help direct your stretching efforts to eliminate any future muscle strains and/or tears. An in-line spine and flexible muscles will allow for proper biomechanics which will produce faster speeds & improved endurance.  Please email me directly for more information about what to look for regarding a qualified massage therapist and chiropractor.   Get Some Blood Work When you have your blood drawn, 99% of the time, they draw and evaluate a partial panel; however, a full panel will provide you better insight regarding your overall health – especially the health of your blood cells.  For example, when you train and race hard, you break down your red blood cells, which are necessary to carry fresh oxygen to the working muscles.  If you’re RBC (red blood count) is down, you will feel sluggish and fatigued for long periods of time and not know why – you have a low red blood count.   By having your blood drawn every 12 weeks (once a quarter), you can evaluate the effects of your food, hydration and training schedule as it relates to your overall health.  Please note the ranges that are established on your blood panel reports are established based on the absence of disease verses a more important range referred to in the human performance world as functional health.  Your optimal health and performance ranges are nowhere near what is outlined on your blood results data sheets, hence the need for a qualified physician who understands the nature of your sport and its demands on your body.   At MotoE, we have a staff of physicians that can read and evaluate your full blood panel results and make recommendations to improve your health and ultimately performance.  Please email me directly for more information about this service.   Listen to Your Body One of the worst things that you can do to your body is to stop listening to the external signs that your body is either hurt or fatigued.  By tracking your morning heart rate, you will be provided specific feedback on how your body is responding to stress (virus, training, hungry, dehydrated, etc.) and whether or not you should workout today (in any way) – our rule of thumb is that if your resting heart rate is up by more than 5 beats, you don’t train but rather eat cleanly and go back to bed.  The signs of injury are pretty obvious: the injured area is swollen, hot to the touch, tender to the touch, discolored, and has limited range of motion.   These self defense mechanisms are designed to provide you feedback so that you can make adjustments that will turn these conditions around.  If you take pain medication, this only masks your body’s natural receptors of pain, which increases your risk of further injury or illness. At MotoE, we have numerous cross reference tools to keep our riders from getting burned out, overly fatigued which helps them avoid injury or illness.  It is imperative that you pay close attention to your body’s external signs: elevated morning heart rate, a normal workout effort is harder than normal, suppressed appetite, low motivation and excessive muscle soreness are examples that are easy to identify.     Establish Goals and Training Objectives to Achieve To maximize your productivity and ensure that you are achieving your personal racing goals you must establish three sets of goals: 3 months out, 6 months out and 12 months out.  The reason for the three sets of goals is associated with how long it takes the body to develop the necessary physiological elements (i.e. strength, endurance, lactate tolerance, flexibility, etc.).  The objectives that are established for each goal are based on the results of your baseline assessments – nothing will keep you on the straight line of success like honest evaluation of your assessments. Either your endurance is getting better or it isn’t – what you choose to do with this information is the difference between a champion and a good racer.  To receive a copy of MotoE’s Goal & Objective Spreadsheet, email me directly. Have Fun! Don’t lose sight of the fact that you took on racing for the fun and the challenge.  No matter what happens on race day, be thankful that you had the opportunity to go out and race (at whatever level) and that no one can ever take that experience away from you – ever! ***** Thank you for taking the time to read!  If you have any current frustrations that you would like some help breaking down, please don’t hesitate to drop me and my team an email.  We would enjoy answering your questions and getting you on the path to success immediately. Yours in health and sport,  Robb Beams Owner-Founder of MotoE’s Complete Racing Solutions
    Posted by Coach Robb on Apr 05, 2017

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