Still Racing in New Jersey

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Most of the leaves in the Northeast have already hit the ground and the morning frost has blanketed the ground but there is still Quad racing in New Jersey. Next weekend November 8th and 9th,  Old Bridge Township’s Raceway Park will host its 5th annual Fall classic event. [Read more]

Circa 1998

I figured it was time to post something on this blog. You know, when you’re juggling a normal life with a magazine career, it’s not always easy to find 10 minutes to contribute to a blog. However, when it’s part of your job description, you soon realize it’s something you must do.

First, let me introduce myself. My name is Jerrod Kelley. I’m the lead editor of ATV Sport magazine. I have been with ATV Sport since it started back in 1998. Back then, was the FNG and really had no clue (some would argue that’s still the case). The lead editor in those days was a guy named Glenn Hansen. He has since become the communications director/manager at American Suzuki.

I’m 35 years old and grew up in Central Iowa (Boone and Ankeny). I graduated from the University of Northern Iowa. From there, I worked in Oelwein, Iowa, for a year before moving to Minnesota. I took the job at ATV Sport and Ehlert Publishing (now known as Affinity Powersports Media).

Since taking the job, I got married to an Illinois girl (Michelle) and had two great kids (Shane, 6; and Sarah, 5). We also have four cats (none in the freezer!!) and one loyal 80-pound golden retriever. We live in Alexandria, Minn., and love life.

I’ve learned literally hundreds of things over the last decade riding ATVs, dirt bikes, UTVs and other things. My first ride on a race quad resulted in white knuckles and an inadvertent dismount. After I attended my first Grand National Championship ATV MX race at Daniel Boone MX Park in London, Ky., John Arens and Andrew Smith let me ride a modified 250R they had on hand. I took a couple of slow rides around the course and developed arm pump as soon I left the parking lot. Even though I held my breath and felt like I was going to bend the bars from my tight grip, I pushed on. I practically rolled over every jump (a foot of air doesn’t really count anyway, right?). Finally after a few tiring laps, they tricked me into jumping a tabletop. After hitting the jump like a chicken, they said, “just give it more gas – it’s an easy jump.” I did exactly as they said and the jump became fun. Well, at least until I landed. It was the perfect jump and I landed on the downside with Doug Gust precision. However, as soon as I landed I goosed the throttle and was spit off the right side of the R. My first MX ride resulted in a crash, but it was minor. The tether didn’t even come unplugged and the quad stayed on all four tires. However, somehow I ended up with a skinned elbow and a bright red face. That’s probably because I barely knew Andy and John back then and a few other guys were watching me from the top shelf of the track. Even though they were too far away to hear, I know they said something like this, “Who’s that squid?”

Since then, I’ve improved drastically. My first ever race was at a District 23 hare scramble in Mazeppa, Minn. With the help of my fellow co-worker and friend Chaz Rice (now the ATV product manager at Can-Am), I took third in the B class aboard a slightly modified Z400. After that event, I was hooked FOREVER! There’s nothing like competition and racing against all those others AND the trail (obstacles). I’ve also done a few Grand National Cross Country races and have enjoyed every minute of them, including the lone DNF of my career. That’s where I REALLY learned what “that’s racing” meant.

Things have been well over the last 10 plus years and I am thankful I have this job and have met all the people in the sport (racers, riders, aftermarket entrepreneurs, manufacturer reps and more).

In June of 2007 I had my first major crash of any kind. Sure, I’ve crashed a few times before and but never really got hurt (bruises and soreness). While doing a photo shoot for UTV Magazine (a sister pub to ATV Sport), I tipped over in a corner and had my left arm torn out of its socket. That resulted in a torn labrum, torn rotator cuff, nerve damage and a host of problems. After major reconstructive surgery (Dr. Freehill from Minneapolis) in October 2007, I started a major rehab program to get everything working again. Finally, a year out from surgery, I got on an ATV for the first time. I’m hooked, AGAIN!

My shoulder will probably never be 100 percent normal and I may always have an altered range of motion, but it appears as though I’ll be able to ride. That’s exciting news! This sport and the off-road industry is amazing and not being able to ride sure sucks. I’m glad to be back.

I hope you enjoy the magazine (www.atvsport.com) and this blog. I encourage you to share you thoughts and ideas about either and I promise we’ll take them seriously. If you need to reach me, try jkelley@affinitgroup.com; www.myspace.com/flyinjkelley; or www.facebook.com.

Classic “Mad Scientist” ATV Sport shoot with Wayne Davis.

Flipping Amazing!!!

Two wheels or four, the world of freestyle motocross has come a long way from the days of Jeremy McGrath and the nac nac. I realize this is an ATVBlog, but then again my area of expertise as they call it is “lifestyle” so I figure that encompasses all aspects of the motorsport world. This past weekend I had the opportunity to visit the home of Justin Homan a freestyle MX rider from central Oregon. Depending on which day of the week you catch him, you’d probably never place this guy as one of the founding fathers of freestyle motocross. [Read more]

Another GNCC season coming to an end.

So here we are only a couple days from the final round of the GNCC series. It’s a fan favorite, its historically muddy and by far one of the most spectator friendly. And given all that the amateur turnout is normally huge. Forget a slumping economy, with fuel prices slowly dropping and the onset of holidays around the corner there is a roaring buzz about who is going to race this year.

 

There are several classes that will be decided this weekend. Possibly one of the most publicized is the Women’s class. Multi-time national champion Traci Cecco is battling Angel Atwell for what is building up to be the race of the year. These two battle on the course as if the prize was a Roman Empire. Neither deviates from their programs nor fail to point out how tough their opponent is. I definitely want to wish both ‘good luck!’

 

The amateur utility ranks are all watching the weather and news like hawks. They are hoping for mud and ruts. This is their final opportunity to take a spot on the podium and they can use any assistance from Mother Nature they can get.

 

All in all the season has been great, and as if it isn’t obvious am very excited for this one event. The pre-race meetings, dinners and all the gatherings. The race itself and then of course everyone celebrating and congratulating each other Sat night. It’s the one time when most people let their guards down and simply have a great time.

 

Good luck to everyone and let’s keep the rubber side down this year. See you at the race!

Weight Watchers, get your machine on a diet part 3

Last week we took a look at unsprung weight and some ideas on to reduce its affect on the suspension and curb weight. This article will deal with the more daunting task, reducing sprung weight. As mentioned in the intro article sprung weight is everything else minus the suspension (see diagram in the intro). As always I must state a disclaimer that not all these techniques and ideas can and should be implemented by everyone. It is the responsibility of the owner/rider of the machine to determine what, if any, modifications are in the realm of his/her mechanical ability or particular situation.

Lets start with the frame. Other than the engine itself the lion share of the sprung weight hides out in the frame. There is not a lot you can do to lighten the frame without needing some expert fabrication skills. This is not an endorsement to start swiss cheesing your frame, but there are some areas like support brackets and such where some lightening can be achieved.

Other places to look for extra “pork” is with bolt on accessories, controls, handlebars and the like.  Take a look at replacing some of these items with lighter (and generally stronger) aftermarket pieces.  For example just replacing your stock steel bars with a set of aluminum taper or “fat” bars can shave up to two pounds depending on the bar.

One of my favorite ways to shave some weight and give your machine that little “works” touch is lightening as many of the fasteners as you can.  Next time your at the races, go down into the pits and really inspect the pros machines.  If you look very closely at the fasteners and washers you will notice that the washers look like swiss cheese as well as all non-crucial fasteners have a whole drilled through them.  All this to save a few ounces per fastener.  Do this many times and it will add up to a significant amount of weight shaved from the machine.  The big thing to remember here is to only drill fasteners that are not part of any structure or attach things like the suspension, brakes, or any other crucial part.  Fasteners that hold on plastic, mud guards, and controls are fair game though.

Obviously this is only the tip of the iceberg.  Stay tuned for next weeks tip on dealing with rotational weight.

Extreme Racing

 

 

 

Seemingly never ending Silly Season

It’s mid way through October and the big players are still up for grabs. Wienen is reportedly going Green, Wimmer was rumored to be changing shades of yellow (Can Am as opposed to Suzuki), but really good sources claim there’s no chance he’s leaving Suzuki, so don’t believe the hype, Creamer is supposedly still unsigned as well. Byrd is staying Red, Gust is staying on Suzukis, and Keith Little will most probably be green again as well, but under his own canopy. Baldwin’s Josh Upperman is going Orange aboard the KTM 450 SX. Polaris has been looking at Mitch Reynolds, Jason Dunkelberger, and a few others, but I have yet to confirm who has actually signed. Clay Holmes is supposedly flying into the Pro class Byrd-less and looking for a ride. There’s just so much up in the air that the industry is almost on hold.

The moral of the story; with this much money up for grabs anything is possible.

Weight Watchers, get your machine on a diet. Part 2

If you did not catch the intro to this series you can read it here http://www.atvmagblog.com/2008/10/09/weight-watchers-get-your-machine-on-a-diet/

Before starting any of these modifications one tool I recommend is a small digital scale.  Its not a requirement, but if you want to chart your weight shaving techniques this is a good way to keep track of them.

First lets examine unprung weight. As mentioned in the intro article, this is weight attached to the suspension so in effect reductions here will help make the suspension work better and be more responsive. Reducing the unsprung weight also makes the suspension work less to try and keep all that weight controlled and the tires on the ground where they can do the most good. One of the biggest places weight hangs is the wheel and tire combo, examine yours and determine if you have the lightest combination for your particular situation.  Usually in trail and mx applications you can eliminate a few pounds (total) as aftermarket rims and tires are usually lighter than the stock equipment.  There are exceptions of course, but trying to find the lightest wheel and tire combo and still achieve other performance goals like traction (ie. mud boggers) might be difficult.  It will be up to the rider to determine if its an acceptable compromise.  Next, take a look at your lug nuts and studs, there are a few companies making titanium lug nuts and studs not only are they stronger, but lighter.

Brake rotors are another easy area to shave some weight by cross-drilling or purchasing “wave” style rotors. Also if you have access to a milling machine you can mill the rotors thinner but of course you will reduce the life of the rotor as well. Using aftermarket (or build your own) a-arms made out of lighter but stronger tubing. Recently companies have been experimenting with carbon fiber.  This would be the ultimate but at a considerable price as well.  A generally neglected part, the Final drive sprocket (rear) using an aluminum, titanium or bi-metallic sprocket (steel teeth ring on an aluminum or titanium hub) will save a few ounces over the stock stamped steel, although with an aluminum sprocket you do sacrifice some durability over time. Use a standard chain although most people (including me) really like the advantages of an O or X ring type chain, standard chain is still by far the lightest and most efficient at transferring power.  Rear swing-arm for those that use one building or using an aftermarket swing arm can shave some weight over the cast aluminum stock piece, as well as being adjustable and easier servicing of the bearings.  Removing the E-brake cable and mechanism is easy and eliminates somewhat of a useless device that will/can cause more problems than it saves.  One thing to note is most brake calipers require the mounting plate to stay intact so either a custom or aftermarket block off plate may be needed.  The last suggestion is the sprocket and brake rotor skid plate The stock ones are generally made of steel and not very strong. Swapping to an aluminum or fabrication a stronger steel plate then drilling numerous 1/2″ holes can shave weight and lighten the whole package. Also adding the holes lets water, mud, and other debris to fall through rather than get trapped. All these will reduce the effective weight of parts suspended by the rear end of the machine.

A word about a-arm skid and swing-arm skid plates.  Most machines do not come with them, but however most riders have them on their list of “goodies” to put on.  You might think that I am totally against adding these such parts.  Isn’t the point to reduce weight not add it?  My opinion on such parts are as follows.  If your primarily a casual rider like most of the atving population is, I think they are unnecessary with provisions, If all you ride is big rocky trails where getting hung up on obstacles is a regular occurrences they are necessary. However if you only encounter a few of these type of obstacles picking a good line will eliminate the need. MX riding is where they are definitely not necessary because of muddier days they just end up trapping mud (extra weight) to the machine. Although a sprocket and brake rotor skid plate is however a necessity to prevent damage to those vital parts.

Lastly picking up an inexpensive digital scale can be nice to sort of “chart your progress” by weighing the new or modified parts before and after.  If you keep good records you can actually get a good estimate of how much “pork” you have eliminated from your machine.

Of course this is just a few examples of where you can possibly reduce some weight. This in no way is a complete list. Check back next week for part 3 of this 4 part series.

Thunder in the Sand Beach Race

words and photos by Scott Lukaitis Lukaitis Photo.com

The Thunder in the Sand beach race Fall Edition took place this past weekend on the sands of Wildwood New Jersey. The race is held on the beach between the ocean waves and the boardwalk rides.  [Read more]

2008 Oregon Dune Fest Part 2

 

As promised, I have completed the second of the so called highlight reels from this years Oregon Dune Fest. Sadly, inclement weather made for a whole lost day of shooting so most of this action was from Saturday’s events.  Please don’t hesitate to leave feedback on the videos and also check out other related videos on my website at www.LocalHeroesNW.com  Enjoy!!! [Read more]

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