Scott Meshey 141

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About Scott Meshey 141

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    I'm a Motocross racer for life! It's been my passion ever since I was a little kid. I strive for excellence in all aspects in my life, whether it is racing, college, or my personal being. I also enjoy good food with great people, paddle boarding (and the beach in general), and physics. As an elite athlete, physical training is just another part of my life, however I do enjoy a good workout session and being physically fit. I also enjoy writing about my experiences as a racer, and being able to share what I have learned from my experiences with others, whether it's simply for reading pleasure or if it helps give someone a realistic look at what Motocross is for a grass-roots racer.

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  1. Hello TT readers! I’ll be taking a little bit of a different approach to my entries. I’m looking to focus a little more on how my prep goes and things I learned from prep and my race, rather than on the race itself. Also, my entries may look different than they were before. Of course, if you’d like to see any more about the race itself, feel free to find me on social media! A few things I have learned recently: Keep up with the times Patience is key Don’t over jump and flat land a Supercross catapult _______________________________________________________________ Those who follow me on social media or race around the central Florida area know that I have switched from Kawasaki to Husqvarna. This decision came about after a few experiences where I felt that I was bested only by the power of the bikes I was racing against. Not that my bike wasn’t fast, but it was not a 6-hour motor like many of the pro-level bikes I line up against, and to make my bike that fast was going to cost a lot of money and lose a lot of reliability. When I had heard that Husqvarnas came stock with a substantial amount of power more accompanied with less weight, I was thoroughly shocked. After doing some research on different bike brands and the advancements in technology I felt like I had been living under a rock! Of course, once I got my FC250 I was even more blown away at the nimbleness of the bike and how well the stock suspension worked. Pay attention and keep up with the times! Before I was able to ride any Arenacross, I had less than 7 or 8 hours logged on my new bike and had been riding on stock suspension on outdoor tracks, a very different reality from what I needed to become accustomed to. I think that was good to learn the ergonomics of the bike, but also, I hadn’t ridden on stock suspension (especially on a place like Gatorback MX) in years because I have worked closely with Race Tech. Helped keep me humble and remind me how lucky I am to have some of the best suspension in the business! Thankfully, I had the opportunity to train at the South of the Border training facility the week of the Greensboro Arenacross. When I showed up to the SOBMX Arenacross track on Monday, I really didn’t know what to expect out of myself, and I wasn’t entirely sure where to start. However, I did know that I did not have much time before the weekend and I needed to get myself situated and get down to business if I had any hopes of gaining my Road to SX points. While it took me a couple of laps, I quickly tapped into the skills I had gained from 2 years ago racing AX. I was quickly reminded, however, that in that type of tight riding and especially in the whoops needed to be taken with a bit of patience. It only took one “holy crap I’m about to eat dirt” moment on the AX track. In motocross, the motos may be longer and the tracks are bigger, but you have moments for rest and can usually keep it very smooth and not expend a ton of energy. In AX, this is not the case. It is constant setting up and adjusting and analyzation and awareness which can be both mentally and physically exhausting if you don’t learn how to make your moves less dramatic and set up correctly to fight the bike less. Patience is key, don’t rush it! 2018 Greensboro Arenacross, photo by MEPMX Now, onto the fails! After gaining some useful time on the AX track and relearning how to approach the obstacles and rework my thoughts, I decided to take a swing at the SX track for fun! Rhythm sections, no issue. Whoops, well I decided to avoid those on my first day (SX whoops are VERY different from AX whoops). Long story short, I WAY over estimated the catapult and ended up overshooting and flat landed… my wrists still feel it a week and a half later. Another awesome fail came when I was working on rhythms through the whoop section on the AX track because they had gotten too beat to consistently blitz every time. Like a typical guy I was getting it down pat, using a mixture of jumping and wheel tapping to make my way through with ease and a lot less energy. Then, I started coming into my first wheel tap with a bit more gusto because I was nailing the corner before. All went well until I started rushing the rhythm… and it was then that I had missed the second wheel tap because of a lapse of judgement and accidentally decided to try and ride a nose wheelie through the rest of the whoop section, which ended in me crashing. Had to walk if off, of course. That helped me learn that when I let “it” come naturally and didn’t rush the track, it allows me to think each step out and adjust in those fraction-of-a-second moments. This also helped me maintain focus and hammer out smooth, consistent laps. Patience is key! Ended up coming away from Greensboro Pro Arenacross with 13th in the AX class, and 15th in the AX Lites. Straight to the AX main event from the heat race, and through some rather determined racing in the AX Lites Last Chance Qualifier I worked my from 5th to 2nd for the last spot for the main. All while keeping these small lessons (along with others) in mind in the process. Not too bad for my first Pro Arenacross race in 2 years with a week of prep! Be sure to keep your eyes for the next entry where I will talk a little more about the mental game in prep and during race day. Click the follow button to get updated when I post new entries! I’ll see you at the races. 2018 Greensboro Arenacross, Lites LCQ, Photo by Mike Vizer Big thanks to Mike Burkeen and Taylor Futrell at SOBMX for having me at the facility and for the words of wisdom that were massively helpful in my prep. Looking forward to going back for the week of the Florence Arenacross and progressing even more and getting better and better! Also, big thanks to Hans and the crew at Xtreme Powersports for getting me in touch with the right people to make the Husqvarna deal happen! Lastly, big thanks to Jeff and his crew at MPR Suspension for getting my suspension set up and returned to me in a bit of a pinch. Thanks to Husqvarna, Xtreme Powersports, TMI Calibration, Race Tech, MPR Suspension, Boyesen, Twisted Development, Fly Racing, EKS Brand, Wiseco, EVS, RoostMX graphics, Acerbis, Dunlop, Bulletproof Threads, Mika Metals, DT1 Filters, MotoSeat, Tamer Billet MX, Evergood Co, and SOBMX. 2018 Greensboro Arenacross, Photo by MEPMX
  2. Very true. The main body positions of all riders is very similar, however everyone has their own personal style. While there isn't anything wrong with that, we all have our bad habits. Having someone identifying and hammering out those bad habits is both a speed advantage and to be quite honest, it helps keep you safe.
  3. I think that's a stretch. The wealth of information I've gathered from different trainers over the years such as Matt Walker and Timmy Ferry (to name a few) have helped me not only as someone who races, but how the motocross industry works... which is definitely not the prettiest. I've mainly worked by myself for the past 3-4 years, with minimal help from a professional trainer. Once you have the correct form and such, it becomes a thing of learning how to read a track and how to read other racers. A foot or even six inches one way or the other on a track can make a huge difference! At that point, having someone pointing out small mistakes or giving their suggestion of how to approach certain situations. At the level of racing now it is almost a requirement to have been trained at some point to know the right way to ride.
  4. I don't remember reading about any major changes from the 17 to 18. Personally, if the suspension and motor is virtually the same, I would say go with the 17. I am a little more drawn to the black frame instead of the orange, but that's personal preference! Great choice going with the 150 though. Had one myself in 2014 and remains one of my all time favorite bikes.
  5. I would agree. I grew up a couple years behind him watching him race at the amateur nationals and the dude's an animal.
  6. JMart's riding style reminds me a little bit like RC's. As we all saw though, he killed it at Daytona, so I think he should do well at SX. Hard to say for MX, those tracks are nasty and being short doesn't help too much for man-handling a bike. I'd bet he will rip a lot of starts though!
  7. The CRF has come a long way. Haven't ridden a Honda since 2014, but would be curious to take a lap just for curiosity's sake.
    Have you ever broken a lever in the middle of a race because you laid the bike over just right? Not only do you sacrifice full control of your front brake lever or clutch, this can seriously impact the outcome of your race! For about the last 6 months I’ve had the opportunity to test out Fly Racing’s Tri-Pivot Levers, as well as the quick-adjust clutch assembly in some of the most demanding conditions, and their performance was impressive. At first, I had an issue with the quick-adjust clutch assembly, but after reporting it to Fly and some Q&A with the gentleman that designed the levers, they fixed the problem and sent me the revised unit. Nice! Now, I believe that the levers and clutch assembly add an edge of performance. Compared to other brands of bendable levers that I've used, I must say that the Fly Racing Tri-Pivot Levers have greater feel and control, and still bend like they are brand new after get-offs, both big and small. For a product that comes from a company most recognized for their gear, I was pleasantly surprised by how they enhanced my racing performance. I have noticed in the past that when using bendable levers, you lose a small amount of feel in the clutch. This is crucial because we use our hand controls in the two most important places on the track: the start and corners. For the brake lever, I found that even though I prefer the feel of a responsive front brake, I had a better control and feel of how hard I was braking. I have used a competitor’s bendable levers where the cable was attached directly to the lever, and after a couple get-offs, the cable and housing would wear down and negatively affect the feel. In contrast, Fly Racing Tri-Pivot levers don’t have the cable attached directly to the lever, instead using something of a “knuckle” that bends independently from the cable, but the levers use two different points to bend, one for bending backwards, and the other for bending up and down. Having reliable feel is great because the importance of clutch control on starts is crucial; keeping your clutch at the point that it is barely allowing it to engage, but held in enough that it doesn’t let the rear wheel spin, that’s the sweet spot. Of course, with each changing condition, our use of the clutch varies, and I found that the Tri-Pivot Levers’ feel allowed for an easy adjustment. For example, when the conditions were wet or very dry, keeping the rear wheel in control by staying in low RPMs at first using the clutch was a breeze. The improved feel for braking in these conditions is also very helpful since it is very easy to have your front wheel tuck out from under you. In a pinch or a close race situation (in A class, that is pretty intense) it's easy to go to little or too much gas or brake or clutch, but I found that even in some really close moments that I was able to make less mistakes due to improved feel compared to stock levers. When using an aftermarket clutch, the hard hit of dumping the clutch can be hard to judge, and I found that this was more manageable with these levers. There are also some small things that I enjoy about these levers. If you have the quick-adjust clutch assembly, in the event of a hard crash, not only will the lever pivot, but the assembly will slide upward or downward, allowing you to put it back where you want it with a nice smack before you take off again. As someone who has broken a few levers or had their assembly stuck in an awkward position during a race, and sometimes national events, this is a very handy tool. The large cable adjuster is very easy to feel how much you’re tightening or loosening where your clutch grabs, and it’s design is easy to make a change mid-moto. In addition to the levers being an “unbreakable” design, they come with a 3-year crash replacement warranty. Lastly, the clutch assembly is a universal design, so if your motorcycle has a cable-activated clutch, it fits. Bottom line, not only do the Fly Racing Tri-Pivot Levers present themselves as a worthwhile investment to prevent breaking levers (Fly guarantee), they also give an improved feel of the hand controls. They also last and keep their integrity for bending. Prevention and an edge, at your fingertips (pun intended)! The cost is $79.95 per lever, or $189.95 Quick Adjust Billet clutch assembly (with lever).
  8. 1 review

    Three-way Directional Folding System Pivots forward AND up and down to keep lever out of harms way in the event of a crash Adjustable reach to fit a variety of hand/finger sizes and lengths Unbreakable lever design 3 year warranty Fitment Chart
  9. Personally, I have always been an FMF guy, so that's what I would go with!
  10. Wiseco Racer Elite piston. You won't regret it!
  11. That's really surprising. There's a lot of factors that might cause the lack of power... but the thing with riding two smokers is staying in the power band. I personally like how nimble the two strokes are. It's more than just the power!
  12. Just picked up a Husqvarna myself. They're pretty sick bikes. Looks good!
  13. Just emptying out the tank will do the trick. I do that all the time when I run race gas in my bikes. Helps to keep the seals from breaking down and leaking fuel into the motor!