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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. Scott Meshey 141

    Twisted Development Engine Services

    For those of you who are serious about their four-stroke motors, I have a strong suggestion, call Jamie Ellis at Twisted Development. I’ve had the opportunity to test their work in my ‘18 Husky FC250, and not only am I impressed by their work, but by the team and their support as well. You may recognize Twisted Development as the motor builder of choice for the I.B. Corp Yamaha and Club MX KTM (you know, the guys who were ripping consistent starts in the 250 class) Supercross teams, Racetrack Supercross series, or their spotlight in the Racer X Films YZ250F Dual Injector Test. TD’s owner, Jamie Ellis, has been familiar with racing and motors for quite some time. Growing up racing, taking a job with Maestro Suzuki as mechanic for Jeff Dement, then working for teams such as Yamaha of Troy, Factory Red Bull KTM, Canidae Kawasaki, Rockstar Energy Suzuki-KTM, and later taking over in-house motor modifications at Rockstar Suzuki until he formed Twisted Development. For discussion sake, I’ll note I’ve put 40 plus hours on a stock ’18 Husqvarna FC250 for Arenacross and several other races... so I understand the feel of the stock 250. We armed my ’18 Husky FC250 with some head work, a piston designed by TD, a Vortex 8E ECU with mapping by TD for VP Pro-6 fuel, a full FMF Megabomb and 4.1 exhaust system, and a Twin-Air Powerflow Air Filter Cage. You might think there should be more to it… but let there be no doubt that this IS a race motor. I put the bike to the test for the first time at my Loretta Lynn’s area qualifier in Tennessee, and from there I raced the bike at WW Ranch and RedBud for Loretta Lynn’s regional championships, and finally at the AMA Amateur National Championship at Loretta Lynn’s in the 250A class. Let me say… I started calling her White Lightning for a reason! I noticed a big difference in the bike across the entire spectrum, from simple things like throttle response and engine rev up/down, but the biggest difference came on the track. This ECU tied up the work done to the motor, fuel, and the exhaust, bringing everything together as one cohesive unit. I noticed a major change in the bottom and mid RPM power of the motor from stock to the TD bike, and the entire curve just felt like it had a stronger response. While the response was robust, the curve was surprisingly smooth, with a slight increase in the higher RPMs like a typical Husky. This was especially noteworthy for starts and straights, being able to wind out each gear to stay in the top-end threshold for longer and having that ever-increasing pull from the motor to rely on in case I got a little off balance. Of course, with this motor was the realization, that with just a twist (pun intended) of the throttle this bike comes alive, it responds to what is required of it and will run other bikes down! Loretta Lynn's 2018, photo by Maine Event Photography (MEPMX) Without a doubt, Twisted Development’s creation blows the doors off any 250 I have ever ridden, and it demonstrates its capabilities everywhere on the track. Personally, I find the strength of power is close to that of a Husky FC350, just a different power curve. With the stock bike, I noticed that the FC250 seemed to struggle slightly when under high demand immediately out of the gate. With that being said, the bike had more than enough torque to leap out of the gate and was willing with its response to climb the RPMs, while starting in second gear, it was quickly over the gate creating a clear path in front of me. There is more than enough power across the spectrum for the Husky to attack any obstacle on the track. I was able to be more aggressive over jumps due to the throttle response and performance of the motor, easily getting me over them. I also found it possible to be a gear higher in some corners, allowing me to use the added grunt on the low-end to pull me out of the corners smoothly and use the entire power curve, rather than doing a ton of shifting, as required when the bike was stock. Also, it was easier to clear jumps that were right out of a tight corner, for example, at my Loretta Lynn’s qualifier in Tennessee, there was a single double right after a very tight 180, it had a deep rut that slowed you down a bit. Most people struggled to use the backside of the single right after the corner to get the drive to hit this double, but I found it effortless to stay in a low gear and let the motor do the work. It’s honestly easier to ride this bike than a stock 250 because of the power increase and the utilization of the entire power curve! Loretta Lynn's 2018, photo by Maine Event Photography (MEPMX) Now let’s talk about the customer service side of Twisted Development. I’m sure anyone who attended either of the regionals I attended is aware while running up front I encountered a few mechanical issues, I think it’s important for full disclosure and I believe this speaks to Jamie and the credibility of the team at Twisted and their unrelenting search for the answer to the hiccup in its running and resolution. We narrowed it down to an electrical issue that has been completely out of our hands, working very hard with me to eliminate all the possibilities and even encouraged looking at the ECU to diagnose if it is working properly. There was never a time in the phone calls to their business that I was put off or felt as though it was a bother. They worked tirelessly to diagnose the reason for the loss of power, making their team a part of my own team to ensure my success. Most recently, I suffered a DNF first moto of 250A at Loretta Lynn’s due to a mechanical failure. When the news reached Jamie and Cody, they immediately tended to my bike to diagnose the issue. They went through the bike with a fine-tooth comb, found a faulty wiring harness and damaged spark plug cap. The bad wiring harness had proven to be the problem since the start, keeping in mind that the motor work was done to a brand new bike (apparently you can get a bad wiring harness from the factory). With replacement parts in hand, they took their time to make sure the bike was put back together, making a few adjustments to help with the Loretta Lynn’s humid environment. In fact, they worked tirelessly until about 9 PM, fired the bike up and sent me back to my pit with the bike ready to race. No question about it, they are truly committed professionals and stand behind their work, with one goal, to provide the best opportunity for success off the line, every time! At the end of the day, if you’re serious about your speed or your demand for a competitive bike, Twisted Development is an awesome business to consider for your motor builder! Their integrity and sense of professionalism in what they do is unparalleled. They exceeded my expectations in how they handled questions, as well as resolving issues when their work was not the cause. Twisted came together, in an intense and demanding environment, successfully as a team to put me back on the track with a bike that is ready to run with the best. This isn’t something that you see every day! Kudos guys for a great experience!! Pricing breakdown: Head Work $1090 Seats $170 Vortex ECU $699 Mapping $250 Piston $476 Check out Twisted Development's website for all of their services!
  2. Scott Meshey 141

    Twisted Development Engine Services

    1 review

    Twisted Development began with a passion to build and develop the best performance products and services for the racing community. We pride ourselves in putting together the best performance packages that will fit your specific needs. Whether you are a beginner, intermediate or a top professional who needs the technical edge to compete at the highest level, we have a service or package for you. Check out Twisted Development's website for all of their services!
  3. Scott Meshey 141

    Chad Reed 2018 AMA Pro MX

    I'm surprised that Reed did the outdoor testing period. I was told that he was a SX only guy. Unless he's trying to make inroads with JGR for 19 SX... maybe he's tired of buying his Huskies 😬 even though he rocked that (relatively) stock factory edition! 😎
  4. Scott Meshey 141

    Roczen Dumping Cargo

    I will say that the e-start is really convenient for saving the energy of kicking the bike into oblivion if it's later in a moto or you stall in a rut and can fire it back up really fast. However, when you can't get the bike to fire back up while rolling is a pain in the rear... rather than just bump starting it.
  5. Scott Meshey 141

    Taking Care of Business

    Hello ThumperTalk readers! Been a while, I’m going to go ahead and bring you up to speed on where I’ve been and where I am headed. After numerous crashes and a bit of luck I managed to gain my Road To Supercross points by making the main events at both the Greensboro and Florence Pro Arenacross races in both the AX and AX Lites classes, as well as top 5 finishes in the 250A class at the Tampa and Atlanta Amateur Supercross rounds, winning the Atlanta round. I have to say that my experience with Arenacross was a bit different than the first time I had jumped into it. While I really only had about a week’s worth of prep in total for my Arenacross races, I at least had a good idea of what the entire day is like and what to expect as far as the track goes, the racing, and the strategy. I definitely was able to be more deliberate about my actions on the track and that allowed me to advance into the main events. Whether it was knowing the spot to get aggressive in an LCQ, or knowing that the two guys in front of me were going to take each other out and where it was going to happen in order to set myself up to pass both of them when they hit. Moral of the story for Arenacross racing, was that I had to be calculated and smart to achieve the outcome that I wanted consistently. Loretta Lynn's Regional Championship at WW Ranch, photo by Maine Event Photography (MEPMX) Since getting my Road to Supercross points, the focus has been going through the process of qualifying for Loretta’s… which is something I am way too familiar with at this point! Both of my area qualifiers had something interesting in store for me. For my Southeast region, I had the chance to race against Tony Archer! It was definitely a cool experience, even though I managed to screw up my lead on the last lap by overshooting the inside line with my front tire by just enough to go down and then not being able to catch back up. Definitely learned a bit about being confident in my speed and staying forward-focused to keep me in front of someone that has a lot of experience and a lot of speed. It’s definitely different having someone behind you that is very well-versed with racing at the highest level and has the ability to read someone and their next choices like a book, compared to most amateurs (myself included) that still have a bit of that gusto to just try to use brute force or drag racing someone to the inside line. My Mideast qualifier… well that was a bit muddy to say the least, starting the weekend with a backhoe pulling us into a spot to pit. Having less than an hour of ride time on my 350, as well as about 20-30 minutes of ride time on my Twisted Development 250 created a little bit of uncertainty, but also excitement in the race! I’ll have a review on the performance of my Twisted Development motor up soon. 2018 Loretta Lynn's Regional Championship at Redbud MX, photo by Diffysmooth Then came the regionals. Feeling like I had a point to prove a point, along with the next level of confidence of being on some very competitive equipment… it didn’t exactly mesh well for me for the conditions of the track. While there was some back luck I could not control in terms of other riders and a freak cross-rut on one of the faster jumps, I was in the positions to qualify, but my problem was that I did not want to settle and could not put my bravado of believing in myself aside to just do what needed to be done. When Redbud came around, however, the mindset had changed. While it rained every single day and at some points it would’ve been better to have a jet ski on the track… I relied on my knowledge of putting myself in a good position and being more mindful of my ability and what the track conditions allowed me to do. Until it was all set and done, I had finished 11-2-2 for 4th overall in Open Pro Sport and 5-3-11 in 250A for 5th overall, both positions that get tickets to the big show! Definitely not going to talk about both of my 11th place finishes… let’s just say it was the kick in the rear I needed to get a set of acorns and not be intimidated by the mud (which also came from a talk from mom). 2018 Loretta Lynn's Regional Championship at WW Ranch, photo by David Lando From there, it’s on to Loretta’s! From Loretta’s, we’ll see how things shape up. Until next time, keep the dirt churned up. I’ll see you out there. Thanks for reading! Huge thanks to everyone who sticks behind me. Husqvarna, Xtreme Powersports, Race Tech, MPR Suspension, Boyesen, Fly, X Brand, RoostMX, Acerbis, Dunlop, Twisted Development, Twin Air, Mika Metals, Wiseco, EVS, Tamer Holeshot Hookup
  6. Pictures using Rhino USA Soft Loops



    Love them! I was super impressed with the overall quality of these straps. From the actual strap itself, to the handle and metal pieces, everything is super solid and is clearly well built. I have had a few straps slip on my handlebars because the material gets wore out and slides when you hit a big bump. The Rhino straps have not allowed that to happen, and have yet to show any wear on any of the components. I was a little confused as to how exactly to get the ratchet strap started, but after getting it straightened out I haven't had an issue since. Great bag to come in for easy storage and knowing exactly where to find your straps, and are just a strong and reliable product... exactly what great straps should be! Also, they are made in America and are an American company, support the economy . Plan on using these for a long time! Below are some pictures of the yellow soft tie loops. Looks super clean with the yellow I have on my RoostMX graphics for my Husqvarna FC250.
  7. Scott Meshey 141

    Wiseco Racer Elite Piston Kit

    Previously, I have used the Wiseco Racer Elite piston in my Kawasaki KX250F’s that exceeded my expectations and tremendous results. However, I have had the opportunity to make the brand switch from the 2017 Kawasaki KX250F to a 2018 Husqvarna FC250. I’ve had a good amount of time on the bike, riding it as showroom floor stock, 9 hours, and then installed the Racer Elite piston. Mainly, I tested the Racer Elite in the indoor environment, of professional Arenacross races, Amateur Supercross events and a pro Supercross track. In this process, I have obtained my Road to Supercross points in four events for my professional Supercross license with only a Racer Elite piston, race fuel, and an aftermarket muffler installed on the bike. Daytona Amateur RCSX, Photo by David Pilgrim - Pilgrim Pictures This was a great opportunity to get some thought provoking data on the Racer Elite piston’s impact on performance, these disciplines require a great range of power throughout the power curve and test the bikes ability and response due to the different obstacles and conditions. I showcased the Racer Elite in multiple events including Greensboro Arenacross, which featured bit of sand and dirt mixture that held a good amount of moisture, but was slick in berms and nasty ruts. This made the catapult and rhythm sections a challenge demanding immediate torque. Florence Arenacross was mainly red clay providing loads of traction however, the track broke down and got deep ruts which can rob a bike of its low-end power. The South of the Border training facility I rode both the Arenacross and Supercross tracks, both hard clay that was no nonsense and not very forgiving requiring bottom to mid end horsepower, not high rpm’s which would result in spinning. Greensboro Pro Arenacross, Photo by Martha Prentis - MEPMX In my previous experience with the Racer Elite piston, it created a strong increase in power throughout the power curve in the Kawi and made the bike leap out of the corners. The Husqvarna FC250 is a bit different compared to my last experience, as it has an impressive 5 more HP stock out of the crate, than a KX250F, and the meat of that power can be found in the high RPMs. Of course, once you got to that top end power, it never stops digging and gaining speed, but getting there is the bump that is needed from the Husky in my humble opinion. For tight and technical racing, it’s super important to have reliable bottom to mid-end power for multiple scenarios, but is especially important for whoops! The Racer Elite piston provided the Husky a lot of necessary power for any scenario that was thrown my way from my indoor endeavors. It was very easy to notice the increase in power, however, what was so amazing was exactly how the increase in power changed the overall performance and profile of the bike. It added a good deal of power on the lower end of the RPMs, which made it easier to climb quicker towards the high RPMs where the FC250 excels. In addition to a needed bottom end bump, it promoted the never ending full throttle climb on top that allowed me to really ring the bike out on an Arenacross straight without worrying about unnecessary shifting. This was also helpful coming out of a tight corner into a finish line catapult or a big triple into a rhythm section, because I was able to use the same gear coming out of the corner all the way up the jump without concern of coming up short. If you’ve ever frame-cased an Arenacross catapult, you understand why that is such a relevant concern! Greensboro Pro Arenacross, Photo by Martha Prentis - MEPMX As I mentioned, the Racer Elite provided a much needed bottom end bump in horsepower. Before I added the Racer Elite I was skimming the Arenacross whoops at the South of the Border in 3rd gear, with a little bit of struggle. I was then instructed to use 4th gear instead which would utilize a greater amount of power available in the gear and decrease engine breaking and front end drop. This worked nicely, but it was difficult to get consistent runs because I felt the need to enter in with more speed to compensate for the lower RPMs. For me, I do better in Arenacross whoops when I am able to focus on each whoop and adjust accordingly for each one. When I added the Racer Elite piston, I was able to keep a controllable approach, and gain speed further into the whoops because I was able to judge each one and keep a consistent amount of throttle and even started to increase the throttle towards the end and start to skip one whoop out. This not only helped with the whoops themselves, but made the following corner easier because I had better control going in, had less jerky or rushed movements within the corner, and was able to keep a good speed coming into the following rhythm section. In the type of racing where your lap times range from about 21 to 26 seconds, every tenth and even hundredth of a second is crucial. In the two pro Arenacross rounds that I raced in, there were two very particular instances that I can specifically say that the benefits of the Racer Elite piston made my success that much more attainable. They happened in separate rounds, but actually made the difference of making the main event in one of my classes. In Greensboro I had started around 5th in my AX Lites LCQ, and had to quickly make my way to second place to get my spot in the main event. For this race, the catapult had an exceptionally short run and the corner before got pretty deep and beat up. For the final two passes, the riders in front of me were having a hard time clearing the catapult, whereas I was able to get plenty of power to the ground and with the help of the Racer Elite piston, I was able to jump the catapult free and clear and get the drive necessary to propel the Husky up and over to set me up correctly for the next corner. It was the ability of my bike to get the power out of the corner and up over the catapult that got me within striking distance of those in front me going into the following turn. The second instance was in my AX heat race in Florence, where I was sitting two spots out of a transfer. I knew the two riders ahead of me were going to get together in a corner before a rhythm section. I had made sure I gave them some room, but I would have to cut down hard in the corner and triple into the section, which was no easy task even with a clean outside line. They had hit each other, and I was able to cut down hard on the corner, into a deep rut. Even with almost coming to a standstill, I sunk deep into the rut and gave it a handful of throttle that started at mid RPM’s and was able to triple into the rhythm section and pass both guys for the transfer spot. Compared to how the bike performed without the piston, I doubt that I would’ve cleared the jump in a pinch like that! Florence Pro Arenacross, Photo by Martha Prentis - MEPMX Overall, I was very impressed with Racer Elite piston in the FC250. Of course, with some high quality race fuel, the benefits of the Racer Elite are further enhanced. I truly believe there was a substantial difference made in my bike because of the piston, and it helped give me a boost of confidence in my machine to know that I was able to accomplish what I was demanding from the bikes performance. Aboard my FC250 with only a Wiseco Racer Elite piston, slip on muffler, and race fuel as my engine modifications, I was able to make both the AX and AX Lites main events at both the Florence and Greensboro Arenacross races and place top 5 in the Tampa Amateur Supercross round and winning the Atlanta Amateur Supercross in the 250 A class. These finishes produced the results and earned the points required in the Road to Supercross in order to obtain my professional Supercross license. The Racer Elite pistons performance was instrumental in the outcome of the end results!
  8. Arenacross Photos





  9. Scott Meshey 141

    Reviewed: FasterUSA Wheel Sets

    As you might know, I'm one of the contributing editors for the ThumperTalk.com review crew, and I wanted to let you know that I just finished up my review on a set of custom wheels built by the folks at FasterUSA with components from the folks at RKExcel America. If you'd like to read my review as well as catching a video of me racing on them, here's the link: Thanks for taking the time and hit me up in the comment section below if you have any questions. Oh, and don't forget to tap that "follow" button so you'll be notified when I post new stuff. Scott Meshey #141
  10. Scott Meshey 141

    FasterUSA MX Wheel Sets

    Many riders don't seem to put too much stock in HQ aftermarket wheel sets outside of noticing how sexy they typically are. However, over the years I’ve used a number of different race wheels and can say that without a doubt, they have material advantages over stock. Recently, I got the chance to test a set of wheels on my 2017 KX250F built by FasterUSA, using Excel A60 rims and FasterUSA billet aluminum hubs, stainless steel spokes, & spline drive nipples. The first thing that I noticed about the wheels was how incredibly solid they were, even after putting in a few hours and some hard hits that could create a wobble in a stock wheel. As someone who is concerned about my equipment lasting considering the trials I put them through, I went with the slightly heavier but stronger Excel A60 rim, along with beefy stainless steel spokes & spline drive nipples. While the wheel set components I chose didn't save much weight vs. stock, in just about every way, they are much stronger & more durable. Better built wheels mean the bike will roll much easier and with a lot less effort, especially with high-quality bearings and no additional weight for specialty spacers. The reason why is that the wheels hold their shape. What does that mean for riders? Well, it just makes gaining and keeping speed easier. This is great for all conditions and all parts of the track, especially tight sections. Less dramatic fluctuation of throttle use in tight corners or sections means a more stable bike. Florida’s tracks have a lot of sand, and I found that I was able to carry better speed throughout corners and I was maneuvering around the bike less against the struggles of sand. Engine braking became less dramatic (especially on a modded 250F), which helped keep the bike more stable in the entrance to corners and allowed good body positioning to really dictate where the bike was going, minimizing the feeling of “knifing”. As someone who races the top-level of amateur motocross, soon transitioning to pro, I am hard on equipment. I demand every ounce out of my bikes, and sometimes that means over-jumping because you’re trying to get every inch of advantage on your competitors. Production wheels can get flat spots fairly easy when put them to this kind of test and in some cases can result in a blowout, even if you keep up on your spokes. Even with a flat spot, your tire can grab a rut wrong and have an effect on your performance. There is also a small detail called unsprung weight. Unsprung weight refers to the weight of a part of a vehicle that is not supported by suspension. On a bike, the wheels are something that is not supported by suspension... the rear wheel is one of those parts. Any additional weight creates a more dramatic rebound when you apply the same amount of force. Flat spots can create unevenness in your wheel, causing a wobble and additional wear on your bearings. This has an effect on the integrity of the wheel which is an issue whether you are a pro or a novice rider. The Excel/FasterUSA combo held its own even after a few accidental OJs and the rigors of my riding style. They just simply felt well-built whether they were in my hands or under me, and the spokes seemed to stay tight (something you have to stay on top of with stock wheels). In my opinion, it makes sense to have aftermarket wheels not only for the performance aspect, but because they are stronger and more durable than stock. The Excel A60 is 15% stronger than their Takasago rim, using a V-Curve design to reduce mud build-up, and is used by some of the top off-road & motocross teams including Monster Energy Pro Circuit Kawasaki, Rockstar Husqvarna Factory Racing & Factory Off-Road, and Star Racing Yamaha. FasterUSA makes their own hubs in-house using high-grade US certified aluminum, anodizing their hubs and spokes. Overall, it is a worthwhile investment not only from a performance and aesthetic standpoint, but also having a strong, reliable wheel that is going to last a long time. Check out RK Excel for more on the A60 rim and FasterUSA to take a look at their services, wheel sets, components, & how they're made. FasterUSA hubs come with a full one year warranty, but claim they've never seen a broken hub outside of negligence such as loose sprocket bolts. FasterUSA wheel sets don't come with sprockets or rotors, but top brands can be added. FasterUSA has complete wheel sets starting at $849 USD with Excel Notako rims (enthusiast level rims), going up to the top-of-the-line Excel A60 rims starting at $1,139.
  11. Scott Meshey 141

    Honda Releases Roczen

    Not anymore! Gotta update the profile.
  12. Scott Meshey 141

    Honda Releases Roczen

    Yea, that title got me.
  13. Scott Meshey 141

    Ethanol free vs Unleaded

    I ran Renegade 110 fuel in my FC250 for about 4-5 races and it ended up fouling my spark plug and advanced the wear on my piston rings... for a yz125, ethanol free would be okay. If you can get VP C12 fuel, it would run amazing on that. Used to run it in some of my 125s and Supermini bikes.
  14. Scott Meshey 141

    The Arenacross Trials

    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