Motocross is a form of motorcycle racing held on enclosed off road circuits. The sport evolved from motorcycle trials competitions held in the United Kingdom. Motocross is a physically demanding sport held in all weather conditions.
Motocross has its origins in the British off road event called Scrambles that first took place in the year 1924. Since then, motocross grew in popularity and in the 1990s the first sub disciplines of this sport appeared. We are talking about freestyle, supermoto or supercross. The name motocross is a combination of the words "motorcycle" and "cross country".
This off road sport takes place over a very rough terrain, with sharp turns and steep hills. Professional motocross races have long durations; most of the times over thirty minutes, while amateur races are usually very short, sometimes even less than five minutes. Motocross is a physically demanding sport and motocross amateurs could not be able to finish a thirty minute race. To achieve the performance of racing with the pros, amateurs must go through intensive fitness motocross training, calculated diets and, of course, work on their technical skills.
Motocross riding Switzerland Germany is an extremely popular sport, but probably one of the most demanding ones. A rider must be able to control a two hundred pound bike, while maintaining top speed, going through mud, climbing hills and taking hairpin turns. Motocross fitness training is crucial if a rider wants to make it to the pros or if he wants to remain a pro. When you are competing with forty other riders, a good physical condition and good technical skills will help you win races. Of course, the set up of the bike you are riding is also an important factor, but you could have the best bike in the world and still finish last. Motocross fitness training should be a daily routine for all motocross riders.
Our aim at the MX Academy is to provide the very best, professional instruction for all levels of rider, from complete beginners to the experienced motorbike rider.
The academy will also offer support programs which have been formulated to encourage riders to set and reach their own personal goals. No matter if its just to have one day fun riding a dirtbike or to improve the riding skills on a offroad bike.
Training at the MX Academy will not only focus on riding skills but will also look at refining the necessary techniques to handle all track conditions, sharpening each rider’s physical condition, boosting mental skills and encouraging each rider to push personal limits both on and off the track.
But most of all, the academy will aim to achieve the highest level of both enjoyment of the sport as well as realizing the highest potential and achievement for riders who wish to compete at local and even international level.
Coming on board the MX-Academy as instructors are 2 legends in their own right – local UAE and Arab motocross champion Mohammed Al Balooshi and Swiss Motocross title winner Chris Moeckli who rode to a 2004 and 2005 European motocross championship titles.
Lessons are given based on the riders experience as well as their goals and objectives. Training will be carried out by the instructors in a patient and relaxed atmosphere while at the same time providing encouragement to master key riding techniques.
Groups will be kept small so that each rider received individual tuition and attention to ensure each skill is thoroughly mastered.
Motorcykling Gearing
When the factory engineers develop a new bike, one of the most important things they have to do is optimize the gearing. They use their own test moto track with their own test riders. They use average riders and the track is an average, generic track so what do they end up with?
Average gearing. But when you think about it, it's all about mass marketing. That's a good thing though. If they manufactured a myriad of choices, delivery time would slump and manufacturing costs would be passed along to us. A large number of riders will be content with this set-up, but more aggressive racers want a custom gearing configuration. Let's look at some factors to consider.
To Gear Down or to Gear Up; That is the Question
This is really a personal preference but part of it depends on the tracks you ride on. Does it have a lot of long straight legs where you can get up a head of steam? Lots of tight coffee-cup turns at the base of steep jumps?
Gearing up: this is achieved by by either using a smaller rear sprocket or a larger countershaft. The net effect is to add more speed while lowering the final drive ratio.
Gearing down: achieved by using a larger rear sprocket or a smaller front sprocket. Net effect? It raises the final drive ratio, while lowering speed. Great for climbing.
But What is the Final Drive Ratio?
Alright, it's time to apply that schoolhouse math. To arrive at the final drive ratio, divide the number of teeth you've got on your rear sprocket by the number you have on your countershaft.
But what does the number tell you? It's the number of times your countershaft will turn during one complete rear wheel rotation. A smaller number tells you that you'll experience higher RPMs for a certain speed and a higher number is the opposite. Now it all makes sense, right?
Riding at Altitude?
If you're planning to ride at a high altitude, not only should you get there a day or so early to acclimate and avoid light-headedness, but your ride needs modification too. Higher altitudes mean less engine power, so gear down to compensate.
Clutch Implications
An interesting side effect is that the lower your gearing, the less you'll have to use your clutch. Why? Because your engine will be more responsive and run freer.
What About the Power band at Higher Gearing?
Basically, it's the opposite of what we just discussed – you'll put a bit more wear on your clutch; but on the other hand, your engine will be easier to control.
And Lower Gearing Power band?
In a low gearing configuration you'll find yourself shifting much more often to stay in the sweet spot. It's just the opposite of taller gearing.
Be Your Own Pit Crew
Be ready to fine-tune your gearing configuration on the fly without having to change the chain. Put together a starter pack to haul along with you to the track. Include a spare rear sprocket that's two teeth larger than the current one and a countershaft that's one tooth less. The tooth ratio of rear sprocket to countershaft is ½:3.
NOTE: As a rule of thumb, one tooth change at a time in gearing is the max.
Wear and Tear: Your Sprocket Should Match Your Chain
If your existing chain is worn and you use it with a new sprocket, you'll be throwing your sprocket money away because the sloppy chain links will wreak havoc with the new teeth.
Of Rear Sprockets and Countershafts
The smaller your countershaft is, the faster your chain is going to wear. It's a friction thing. Say you decide to ride with countershaft that's one tooth smaller. Your best bet is to use your standard counter coupled with a new chain with an extra link and a rear sprocket that's three to four teeth larger. But avoid the temptation to lengthen the chain with an extra master link; that's asking for trouble!
