Mythbusters: Test Rider Edition

“Keefer, I want to be a test rider”. Of course you do, but do you know what you have to do once off the bike? Do you know what the correct way to do things when you’re on the bike testing? I hear this statement all the time, but I end up asking these questions above every single time I get asked. To me I don’t think a lot of people understand the ins and outs of testing. From the outside, a gig testing for Keefer Inc. or any other motocross media outlet appears to be one of the best jobs in the industry and it is! Where else do you get to ride the latest bikes, sometimes on private tracks while wearing new, free riding gear? Yet, despite all the apparent perks, being a test rider is actually a tough job that requires dedication, being a good person, persistence, honest and more than a little luck. The purpose of this article is to fill you in on some of the false notions surrounding the gig of being a test rider and to tell you how to become one, if that is, what you are looking to do.

Falsehoods That Surround Being A Test Rider:

There are several components of being a test rider that aren’t exactly understood by those trying to get this type of job. Here are some things that I put together that you all may think happens in the testing world, but are simply just falsehoods.

Fiction: Testing is easy work. While you may think that bike tests involves simply cruising out to the track, hitting kickers and getting free shit, you couldn’t be more delusional. Testing is hard work and those that do it right, do a lot of it! Most of my test days begin early in the morning to take advantage of the quiet time I have at home to type and typically don’t finish a testing day until the evening. Don’t get me wrong, it is fun, but becomes more like a real job the more you do it. The toughest thing about being a test rider would have to be the long days I put in at the track and only to return home to start typing an article. I am mentally fried by the time I am ready to hit the sack. Sorry Mrs. Keefer, you’re not getting any tonight! To evaluate a motorcycle in a comparison situation you have to make sure you give equal time for each bike, and that could be up to six motorcycles at times! So, it is definitely a full day. Your body is tired at the end of the day right up to that last bike you get on, but you have to make sure you’re in the right frame of mind (and in shape) when you are testing at 5:30 in the evening. You have to make sure you are fair and not in a rush to leave the track just because you’re tired. Being in shape is sometimes over looked with other test riders. I take pride that I try to stay in as good as physical shape as I can be for a 40 sotting year old. You’re only going to ride as much as your body allows so having this base of all these years riding has helped.

Fiction: Test riders get paid a lot of money. Believe it or not, I don’t pay my test riders (I only have a couple) a whole hell of a lot for their services. While this may seem unfair, consider the flip side: My test guy gets to ride the latest bikes, gets parts and gear to test and keep. Your hobby is work, but at least you don’t have to pay for your hobby. Not only that, but they end up getting a lot of time on each bike, which makes it a great gig for aspiring pros or those who desire a lot of training. When I started at Dirt Rider years ago, I got paid nothing for years until a check showed up for a couple hundred bucks after a shootout. I had to put in my time and pay my dues in order just to get a couple hundred dollars. When you test for a manufacturer (think durability testing) you will get a set amount per day, but it is usually only a couple hundred bucks per day for a 12-14 hour day.

Fiction: You have to be fast or a pro to be a test rider. Being a high-level racer type certainly makes someone a good test rider on paper, but this isn’t always the case when it comes to track time. Many pros are very adept at gauging what is going on with their equipment; conversely, some pros can’t even tell if they have a flat rear tire. Trust me, I have seen it! Speed is not directly related to having a good sense of what a bike is doing and as such I try to use riders of every skill level. When I test for manufacturers I have to be conscientious of the fact that these bikes need to perform for a wide variety of riders, not just what I like. When doing stuff for Keefer Inc. shootouts I have multiple opinions in which helps broaden the evaluations I bring to readers, since not everyone out there is a Supercross Pro. This is also why you’ll see mid forty year old, blue collar guys testing in my 450cc shootout alongside 240 pound weekend warriors, not just 170 pound fast guys; diversity only enhances the value of testing.

Fiction: Test riders get to roach out bikes. While I can’t say the same for other testing sites, there is no denying that I ride a lot and spend almost as much time in my garage as I do on the track. Why? Because I adhere to one simple rule that my dad preached to me when I was young: treat anything you ride as if it was your own. One look around my garage and you will find clean bikes, lubed chains, fresh filters and fresh engine oil in the machines. I take great care to not only keep the test bikes in solid shape, but also to know what makes them tick and this transfers into getting the correct feedback to you all. On the track or on the trails, I encourage my test guys to ride a bike to its full potential, but this in no way includes thrashing it. All of the manufacturers are great dudes and if I trash a bike and give it back to them like that, I would feel like shit.

So now that I brought up some common myths about test riding, how the hell do you become a test rider?

Be Persistent And Available:

If you really want to test rider, the first thing you need to do is to make yourself available. Like “I don’t have a life” accessible and on short notice. I usually like to get the information out to the people ASAP, so I often have to plan test sessions without much warning. As a result the guys I have used earned their test riding moments by simply being in the right place at the right time. I have literally talked to riders at the track and I could tell by just the way they treat their bike, how they ride and what type of attitude they have, offered them to try out test bikes. I am a huge people person and can tell a lot about someone by just talking to them. Some of those guys came off articulate when it comes to explaining how a certain bike performs on the track. Sometimes being lucky and in the right place at the right time helps. This isn’t a slam dunk and doesn’t mean that you’re going to be a test rider, but it helps to have a good presence at the track. Say hi to people at the track and look like you’re enjoying yourself instead of hiding out in your van all day, like I am guilty of at time. Ehhhhhh…

Knowledge Of Dirt Bikes:

Please for the love of all that is holy know which way to turn a clicker to speed up the rebound? What does a bike do if the mapping is off? How does the bike react if the sag is set wrong? Do you know what sag is? Or shit, did you even check your sag?These questions-and more like them-all need to be answered by a test rider before getting the job. No one is looking for super freaks when it comes to bike knowledge, but a test rider needs more than an elementary idea of how a motorcycle works and how certain changes affect its performance on the track. A test rider needs to be picky enough to know how he or she likes their setup, yet open-minded enough to be able to try something different (I to can struggle with that last part at times). He (or she) cannot be afraid to try new settings, setups and has to be vocal enough when something isn’t working. If you don’t know or can’t feel a difference between bikes or settings, then it is OK to say “I can’t feel a differnce”. Most importantly, a tester needs to distinguish between what effect the track is having, what the bike is doing and what the rider or his technique is causing. This comes with either a natural ability to know a dirt bike, or lots and lots of seat time.

Confidentiality:

A lot of my work is confidential and if I screw that up, I wouldn’t have a job. If you can’t keep a secret, don’t even think about trying to become a test rider. If you give up a secret before it comes to production, you risk getting blackballed from any type of testing! The word “embargo” is gold with the manufacturers. Some people think it’s no big deal and I am being too intense, but I take my testing extremely serious and that includes not talking about things until they are in production or the embargo has lifted. The best test riders are not only great at breaking down each machine, but they would have to be pistol whipped before giving up the goods of a new bike or part. Being part of Pulp MX means that Matthes will try to get the goods out of you, but you have to be resilient and tell him to “suck it” from time to time. Mums the word Steven.

Be A Good Person And Professional:

As most of you know I like to have fun just as much as the next guy, but when it comes time to start busting ass and working, I am all in. Playtime is over and work mode kicks in. There is such a thing as “Work Kris”, just ask some of my friends! As a test rider I am representing myself and am expected to be professional at those times. This includes not riding like a jackhole at intros, treating people with respect, not looking like I just woke up on the beach the night before, not showing up to the track late or in old, thrashed riding gear and not typing up a second grade opinion of something on an iPhone. Being able to formulate a solid opinion is not only helpful, it’s essential; what good is a rider who can feel what a bike is doing, but can’t put it into words. Or if a rider just starts making up shit to sound like he or she knows what the hell they are talking about. Being punctual is also key when turning in reports on time. I get so many kids that just want to ride the bikes and then go home to throw up an Instabanger to pull chics. Go home, get the report/opinion done and send it in. That is how I got more work. It’s surprising how much of a big deal that is to companies. So many people want to do the fun shit, but not the hard stuff afterwards. Lastly, if you don’t know how to spell at least 90 percent of the words on your report, go take a college course, so you can have the complete package or “The Quan” as Jerry McGuire would say.

Be Consistent:

As with many things, consistency in testing your own stuff is key. Know what you like and stick to it, but again, don’t be afraid to be flexible and try new things. Don’t ever use the word “perfect” in the testing world. There is nothing perfect because everything can get better through testing. An old saying goes “you’re only as good as what you try”. I try to live by that motto when it comes to testing. When I work with manufacturers, consistency is also important because it provides a common goal to work toward. We always have a baseline setting that we are looking to get better than and sometimes we will re-visit that baseline setting along our testing path. Consistency on the track plays a big roll to making bikes better as well. When on the track make sure to hit the same line every lap when you’re testing, so your feeling on the bike never sways one way or the other. If you pick a smoother line one lap and miss the bump you were hitting, you’re not getting an apples to apples comparison.

Be Transparent:

Yes, I get paid by advertisers, but those advertisers are companies that I would personally spend my money with! I have refused money from several companies just because I personally don’t believe in their product. I would rather make less money than take money from a product that is half assed or simply doesn’t work. I built my business on being honest and I plan on staying that way. You should as well! Being honest is a rare thing these days and when you’re honest, you’re going to piss some people off, but in the long run, you will be a great tester.

Motosport Products Starting Blocks

Are you having trouble touching the ground or maybe having trouble gripping the bike behind the gate? Or maybe looking for an advantage on getting your feet back on he pegs as soon as the gate drops? Aden and I have been experimenting with start blocks for quite sometime and have made our own out of wood and even purchased a few different styles of blocks for him in order to try and get batter starts. 

We ended up purchasing a set of Motosport Products starting blocks and have been having some better starts as of late. The Motosport Products blocks are adjustable and can be adjusted from 3 inches tall through 9 inches tall. The cheese grade surface works great for cleaning mud off boot bottoms as well. The blocks are stackable with a single carry handle and are made from high quality aircraft aluminum. 

If you are able and your racing sanction allows it, try running the blocks as high as you can/desire to your footpegs, so that the distance from the blocks to the pegs are almost flush. This can help the rider get his feet back on his pegs soon and on the throttle harder/sooner than the competition. The key to this technique is that you need to squeeze the bike as much as possible and get your feet back on the pegs as soon as you cross the gate. After several tests back to back with and without the starting blocks the starting blocks gave my son more consistent exits out of the gate. If there are big enough ruts behind the gate (pending if you’re on dirt starts) and you have somewhat average to long legs, you will not need the blocks as you should have a small amount of distance between the dug out dirt and the footpegs. 

If you’re on a grate starting gate this is where the blocks are really beneficial. With start grates there is maximum amounts of traction at the rear wheel so locking your feet in font of the pegs is crucial. Getting “that lock” in is made much easier with the Motosport Starting Blocks than with out. You will just have to dial in the desired height for your rider and make sure they are placed correctly near the bike before the start. Overall this has been a huge game changer for my kid’s starts. I personally have tried them and have seen improvements in my starts and I am 6’0. If you’re looking to get some more leverage for your child (especially on mini bikes) or maybe for yourself look into these adjustable Motosport Products Starting Blocks. 

Get your starting blocks here:

https://www.rockymountainatvmc.com/riding-gear/motorsport-products-mini-moto-starting-blocks-p

RP Moto Watch Mount For Crossbar-less Handlebars

I do get some people from time to time that walk up to the Sprinter van and elevator pitch me on some products they have come up with that I should try. While I was at an amateur national recently I met Ben Wilson who runs RP Moto and he mentioned that he makes watch mounts for dirt bike and mountain bike handlebars. Now this may not seem like a big deal to some but for a guy like me who wears a heart rate monitor watch 24/7 this was kind of a big deal for me. I also like to support people who actually ride and market their products in the same place they are at every weekend. 

The RP Moto Watch Mount is a Flexible 3D-printed 95A thermoplastic polyurethane mount that is easily strapped on your handlebars with no hardware. Keeps your watch in a convenient location while also protecting both the the underside of the watch and the handlebars. Specially-designed part infill and flexible material also reduces the transfer of vibration to your watch, which could potentially damage its delicate electronics (which I have experienced).

Now this isn’t revolutionary product or anything, but it is nice that this mount is easy to slap on and allows the watch to be viewable while moto’ing. If I don’t have to wear my watch while doing motos, I try not to and mounting the watch on crossbar-less handlebars is a pain in the ass as well as risky for an expensive watch. I have been using the RP Moto Watch Mount for a while and it has made my life a little easier when doing motos with my kid. For $12.99 you can get a few of them and spread them around your two wheeled machines in your garage. RP Moto has mounts for all different types of watches and you check out their website to see if they have one that fits yours! www.rp-moto.com.  

Deposits and Withdrawals in the Bank of Motivation – Keeping the Stoke Alive

By Seiji Ishii

 It’s February, and it’s common for recreational athletes to come out of the gate hot, bent, and determined to charge into training for the year. But the stoke can often diminish, reduced to smoldering embers after pushing through work and family commitments, the heat of summer, and countless hours of bike maintenance. So how do you avoid being a “shooting star” in January, only to disappear into the horizon later in the year?

 The Bank of Motivation

You can view your current level of motivation as a bank balance. Some things withdrawal motivation, while other things can add to the balance. This balance may fall at times, maybe even get overdrawn, but the trick to long-term motivational sustainability is to run a positive balance consistently.

Withdrawals are the things that sap your energy and drive. Training in severe conditions is certainly one, like cycling in the rain or riding when it’s 100 degrees. But so are lifestyle-oriented things, like a stressful day at work, arguing with a family member or spouse, or financial concerns. How much of a withdrawal each of these is personal. Some may not be as affected by weather, while it can mentally crush others. Some can solider on with minimal impact from a family issue, which can obliterate many. And often, athletes will “nickel and dime” themselves into insolvency. Unchecked, little habitual, and motivational drains can be more damaging than large hits. 

 Deposits are the opposite; they add energy and vigor. Massages are typical, as is a date night with your romantic interest or a great day out with your kids. Anything that brings joy, relaxation, and happiness can count as a deposit in the Bank of Motivation. And just like a real bank, consistent deposits, even if small, accumulate wealth. 

Keep a Ledger, But it’s All Personal

When I was racing road bicycles, I was fortunate to have the guidance of successful coaches. One of these coaches suggested I keep an actual handwritten checkbook to track these deposits and withdrawals. I initially thought it was nonsense, but over the long haul, it did help. 

 I would assign my dollar value to every “transaction.” Massages were huge for me, so they would get a +$15 valuation. A date with a funny (and let’s be honest, attractive) person would also get $10. (Yes, a massage was worth more at the time.) But a movie would only be $3 because staying still and paying attention for that long was frustrating, so it wasn’t as valuable to me as a recovery activity. 

The same logic applied to withdrawals; things that negatively affected me significantly were assigned the larger negative values. Emotional setbacks were the largest for me then, so an argument with my girlfriend might even get a -$20 entry (I know better now, lol).

 Over time, I ferreted out lifestyle decisions and actions that consistently degraded my running balance and motivation and took active steps to solve those problems. One time it meant breaking up with a girl, and another time it meant getting another dog, lol. I had data that supported what I felt and the actions required to maintain a better tally.

I also understood lifestyle and recovery efforts that consistently kept my balance positive by a more considerable margin. I knew then, and still know today, that massages are incredibly therapeutic for me, both physically and mentally. In contrast, some things that others thought were huge weren’t for me. Many of the cyclists I trained with would give a “cheat meal” huge weight, while I found them only worthy of a $5 deposit.

Deliberate Deposits

It may seem “out there” to place so much value on these “deposits” or “withdrawals,” and maybe to some, it’s too “soft.” But for the athletes I’ve trained alongside and train or coach today, these things have a significant impact over a training year and throughout careers. 

 Elite athletes with long careers, and lifelong recreational athletes, understand that all of this matters. Successful, seasoned athletes placed more emphasis on these deposits and being aware of the balance kept them performing at the highest levels for longer. Maybe we aren’t at that level, and our income isn’t dependent on riding performance. But it’s equally essential to maintain motivation, for no other reason than to keep moto fun over the long haul.

And isn’t that the reason we all threw a leg over a bike? Long live the fun.  

Execution At Loretta's

Execution at Loretta’s. Don’t F It Up!

By: Seiji Ishii

I have been to Loretta’s a lot. I have witnessed greatness, but I’ve also seen some things that, as a trainer, made me shake my head in disgust. The LL Championship is indeed about making memories with your friends, family, and team, and for some, it may be the highlight of their amateur career or a stepping stone to the professional ranks. To most, it’s a crucial week, with so much work, time, and expense behind the effort. So it’s hugely important to execute the week as well as you can to create the best memories and results.

This article lists things I recall as a trainer while working at the Ranch. I was there to aid in execution, not further any fitness. That lays the groundwork for this list. By the time you get to Loretta’s, preparation and training have ended. Only execution remains. Nothing you do at LL will improve your fitness, but plenty of things can be detrimental to performance. And there are so many process-oriented things you can do to give yourself the best chances of putting in the race of a lifetime. 

Stop Training

While you are training, you are purposefully depleting energy stores and causing tissue micro-damage to stress the body and force adaptation to the output. This process takes time, and time has run out by the time you step foot on the hallowed grounds of Loretta Lynn’s. Your focus should turn to saving energy and avoiding unnecessary tissue damage to get the most out of each moto. There should be zero energy going into “training.” Energy should be directed to the racing and recovering from that racing, nothing else. 

I would see riders getting up super early to cycle or run, then see them on the gate a few scant hours later. There are certain things you can do to “prime” your fuel and nervous systems for battle (during warm-ups), but a two-hour ride in extreme heat and humidity do nothing but to degrade your race performance and recovery between motos and days at the Ranch. Remember, training time is over! It’s all about execution when you receive your race bib.

Heat and Humidity

I heard so many times that riders needed to stay out in the heat and humidity between motos to “acclimatize” to the conditions. Acclimatization, like fitness, takes time, and well, that time has passed. Needlessly frying in the sun decreases your hydration levels and zaps energy, as heat raises the number of calories you burn at rest. And your body is spending energy trying to maintain the correct internal temperature; energy that recovers you from motos. So, avoid unnecessary heat stress. I do realize this is a balance with mental and social needs; you cannot stay cooped up in your RV for an entire week, only to emerge for motos, but be aware of your body’s hydration and energy status.

Please pay attention to insensible water loss; it’s apparent you are losing a lot of fluids when you sweat, and that moisture is visible and felt on your skin. What is not apparent is the water you lose through breathing (especially in an air-conditioned motor home) and while digesting dry foods. Account for the water loss while inside with drier air, sleeping, and other times you may not be profusely sweating. And try to incorporate foods that have a high moisture content.

Risk Management

Kids will be kids. I get that, and part of the great memories stem from hanging out with friends that you may only see at the races. But some of the most tragic things I’ve witnessed at Loretta’s or any other amateur championship were injuries from playing around that removed that rider from competition or affected his or her results. I’ve seen golf cart accidents, injuries from rope swinging into the creek, and other avoidable incidents. And every time, the rider was devastated and felt foolish. Have fun, but be smart. 

The Social Scene

Again, the social aspects of Loretta’s are part of the fun and created some of the most memorable times for me. But, alas, I have seen championships lost and threatened by unnecessary drama causing such distraction that I didn’t recognize the rider on the track. Fights, girlfriend or boyfriend issues, or family and team squabbles upsetting riders so much that it showed in significant ways on the track.

Not all of this is avoidable, but a lot of these circumstances, in my opinion, were self-inflicted. Yes, you are there to have fun, but you are also there to race in the amateur national championships. If results are your priority, act accordingly. And surround yourself with people that understand and can help you stay focused on the critical goals. 

Food

Don’t count on the food vendors to provide your body’s race fuel. I would see expensive race fuel go into modded motors, but then see riders eating the worst foods, and risking their performance. Having a treat here and there is all good, but making that food a mainstay for that week is shortchanging your efforts.

The best possible scenario is you bring all your food with you, and someone you know and trust does all the preparation, or you do it yourself—proper, wholesome food. Although it can be tedious, if you consistently eat the same things during race weeks in the same time windows, if something goes awry, you have already eliminated the food as a potential problem. 

It’s even better if you test these combinations of meals and snacks during training and racing in similar conditions. Some athletes’ tolerance of certain foods changes drastically with heat and nervousness, so this needs attention during the season, before LL.

Team

Be picky and deliberate with your crew; yes, you are stuck with your parents, but parents can use reverse logic here. We are all social animals and feed off each other, especially our close friends and family. If you surround yourself with sullen, cynical, nervous, or low energy people, it can affect your mental and emotional state in the wrong way, and it can take the fun out of what should be an incredible week. 

Upbeat, positive, happy, and grateful crew members are gold, especially when times are tough. So if you are picking a buddy to travel with you and be your right-hand man or woman, be very selective. Not only for performance reasons but also to have fun during the highlight of the season.

Final Thoughts

The Loretta Lynn’s Championship is the celebration for all your hard work. I understand you can be nervous. But it should be a celebration of your efforts, talent, and the work of those in your corner. What happened at the last qualifier doesn’t matter. What happens beyond the week doesn’t matter. Stay. In. The. Moment. Clear the machine. None of these notes on race week execution or the prior months of preparation will matter if your mind isn’t free at the gate. 

Motocross is a game of reactions that don’t have the time for processing. If your mind is full of problems that stem from the past or you are fearful of the future, your conscious mind can intercept usually lighting fast, almost non-volitional signals that move control your physical actions.

It sounds cliché; “the most important muscle is the one between your ears.” But it’s so true. The mind needs a clean slate, an open space free of distractions and concerns, ready to react without friction to inputs from the ground, your bike, and your body. 

Do you have to do to arrive at the gate in this zen-like state. “Flow” is a buzzword in human performance, and it begins with an unburdened mental state. Meditate, lie quietly, listen to music, read a book, whatever it is you have to do to blow the smoke out of your mind before you go to staging. 

I had a wise, old cycling coach. He would see me get nervous in staging, and taught me this go-to routine: I would stand over my bicycle, close my eyes, and inhale deeply while thinking, “that was then.” Then I would exhale and think, “this is now,” open my eyes, then clip-in with my right foot and pump both brakes. And the machine cleared, and my focus drew narrow, ready, and wanting the efforts to start. I did this 100% of the time, and still do it today whenever I embark on a challenge. 

Maybe you can come up with something you do every time. The routine alone can be calming. And free you to leave it all on the track and cross that finish line with no regrets. OK, that’s it from the Coach Seiji memoirs of Loretta’s. I know you will have a great time and forge wonderful memories. Have a safe week, and go get ‘em.

Mobility Training

Seiji makes me stretch all the time and I can tell that I get looser on the bike when I constantly do the flexibility drills he assignes for me. Besides riding, stretching to me is the most important off the bike excersize I can do at my age. -KK

By Seiji Ishii

It’s Free Speed!

The most overlooked aspect of training outside of mental training is mobility work. It may require putting yourself in short term discomfort, but the long term benefits are more efficient movement, injury prevention, and higher ranges of motion. The “training” requires little energy, and so does the application during riding, so it is quite literally “free speed.”

What Is Mobility Training?

Mobility training is just what it sounds like; you are doing things to increase your ability to move, and the quality of that movement. The goals are to move more efficiently, with more range, which can translate to more speed and stamina on the bike, and fewer injuries. And relative to other forms of physical training, the effort level required is super low.

Which begs the question, why do a lot of athletes skip this form of training? It’s because it’s boring, no way around it. But a simple rule is if you are watching TV (and you know you do), you should also be doing some form of mobility training. Boredom solved.

How Is This Free Speed?

Consider any joint in your body; if you move in any direction, the tissues on the opposite side of the muscle creating that motion must lengthen. Flexing the elbow by contracting the biceps means the triceps much relax and elongate. All the other tissues on the triceps side of the arm must also lengthen and glide. 

In the example above, if the triceps or any nearby tissues are short or carry tension, then your biceps must overcome this resistance to start the arm moving, then keep pulling against it to continue the movement.

And if these structures are indeed short, once they hit their end range, the biceps must generate an extreme amount of tension to keep the arm moving past this artificial joint end range. Not only does this situation rob movement, but it can cause nearby structures to compensate, potentially injuring them.

If the tissues are loose and of proper length, the muscles causing the desired motion use far less tension to initiate movement and to carry the desired speed over the planned distance. So, without expending more energy, compliant tissues allow body movements at higher speeds and through more range: free speed.

You can visually see this in riders that are “loose;” they seem to move effortlessly, seemingly expending as little energy as possible. And this isn’t far from the truth.

Injury Prevention

It’s easy to see how increased mobility can save soft tissue injuries as joints reach the end of their functional ranges. 

But what’s not so easy to see are the other detrimental effects of overly tight tissues. If the structures surrounding the joints are short, then the space between the bones moving is lessened. This decreased joint space can eventually lead to articular surface wear; it’s like running without proper slack. Things will wear out quicker.

Increased soft tissue tightness is also detrimental to movements of daily living; all the involved parts are operating at a high level of tension. Over time, things will give way; tendonitis that creeps up without an acute cause is an example. People get tendonitis from using a mouse for crying out loud. It’s like bleeding to death from a thousand paper cuts.

What Can I Do About It?

There are plenty of ways to improve mobility: stretching, yoga, dynamic movement, even strength training with proper form can all invoke enhanced mobility.

But in my experience, the most efficient way to improve mobility is best described by a former team member for the US in canoeing and kayaking, and Doctor of Physical Therapy, Kelly Starrett. 

His oddly titled book, Becoming A Supple Leopard, is a must-read for anyone I train personally. And if you are serious about performance, you should get a copy.

He also has a subscription site, thereadystate.com, for those of you who want an easily digestible and visual platform for significantly improving mobility.

If you aren’t ready to spend money, do a search on Kelly Starrett, and you will find plenty of free resources that will keep you busy for quite a while. 

Dr. Starrett’s program isn’t just stretching; that’s too slow. His methods are more direct, and in my opinion, attack the mobility blocks at their source. Yes, there is stretching, but it’s often done with joint or limb distractions using bands to pull on body structures to improve the dynamics of what is usually a static stretch. 

Starrett also smashes, pushes, and manipulates tissues in various ways to break up adhesions and allow tissue gliding. His methods address all soft tissue structures that contribute to mobility, not just muscles.

I cannot recommend his techniques enough; it has kept me in play, and I have seen it do wonders for others in a relatively short time frame. 

Just do it. I promise improvements. 

Conclusions:

I am the first to admit, flexibility and mobility training isn’t the most exciting form of exercise. But you can do it during usually unproductive times – while watching TV. And if you are going to do it, why not do it in the most time-efficient and effective way possible?

Get Kelly Starrett’s Becoming A Supple Leopard, or get a subscription to his site, The Ready State. I am recommending this based strictly on my opinion. I don’t get any fee or kickback from Dr. Starrett; I just believe in his methods, and I wouldn’t recommend it here otherwise.

Monitoring Exercise Intensity

What do heart rate monitors do, and do you need one?

By Seiji Ishii

Heart rate monitors are ubiquitous for almost anyone training for nearly anything. Yes, they measure heart rate, but what does this mean, and what do you do with this information? And do you need one?

The intensity of Exercise and Fuel Sources

Training efforts are programmed and described by three parameters: intensity, duration, and frequency. Intensity is the most important, and a lot of effort, technology, and study is aimed at determining the best way to test and monitor it. 

Athletes and coaches manipulate aerobic training to improve fat utilization, as it is in almost unlimited supply, and it’s the most efficient way for the body to produce energy. Even skinny chumps like Keefer have enough fat stores to drive almost indefinite movement. The more intensity an athlete can fuel with predominantly fat, the better, as muscular fatigue starts when the body switches to carbohydrates as the primary energy source.

So, knowing when the body switches from using mostly fat to using mostly carbohydrates is essential.  To bet better at burning fat requires, well, burning fat, so training at or under this breakpoint is a primary goal of aerobic exercise. And that’s where heart rate monitors enter the picture; heart rate can be an estimation of what the body is using for fuel – but it’s just that, an estimation and not a direct measurement. 

How the body reacts to fuel sources

When exercise intensity is low, it’s easy to carry on a conversation, and breathing is possible through the nose. At these levels of output, half of the energy or more comes from fat. When the intensity rises to the point where speaking in full sentences or breathing through the nose is not possible, the breakpoint is called the First Ventilatory Threshold (VT1) or Aerobic Threshold (AeT). It corresponds to a blood lactate level of 1mMol/L above baseline (or at 2mMol/L), indicating that byproducts of carbohydrate metabolism are accumulating.

As the exercise intensity increases, the body relies on more carbohydrates, and the associated blood lactate levels rise. But incredibly, the slow-twitch muscles of the body can aerobically utilize it for fuel. This ability to use lactate as fuel is why pure aerobic fitness is the base; it cleans up the “trash” produced by higher output. The more aerobically fit you are, the better you perform at higher intensities as you can remove lactate at a quicker rate.

As the intensity of exercise continues to increase, the ability to use lactate for fuel gets overrun by the rate of accumulation. This rise in blood lactate triggers deeper breathing as the body attempts to blow off excess CO2 produced by the higher rate of carbohydrate metabolization. This breathing breakpoint is evident and is the Second Ventilatory Threshold (VT2) or Anaerobic Threshold (AnT). After this deep breathing starts, the clock starts ticking, and the athlete is operating on borrowed time. Slowing down is an inevitability. 

OK, so do I need a heart rate monitor?

If your primary goal is to improve aerobic capacity, and it should be for the first 8-12 weeks of training at the very least, then no, a heart rate monitor isn’t necessary. You could just pay attention and stay at or below VT1. And remember, breathing is a direct reflection of what is going on inside the body, not an estimation. So in a way, monitoring breathing can be more accurate than a heart rate monitor. 

But – you have to pay attention. And – you don’t have an easily downloadable form of data. It’s a personal choice; can and will you pay attention to your breathing (which to me seems just as easy as looking at a heart rate monitor), and do you want or need that kind of data? 

Other zones of training exist outside of VT1 and VT2, and they are useful tools to enhance training further. There is also a relationship between ventilatory thresholds and heart rate that is informative. I will delve into these subjects in the future here on Keefer Inc. But for the majority of aerobic training, the only “zone” that matters exists below VT1.

The Bottom Line

Most of your off the bike, aerobic training should be focused on raising the ceiling of your aerobic capacity and should at or below VT1. Remember that the mechanisms driving this low-intensity work also play a pivotal role in how well you do at higher intensities. And to know during training when you are approaching the threshold of aerobic capacity can simply be done by monitoring breathing. So a heart rate monitor is not an absolute necessity.

But heart rate monitors can provide data that can be helpful, and they can help determine other factors when combined with ventilatory threshold monitoring. 

So, don’t let the lack of a monitor stop you from working on the essential part of aerobic training, and tune in for future installments where I will discuss testing to determine what heart rate corresponds to VT1 and more. 

At-Home Training Strategies During COVID

Seiji has trained many top professional athletes in the supercross/motocross/off-road world for a while, but more importantly he has been my go to guy for all of my training for the past several years. I am no professional athlete, but I have to stay in shape for as much riding/testing as I do so it’s nice to have all of his knowledge. I know Andrew Short and I have called him our red neck asian trainer for many years, but he is so damn good when it comes to getting the best out of myself. Every week he has my schedule down and that takes a lot of the thinking out of what I have to do day in and day out, in order to stay in shape for moto at my age. I am going to have him write up a few articles for you all right here on keeferinctesting.com while you’re all cooped up during this crazy time. Hopefully some of these articles will help you advance your training while you’re off the bike, so when you’re ready to get back on the bike, you will be ahead of the game. -KK

By: Seiji Ishii

Do real work! 

The current COVID-19 pandemic has certainly curtailed riding and made training challenging to most. Track and gym closures, shelter in place ordinances, and social distancing add difficulty to both training and generating the motivation to do so. 

Like all else surrounding the epidemic, the phrase of the day is “make the most of what you have.” After fielding countless calls and emails reflecting a loss of direction amongst athletes without access to gyms, I decided to pen some guidelines on programming to help others at home, with sometimes zero equipment. 

It’s physics, bro

The first thing to realize is that motocross is a skill sport, with fitness and wellness as supporting columns. So if you can go ride, that takes precedence over anything else. All the fitness in the world doesn’t matter skill is the lacking component. 

The next thing is to define the fitness demands of motocross and other forms of dirt biking. Think physics. Explaining with angles and formulas can get complicated. Without getting too deep into the weeds, we can understand that we exert forces to control both bike and body while riding. Force applied over distance creates work (W): W= F x d, where F is the force in Newtons and d is distance. There is more going on, but this is enough for the rest of this to make sense. 

The force must create movement in the direction of application to produce work. Lifting the back of your bike straight up against gravity is creating work; you are pulling up, and the bike is moving up.

Now think about running. The body moves forward, but much of the force is to counteract gravity, so the motion is upwards. And that distance is small. The rest of the force applied in the forward direction, but it isn’ counteracting anything (other than air resistance).  Unless there is a change in speed, that force is doing little work. The point: running at a constant speed on the flat ground requires little actual work.

So how do you make F x d? An example is squatting; you move your center of mass, against gravity, from a low position to full standing. Both F and d can be substantial. The more weight gets moved against gravity, and the further that vertical displacement is, the more work is done. 

We need to add one more thing -  the time component. Motocross requires quick application of forces at times; this is work done quickly. F x d / time = power. So quickly applying forces needs to be addressed in a complete training program. In the squatting example, it would be how quickly you can generate the force against the ground, which sounds an awful lot like jumping.

These explanations are all oversimplified. The main point is to alter your definition of fitness from heart rate and duration to work and power. For all you geeks out there, we are talking about Joules and watts. 

WTF does this mean?

In the simplest terms, move heavy shit, move it far, and sometimes do it quickly. This strategy plays well with the COVID caused dilemma of closed gyms.

You have your body weight. You can move that standing on your feet against gravity, or you can move it with your arms by pulling on a bar, on rings, hell you can do it pulling on tie-down straps anchored above your head in any manner. 

You can easily add to the mass, which increases the force required to displace it by adding a backpack full of anything—gallon jugs of water, extension cords, dirt in garbage bags, whatever. You can wear it to place the load on your back, you can carry it to put it in front, and you can lift and hold it over your head. Remember, you are after force x distance.

Then, do any of this at speed in a safe manner to avoid injury, and you have the power component in play.

Dammit, I need an example

OK, so you just want to know what to do. Here’s an example of a lot of work done in a relatively short amount of time, with some power added. It also includes the entire body, and there isn’t any gym equipment involved. It also gets you outside, which also has benefits, as long as you can maintain the required social distance. 

What do you need? Hardly anything. Here’s a list that almost any dirt biker should have on hand.

• Two tie-down straps. Anchor to a point overhead so you can lean back and row on them at an angle or lean forward to press on them at an angle. You can get fancy and configure some sort of handle, but I’ve just used the loops just fine.

• A weighted backpack or duffel bag. Or a full fuel jug (please don’t use gas). Almost anything. The harder it is to manage, the better (that’s why sandbags are so popular). 

• A hill is excellent as it adds to the distance of applied force in the correct direction (against gravity). 

Remember that you are trying to apply force over the greatest distance in the correct direction. And usually, the right direction is up against gravity. This caveat means using a steeper the hill will produce more work with each step. With the tie-down straps, the closer your body is to parallel to the floor, the more work gets done per rep.

Something to note: whether you take the steep hill or the not so steep one, as long as your total vertical gain is the same, the work done is the same. Another way to say it: you can do rows on the tie downs with your body nearly parallel to the floor, or you can do twice as many with your body at 45 degrees. Both will generate the same amount of total work.

Additionally, doing some things faster will address the power component.

Got it? I know you just want to know what to do.

Example Workout:

After thorough warm-up to prime fuel systems and ready joints:

10 squats at the bottom of the hill (set backpack load to fail at 10 on the first round)

Ascend hill as quickly as possible with backpack (power doing something less prone to cause injury)

8 ground to overhead at the top of the incline (moving accessory mass the largest distance possible with  body mass movement)

Drop load, and from knee and hip joint angles as close to sitting on the bike, jump as high as you can, as quickly as you can, 10 times (power pulses at joint angles similar to those on the bike)

Walk downhill with backpack held straight overhead (body tension challenge)

Ten rows on tie-downs with body angle set to fail at 10 on the first round (upper body pull work)

Remove pack

10 split jumps (single-leg power)

V sit for 30 seconds with a flat back, squeezing something roughly gas tank width between knees (mimic isometric core contraction needed on the bike) 

Start over from the beginning and repeat another 3-4 times.

This workout is just an example. You can undoubtedly think of more movements that can target personal weaknesses that will be an effective way to do work and make power.

Is this CrossFit?

No. CrossFit programming places a time constraint on potentially complex and heavily loaded movements, like Olympic lifting, creating a high probability for injury, in my opinion, and nothing derails a training program like an injury. I prefer to produce power with less risk, like unloaded jumping or scrambling uphill as fast as possible a load. 

But everyone is different. If your abilities and control are sufficient to do complex loaded movements at speed, by all means, do that. But always stress form over speed. To me, a rep doesn’t count if the form is wrong. And again, a primary goal is to avoid injury. The risk of getting another rep under time isn’t at all worth sitting on the couch for three months.

But what about heart rate?

Ah yes, everyone uses a heart rate monitor. I will delve into that on a future article here on Keefer Inc. Testing. 

Garmin Forerunner 935

I have used the Garmin 910XT for years to keep track of my training, my lap times, and my heart rate, but Garmin has since discontinued my favorite training helper. The Garmin 910XT was bulky, but it was tough, accurate, and had an auto lap feature that was triggered “by position”, which comes in very handy to any motocross rider. I scoured the internet looking for a sports watch that had this feature, among others that I required, but came up empty handed. Heather sat around the house for months and listened to me bitch and complain about not having someone time my laps at the track, so she insisted that I find another watch ASAP. I decided on the Garmin Forerunner 935 because it had an auto lap feature as well as other important aspects that I needed being that I am a dirt bike rider and not just a runner, swimmer or cyclist. Below are some of the aspects of the watch the I have noticed while living with it for a few months.

The top-end Garmin Forerunner model has always been something of a bulky watch, stretching all the way back to the hefty days of my favorite Forerunner, the 910XT. I tried the 920XT, but quickly found out that it didn't have an auto lap feature, which made me pissed. It wasn't until the Forerunner 220 that things really started to feel slim, but even then I still couldn't get an auto lap feature. 

This leads me to the Forerunner 935, which effectively replaces the 920XT at the top of the Forerunner line and although it drops the XT branding, it’s still a fully-featured multi-sport device. The Forerunner 935's design, as compared to other Forerunner products is where the biggest shift is for this device. The influence of the parallel Fenix family can be clearly seen here, as the 935 is more like a watch and less like a small TV that was the 920XT. The Forerunner 935 has a plastic body, which is one area where it differs from the Fenix 5, which uses materials like stainless steel to enhance the protection further, but I have abused this watch for months and have yet to have a crack in the screen or bust a button. The 935 is waterproof to 5 ATM, so it's going to be happy with your water sports, mud, or when you're power washing your bike, and of course is packed with swimming functions as a result. I am not a swimmer, so I haven't tested these features, but I thought it was worth mentioning.

There's a 22mm silicone band, so you can choose to switch bands if you want, otherwise the watch comes with a black body and either a black or yellow strap. The silicone band is nice and comfortable while riding and more pliable than the 920XT bands. There's enough flex in the band to let it stretch a little to remain comfortable in longer motos. Like other Forerunner devices, the 935 has buttons to the left and right of the body and no touchscreen. We like this arrangement because it's easier to manage using buttons, rather than vague swipes while you're trying to ride with gloves. These buttons are metal too, so there's a premium feel in use and not some cheap plastic buttons that end up sticking up with mud over time. Not to mention it’s super easy to feel with gloves on as well.

The GPS and wrist-based heart-rate monitoring (as well as compatibility with Garmin chest straps if you prefer) provide the basics for activity tracking, but with those extra sensors giving you a lot more data. Compared to the 735XT, it's the addition of the barometric altimeter, gyroscope, and thermometer that offers more hardware features. 

Of these it's the altimeter that probably gives you the more interesting data, because it's that which enables 3D distance and speed, and accurate changes in elevation. For those like to cycle like me, elevation change becomes all the more useful than those just cycling flat roads. trail rider will also find the altimeter useful on longer trail rides. You have the option to turn 3D distance on or off, depending on your preferences. There's also Wi-Fi in this watch which will allow you to sync to the Garmin Connect App through a friendly Wi-Fi network without a phone. The Garmin Connect App is an awesome feature to have on your phone to view your laps on the way home or while sitting in the pits. Simply download your last activity to your Garmin Connect and view your progress throughout the day.

In addition to the sensors built into the watch, there's also full support for external sensors. I’ve mentioned the heart-rate chest strap, so I paired the 935 with an old strap for fun, to see if it worked (one from my 910XT) on the bike and it had no problem feeding in the data. So don’t throw away your old Garmin strap, just in case you lose your current one, which I have already done! There's full 24/7 activity tracking, monitoring your rest, which I love because I can track how much sleep I’m getting and if I am recovered from the previous day’s activities. Recovery is as important to me as lap times are because I ride so much I need to focus on my sleep patterns. 

The option to use the chest strap is something I almost always do when riding/training, but to see if the sensors on the backside of the watch were accurate I did back to back motos to see if my heart rate drastically changed and to my surprise, the sensors on the 935 were amazingly accurate without the strap. Using the heart-rate strap however is necessary to unlock the heart rate variability function, designed to measure your stress levels, which works well enough as an additional measure of your general wellbeing. Maybe you do need to take time off work and take that vacation!

 Course creation is really good (including elevation and the option to add average speed information so you know how long it will take) and well worth it for those trail riders heading out on long rides. If you're like me and are the person who wants to ride a route that draws a rude picture, then this is the watch to do it! 

Training status is one of the off the bike features that I like on the 935. Because I am a self motivated person, the idea that the watch can tell you what progress you're making, as well as guide you in hitting the right level of exercise, makes it easier not having to spend a crap ton of money on a trainer that yells at you everyday. The 935 looks at your training load and alerts you if you're training too much (most likely resulting in you getting sick and the having to stop for a week to get over it), or if you're getting it right. If you stop training, the 935 will politely tell you that you're losing fitness. If that doesn't get you out the door and of your ass, then nothing will. The 935 does all of this by calculating your stats and set against baseline data (I am assuming).

I also like the recovery measure, which tells you it will take, say, 48 hours to get over that epic mountain bike ride or motos you put in at the track. Again, it's data drawn from averages and won't suit those who are really fit, but it's a good general guide and a reminder that rest days are a hugely important part of any structured training program.'

You can also measure/estimate lactate threshold and VO2 Max without the need for a sports science lab. These performance measures are gathered from data that the 935 is being collected and even if they aren't spot on (they're algorithmically calculated from averages), you can at least aim to improve those scores and use that as a measure stick of your increasing fitness.

The biggest failing that I have come across on so called smart watches is battery life. If you can get two days from an Apple watch you've done well. Let's just say that the Forerunner 935 laughs in the face of any other smart watches out there, easily surpassing the endurance of anything from Apple or Android/Wear OS. The 935 lasts me easily over a week without a charge, while using all of its features daily. Being able see who is calling me as well as reading texts on my phone is just another convenient feature of the 935 that makes me want to wear it 24/7. 

On The Track:

The 935 doesn't have the auto lap feature “by position” that I would want for motocross, but has auto lap “by distance”. In order to get correct lap times with this feature you will have to start your watch at the furthest point of the track (so that the GPS logger doesn't double back on itself) and GPS/measure one complete lap in order to see how long one lap is. Once you figure out how long the track is you must go back into your bike settings on the 935 and change the mileage in your auto lap data field. Once this is set, your 935 will keep track of each lap for you. It’s a little more of a pain in the ass than the “by position” feature, but at least I have the auto lap function and I can view my progress per session. I am not going to bitch too hard about this. It’s not exact, but it’s damn close.  

I have customized my data fields so I am able to check my last lap time in the air. With each passing lap your watch will vibrate and then your lap time will pop up within 2-3 seconds of the triggered area. That lap will remain on the screen until the next lap. The watch face and its numbers are large enough for my old ass to read, so I am sure it will be bold enough for most of you out there. I also like that the 935’s heart rate monitor doesn't get interfered with the harmonics of the motorcycle while I'm riding like some of the other sports watches/heart rate monitors that I have worn. 

This is the first watch that I have actually worn all day every day. I like that it’s waterproof so it’s easy to clean as I can simply take it in the jacuzzi with me and boom! All clean! I paid $499.99 for the Garmin 935 Forerunner tri-bundle (with heart rate strap) and so far I have been happy with my purchase. It’s a watch that I wear everyday, doesn't look bulky, isn't heavy, and can do 99% of what I am asking it to do. If it had the “by position” auto lap feature this would be a review that I would give an A+, but I will instead give a solid A.  

Specs:

47 x 47 x 13.9mm; 49g

Plastic body and strap

22mm silicone band

5 ATM waterproofing

Wrist-based heart-rate monitor (HRM)

1.2-inch color display, 240 x 240 pixel resolution

GPS, Altimeter, Compass, Gyroscope, Thermometer

Mistakes Beginners Make And How To Fix Them (Part One)

No one comes out of the womb a professional motocross racer and knows exactly how to get around a track properly let alone fast. What about the basics of riding your dirt bike on a motocross track with other people? We all started out as lost beginners and were all squids at one point in time. There is nothing I hate more than when a good rider sees a beginner and talks trash on him/her because they aren’t as good. Or maybe they don’t have all the new gear and shit! Who cares! Instead of talking down to them or making fun of them, let’s help them! Go over and talk to them! Let’s make them feel welcome to our sport and make them want to tell their friends on how much fun it is to go to the track. We all make mistakes in our life and most of us had/have our parents there to help us through those mistakes (at least I know I did). 

However, I understand that some beginner or novice riders may not have come from the same “riding friendly” family background as me. With the un-written rules/ethics of motocross riding, it can be somewhat difficult to get solid information on what to do or maybe more importantly, what NOT to do. If we learn from our mistakes we can become wiser, safer, faster, and more efficient, but in motocross sometimes those mistakes come at the cost of an injury. I wanted to share some mistakes I have made in the past and some that I have seen over the years at tracks over my time. Riding dirt bikes is dangerous enough, so knowledge shared is usually a less painful way to learn than by making the mistakes yourself. So if you’ve been around a while in this sport and are decent rider, put your ego to the side and help those newbies out there, so our sport grows and we have less angry people in the world. If your a beginner/novice rider welcome to our sport and keeferinctesting.com! This website is fun and also a great stop to learn all things dit bikes! Read this “Part One” article and try to apply this wisdom to your riding and hopefully those mistakes that you’re making now will be less after you read this!

Note: I use the phrase “pull your head out of your ass” to my thirteen year old kid a lot! This phrase goes a long way when you ride a dirt bike as well. Staying aware and pulling your head out of your ass can save your life! Every time you get on the bike, have fun, but respect it and know your surroundings. 

Not Holding Your Line When Faster Riders Come Up Behind You

Travis Preston and I talked about this on my podcast (Show #124 Practice Track Etiquette). On crowded tracks, slower riders tend to get nervous and worried that the faster riders won't see them and will run into them or even land on them. To avoid the chances of this, stick to your line if a faster rider is closing in on you. The faster rider will see you and pick the best line to get around you—so if you are riding down the middle of the track, stay there. If you change your line to let them by, you're actually making it more likely that they will run into you. If you hear them coming up when you are getting ready to jump (as long as your clearing the jump), make sure to jump straight from where you take off. Definitely don't change lines up the face or cross jump, and if you're going to roll the jump, approach it at a speed that announces this, don't charge up to the jump and then get on the brakes hard. If the track is crowded maybe wait until it gets less busy with faster riders. Also, if you aren't jumping a certain jump and you have a busy track, try to stick to the side of the jump/track so that the riders behind you know that you aren't jumping this double/tabletop/etc.

Practice Breathing 

This really may sound super lame, but we actually can forget to take in enough oxygen while riding. It’s actually pretty easy to forget to breathe while riding since you're already focused, concentrating on not crashing, shifting, braking, rolling the throttle on as well as hanging on for dear life. So you need to pick "trigger points" (AKA sections of the track) where you will take a deep breath and try to relax your muscles. If you're comfortable jumping, they are the best trigger points; as soon as you launch, start taking a really deep breath and try to relax, hold it in for half a second, then let it out as you land. Do that on just two to three of the biggest jumps on the track and your heart rate will drop 10 to 15 beats a minute! If jumping is not your forte, then find two to three trigger points where you're the most comfortable and take take the deep breaths at those spots. Doing this will help you ride longer and possibly get less arm fatigue. 

Listening To Your Clutch

Yes, just like a woman, you must listen to your motorcycle as it’s talking to you. Didn't know bikes could talk? Yes, they can and sometimes they talk in the form of a burnt out clutch! This could cause you to crash on a big jump—you could come up short because your bike didn't give you the power you expected. Change your oil, then give it a sniff and a look for excessive amounts of clutch fiber particles floating in the oil. Inspect your clutch components for fibers that are out of spec or blued steels (heat damaged). And it's usually a bad idea to install softer clutch springs; they will speed up clutch wear. This is the number one thing I see when I look at a beginner/novice type of rider. I have even rode people’s bikes and have almost always have to tell them that their clutch is fried. Change your plates! 

Losing Focus On The Fun

If this dirt bike thing has bitten you like it has most of us you will be trying to improve your speed or your conditioning every time you ride. This doesn’t happen overnight, you will need to put in the time, do your motos, and work on your corners, but don't forget what riding dirt bikes is all about: fun, thrills hanging out with friends/family and enjoying life. Go out and find some cool jumps in the desert, go ride in the hills, or find some epic single-track. Forget about going faster at the track or getting in better shape once in a while, or you'll get yourself into a rut and your improvement will slow down. Don’t let the negative dirt bike people bring you down, you know who they are. They are the ones that tell you that dirt bikes aren't good for your health, that their death traps, or maybe even say you’ll never be pro. Clip those people out of your life. 

Gripping the Handlebars Improperly 

Many beginner and novice riders grip the clutch lever with all five fingers when shifting. The problem with this is that you lose control of your bike during the transition from grip to clutch/front brake lever, and if you're doing it while riding through braking bumps, you have a high chance of losing control of your bike. Train yourself to ride with one finger on the clutch lever so that you're always ready to use them while still keeping complete control over your bike. The index finger is popular with pro riders, but many riders prefer to use their middle finger on the clutch and brake. Unlike the clutch lever you will have to take your index finger off of the front brake lever while riding to use the throttle properly. Grabbing four fingers of front brake isn't a good thing because you will be hitting the deck mighty fast if that is the route you go. Try rolling the throttle off and using no more than two fingers to lightly pull in the front brake. The front brake contains more than 70% of your stopping power when you learn how to use correctly. 

Riding With the Controls in the Wrong Position

You need to be as comfortable as possible when riding, so make sure to set up your handlebars, front brake, and clutch lever correctly before you go out on the track/trail. Don't forget about the rear brake pedal height as well so you’re not stomping down too far or even dragging the rear brake around the track. I can't tell you how many times I’ve seen people buy brand-new dirt bikes and jump on them with no adjustments. Running the levers too low will have you riding in the wrong position and could prevent you from saving an avoidable crash. Rolling your bars too far forward will cause your cornering ability to suffer and you will not be able to dive into corners aggressively. Try and use a neutral position on your handlebar (run it at close to the same angle as the fork) so your body positioning doesn't suffer.

Getting Off of the Track Carelessly

Ehhhhhhhhhhhhhhh Boy…….. This is a doozy. I have been a victim of this and it isn't fun for anyone. If you need to get off of the track, use hand signals to let the riders behind you know when you're exiting. When you arrive at a track, look for the exit and make sure when you do exit the track you leave on the correct side. We have seen numerous riders cut across the track to exit only to get center-punched by an oncoming rider. Use your head; look behind you before exiting, raise your left hand to signal that you're exiting, and never cross over a track in a blind section (right after a jump, hill, or high berm)! Pull your head out of your ass! It’s seriously a great phrase that I can’t use enough! 

Slacking on Your Technique

This is similar to riding for fun tip, but focuses back on a different way to develop proper MX technique: challenge yourself trail riding. It improves your bike skills to find tough, technical off-road sections to conquer, like super-steep uphills, gnarly downhills, ravines, logs, rocks, streams. Finding your own lines—and sometimes just a way through—forces you to think creatively, and insane trails will make those intimidating track obstacles look like child's play. When you are at the track make the most out of your time. Work on things you’re not so good at and have a plan. If you’re going to a track you already know, work on the parts that you’re slow in. Have that in the back of your mind when you pull up! 

If you have any questions about this article or anything on our site please feel free to email me at kris@keeferinctesting.com

Determining Season Goals

You Need A Map To Get To Where You Want To Go

By Seiji Ishii

Where are you going? How will you get there? These are questions that you should answer before embarking on a training program. You can buy all the nutrition products you want, but if you don’t have a plan or use them properly how will it work? Goal setting and creating training objectives based on these goals will allow you to always move forward instead of wandering in a random training pattern. Every training session should have a congruent purpose designed to keep you progressing towards your season goals. Knowing what you are doing and why you are doing it will also keep you motivated in the long term; you will always see that the actions you are taking today will ultimately lead to your goals in the future. 

The first step in the goal-setting procedure is to determine your “A” priority events. These events are the most important and your fitness will peak for these races, trips, etc. All other events during the season will occur with fitness either being on the rise towards the “A” events or the decline after them. A seasoned athlete can peak up to three times per season and thus can have three A-priority events. These events can be series championships or a big trip to Baja, not your usual weekend event.

The next phase in goal setting is to determine your season goals based on your A-priority events. This step is arguably the most important action in planning your season. It is critical at this point to understand the difference between a dream and a goal; a dream takes longer than a season to accomplish while a goal is attainable within a season.

Example: A local racer is winning their classes locally; a dream would be to become a factory rider but a goal would be to win a local winter race series. Goals need to be challenging but they also need to be reasonable. If you set goals that are too high then deep down inside you will know that you cannot reach this goal and your commitment will fade. Goals need to be measurable (number oriented), under your control (“I want to win this race,” not, “I want to win this race if Joe crashes”) and they must stretch you.

Examples of season goals based on A-priority events; each A-priority race should have a corresponding season goal. 

1) Top 5 finish in x class at my state/region WORCS-style championship race.

2) Top 10 finish in my local winter series from x date to x date.

3) Top 15 finish in x class at the closest WORCS event.

Determining Training Objectives:

The final step in the goal-setting procedure is to create training objectives based on the season goals and your performance limiters. Limiters are specific riding techniques or parts of fitness/health are currently holding you back in the development of overall riding ability. A careful self-assessment from the prior season will determine these limiters. An example of a specific technique limiter would be “right-handed cornering technique.” An example of a fitness/health limiter would be “poor dietary habits.” Write down your limiters and write down your first season goal. Will any of your limiters prevent or impede you from reaching this season goal? The answer is probably yes so you will need to improve these limiters through specific training.

List these limiters underneath the first season goal and repeat this procedure for all your season goals. Now you will use each of these limiters to create a training objective. A training objective is a training goal that specifically addresses the limiter. When listing training objectives under each season goal, specify a way to measure improvement in each limiter and put a time limit on doing so. Here are examples:

Goal: A top 5 finish in x class at my state/region WORCS style championship race.

Personal limiters to this goal: aerobic conditioning, cornering technique, dietary habits.

Training objectives:

1) Improve aerobic conditioning: complete a 25-mile road bicycle ride in 1 hour and 20 minutes by June 30th, 2019.

2) Improve cornering technique: complete one lap on my corner track in 35 seconds by July 15th, 2019.

3) Dietary habits: track diet and change to 40% carbohydrate, 30 % protein, 30% fat intake ratios by August 15th, 2019.

When you have completed this procedure for each goal, you will have between one and three training objectives for each season goal and between 3 to 9 training objectives for the entire season. These training objectives become the focal point of your training activities. They can also be adjusted through the season as you improve upon the limiters and you can eliminate them through directed and purposeful training! Sitting down with the event calendar, going through the goal setting procedure and creating your training objectives may seem a far cry from carving through the trees, but it is no less important in the quest to improve your riding performance. This procedure is pivotal to ensure that training has direction and your efforts and dedication are always moving you steadily towards your goals.

How To Obtain And Keep A Sponsorship

Dirt bikes are expensive right? I know I didn't grow up rich and my dad worked more than one job to get me to the races on the weekends. Sometimes the only time I saw my old man was when we went to the races on the weekends. I knew it was hard on my dad’s pocketbook to get me new shit all the time, so I started to look for ways to get sponsored in order to try and get discounts on parts, gear, dirt bikes, and whatever it is that we needed to go racing. Even though sponsorships have evolved, I have seen some old school trends coming back within the motocross industry. I wanted to sit down and get you all some insight on what it might take to help yourself and or your family to get you to the races every weekend. Read through this carefully and just know that it takes more than just being fast or winning races to get sponsored. There are tons of fast riders out there, but there is only one you!  

Adam and Tyler Enticknap (shown) are great riders who market themselves very well.

Although many people assume only elite athletes can obtain sponsorships, this is simply not true in the motocross and off-road racing world (where amateur racing is the foundation of our sport). The following helpful hints and steps can shed some light on the often-misunderstood process of sponsorships and can give you a leg up on other riders looking for the same opportunities. This just might be your time to become a sponsored athlete and save money or maybe make money on doing what you love—riding and racing your dirt bike! To me that is the definition of “making it”.

Ultimately, it’s about selling products or services. Different companies use different marketing strategies. Those that sponsor athletes use sponsorship as a form of marketing to sell its goods. The riders they choose to support usually represent its target demographic/market. In some cases, they are elite riders, but in other cases, it might just be someone who is exceptionally marketable (look at social media influencer Axel Hodges as of late). Or maybe it’s a local dealership looking for the “blue-collar privateer” racer type or a company marketing to teens looking for that “edgy” rider. Keep in mind that all these companies are looking for someone who represents its desired image and who can help the company sell more of its products. KEY PHRASE HERE IS SELL MORE PRODUCT!!! It is better to be a novice and act professionally than it is to be a professional and act like a jackass. I tell my son Aden all the time to always watch how he acts because in today’s day and age someone is always watching you. 

When searching for companies to sponsor you, consider your own image. Are you an off-road rider who races enduros and cross-country-type races? Are you the local motocross rider who shows up on the weekend or are you the local pro that is looking to head to Supercross? How many times a year do you race? You have to be highly visible to the public (even if it is only locally) if you want to get sponsorship from any company (this is where social media comes into play). Look for companies that market to your racing lifestyle, and know your identity so you’re aware of what you have to offer.

This isn’t the 90’s or early 2000’s as simply showing up to a race isn’t enough, even if you finish well. This fact seems to be lost on most, even with some of today’s top riders. You're virtually useless if you don’t have an audience beyond the very few people who might see you at a race. By developing an audience, you dramatically increase the number of people who see your sponsoring company’s message. A very select few can develop this audience simply by winning (think Eli Tomac or Ken Roczen). These individuals don’t necessarily have to actively build an audience. The media coverage they receive serves that purpose.

For the rest of us normal folk, we need something else. Social media pages and a blog or vlog can be a great way to build an audience. It’s very cheap and easy to get into. It does take significant time to write, shoot and edit video, and to develop a following, but it’s one of the simplest/cheapest ways to do so. There are also websites that can help you provide all of your information and race results like HookIt.com or SponsorHouse.com. These websites let companies view your profile and any updates you would like to share throughout the year. However, I see a trend with more companies going away from sites like these and are using more of an in house approach again.

Having your own Youtube channel could be a great way for fans and future/current sponsors to get to know you better.

Another great avenue is a social network such as Facebook, Instagram, Snapchat, and Twitter. Having thousands of followers and/or friends is a ready-made audience. Also, there are other ways to build an audience. If you have your own business, your customers are an audience of sorts. Basically, it boils down to the fact that, in order to be valuable to a potential sponsor, you need people to pay attention to you. Companies and manufacturers take note on how many “followers” you have and how much you post. When you do have these followers don’t blow smoke up their asses and try to be as transparent as possible. No one wants to see a social media post of some kid drinking an energy drink on the back of his truck with the caption reading “quenching my thirst in between motos”. We all know that is bullshit man! Create an engaging caption and be “real”. Tell a story! People love stories! Let us get to know you, not some fake ass two minute post. When you are “real” people will engage with you more and in doing so your sponsors product has a higher chance of being seen/purchased by viewer. No one likes fake people!

Once you have an audience, a sponsorship level goal, and a target company and the contact, you can begin formulating the actual proposal. Email them or write them! WHAT A CONCEPT RIGHT? COMMUNICATION! HOLY CRAP, IT’S LIKE A LOST ART FORM!! Keep it very short and to the point though. Tell them who you are, the size and demographics of your audience, and what you are seeking. Shoot between 100 and 200 words maximum. These people you’re contacting don’t want a biography; they want to know what you can do for them and how much it is going to cost them. Be courteous and humble. Arrogance is almost always a recipe for failure. “PLEASE” AND “THANK YOU” CAN GO A LONG WAY! Try to be genuine and don’t just ask for all of their shit! Ask them what you can do for them as well. It’s a two way street!

If you're contacting a relatively large company, it's likely they receive tens if not hundreds of requests like yours per month. In most cases, the companies have identified and already reached out to the racers they want. You’re fighting for a tiny fraction of the remaining slice of the marketing budget pie.

If you are at a race and you meet someone representing a company, approach them and ask about their product. If you do not know anything about their product ask about it and how it works. Why would you ask for a sponsorship if you have zero knowledge about their product? That is lame as hell! Asking for free stuff and not knowing the background of the product/company is a red flag almost immediately to industry folk. The best way to represent a company is to fully understand their product beforehand and use it on your own machine or yourself. If you DO NOT like it, don’t ask for a sponsorship. Always believe in what you are pitching or selling. Whatever you do, DO NOT walk up to any company and just directly ask them, “Will you sponsor me?” This tells a potential sponsor that you will “take” and not “give back.” We have enough of these type of people in this world, so don’t add to the list. The off-road motorcycle industry is small, and word can get around that your dumb ass is looking for a handout and only looking out for himself. Don’t be that guy! A sponsorship has to be a 50/50 commitment between the company and the rider (similar to a marriage or any relationship). According to some industry insiders, out of all the riders who receive sponsorships from companies during the year, only half ever use the company’s discounts and order a single thing throughout the sponsorship year agreement. Does that sound like commitment to you? No it sounds like you just screwed up. 

Be approachable and learn to speak to people about certain products you’re endorsing.

Ok let’s say you make it this far and have signed a contract for sponsorship to said company. Now it’s time for the real work—to trying to keep it! Or, if you’re receiving a discount on products, maybe getting a heftier discount in the future. Every sponsor is different and will have its own objectives and expectations. Yet whether you’re seeking money, products, or services from a sponsor, it is seeking a few select things from you as well, so you should shape your approach like this:

• Visibility and Exposure: Companies want to know that those who they sponsor are providing them with unique and revenue-generating exposure. If you can’t provide consistent brand visibility at events or races, you have little to offer a company in terms of long-range sponsorship.

• Image Compatibility: You’re the image of the company; you should fit the idea of the image it is trying to promote—not the other way around.

• Local Track Involvement: Businesses benefit when they are identified with a commitment to their local track or even yours. For example, collaborate with a sponsor to organize a ride day or maybe do a kids’ class at your local motocross track. This effort will go far.

• Personal Availability: Depending on a variety of factors, a company might want to have you endorse a product by making appearances or advertising on its behalf. Obviously that is not going to happen to everyone, but make sure when you are at an event you are available to other riders or spectators who want to know more about the products you’re endorsing.

• Communication: This is huge! If you listen to the Pulp MX Show you know I am big on communication! Keep your sponsors in the loop on what you’re doing and what your future plans are. Don’t rely on them to find out when you are racing or when you are doing an event; they have many riders, and they can’t keep up with all of them. You can do this by communicating directly to the company, using your own personal social media outlets, weekly emails, or other websites. Whichever outlet you choose just be sure to inform them of all your events, and even though results are not always important, it is nice to let them know how you are finishing when you race.

• Personal Touch: Saying “thank you” and “please” can go a long way these days. Not just in the real world but in the motorcycle industry as well. Yes, we all know you should thank sponsors on the podium or when you do interviews, but what about writing or typing a letter, old-school style, telling the company you appreciate all of its help? Showing personal attention to companies and writing them or even emailing them shows your appreciation and doesn’t hurt. It’s nice to get a letter or email without having the words “can I have?” involved. And just like your initial proposal, keep these updates very brief. If you see the sponsorship coordinator you work with at an event, go up to him or her and introduce yourself. Don’t expect them to know who you are through email and phone conversations. Some people think this is called “ASS KISSING”, but to me it’s being appreciative of what you’re getting. Our society almost frowns on nice people and expect people to be mean, so don’t fall into the trap of being an asshole. Be approachable and learn to speak in public. This is a very rare quality these days and can make you stand out in a industry players mind. 

• Loyalty/Don’t Be A Company Hopper: Don’t be the guy who hops around with each passing year because another company gives you a little more. Loyalty goes a long way within our industry still, but if you’re known to be a whore within the industry, no one will have respect for you. Our industry is small! 

Trying to obtain and keep a sponsorship is much like trying to obtain and keep a job in the competitive world today. Each one of us is a unique individual, but it’s up to us to make sure that shines through so other people and/or companies see that. You just have to make sure you have a plan, you stick to it, and you keep your word. When you shake someone’s hand let that handshake be firm and a way of letting anyone know that your handshake and your word is your bond. That is what companies want to see when crunching sponsorship dollars come résumé time. A sponsorship is a privilege, not a right; so make sure to let each company know that you appreciate what they are doing for you. 

This all seems like a lot of work and you would be right! It is a lot of work, but just know that these companies are putting their time and money back into you so following these guidelines could give you a long lasting future on helping yourself save some money on what you love to do the most! Ride and race dirt bikes! 

If you have any questions please feel free to email me at kris@keeferinctesting.com. 

AC Performance Systems Product Review

Three years ago the Jim and Dave Castillo, creators of CTI knee braces and Asterisk knee braces, continued their growth of creating innovative motocross products such as the AC System. You know those weird nose magnets we saw on the pro guys in Supercross were paired with a foam piece of material that was locked on to the bridge of MX goggles and when the two magnets connected, the airflow through the nostrils were increased. However through more testing and development with the system, the Castillo’s went to work on a much simpler design that could be used not only in moto, but in other sports as well. The updated/new AC Performance Systems retains the same special nasal stickers that contain a small magnetic piece, but the anchor of the part is the plastic noseband that lays over the bridge of the nose and opens the nostrils. 

Does the AC Performance System really work and are you able to feel a difference on the track? Even though Dave was up my ass about getting him some feedback, I took my time with this and really tested this product in all facets of my life. I used it when I rode, went running, cycling, rowing, skiing, sleeping and even other extra curricular activities that I will spare you the details on. Here are a breakdown of some of my findings: 

 Putting on the AC Performance Systems is simple. In the box you will find alcohol wipes, magnetic applicator, nose strips and the AC band itself. Simply clean off your nose using the alcohol wipes then install one nose strip with the magnetic applicator (on each side of your nose) and fit the AC band up with the magnets and thats it. Once you do this you will feel like your nostrils just got a freshly tuned port job. It’s quite shocking when you first put it on. I was so stoked on how much air I got through my nose I had everyone in my family put one on just so they could see! Riding with the AC Systems takes a couple laps to get used to and almost helps you remember to breathe more through your nose than with your mouth (which is how our body is designed to breathe). This is something I try to do twice a lap when I ride. Find two spots on the track where you're most comfortable and pick those spots to really take deep breaths. The AC System really helped me remember to do that and let me intake deeper, more fulfilling breaths. 

Now since you all know that I am all about “feeling” when it comes to testing, I can say that the feeling that I got (while riding) was that I didn't get as winded as I normally do in a thirty minute moto. I actually called bullshit on myself, so I whipped out the heart rate monitor and over the course of just over a month, averaged out my heart rate without using the AC Systems one moto and with the AC Systems one moto (basically I would do one moto with it on and one moto without it). It comes to find out that when I averaged out the numbers my heart rate was always 5-7 beats per minute lower (per moto) with the AC Systems on. You might say “well shit Keefer, that isn't that much”, but it really is in the world of aerobic performance. Does it help with arm pump? I really can’t tell you that because I usually don't ever get that much arm pump to begin with. However, lowering your heart rate can’t hurt when pushing yourself in a long moto. 

I have grown accustomed to using the AC Systems when I train as well and find my training sessions (mostly running, rowing, cycling) are also 3-5 beats per minute lower than without using the AC Systems. Now that my nose/body is accustomed to wearing it, it is tough when I don’t wear it because I can feel my nostrils blocking my air passageway at times. For basically $35.00 it is an inexpensive way to get more out of your breathing in my opinion. Is it some miracle piece of athletic equipment that you must have? Of course not, but if you’re looking to maybe experiment with getting an edge on someone athletically, it doesn't hurt, I do know that. 

Note: I have a somewhat of a big nose and I wear a size 1. The AC System comes in sizes 0,1,2,3 so unless you're Pinocchio go with a size 1 or 2. My 12 year old son wears a 0 and it fits him great. You can order and check out The AC Performance Systems at acperformancesystems.com. I you have any questions about this review please email me at kris@keeferinctesting.com 

ChafeZone

I ride a lot! Sometimes many consecutive days in a row. Now all of you out there going WHAAAAAAAAAAA he has to ride a dirt bike WHAAAAAAAAAAAAA, probably never had to ride more than a few days in a row. Sometimes I have to ride a couple weeks in a row and let me tell you that is hard on my ass!  

 I have been using ChafeZone when I know I have long days on the bike or maybe coming back from not riding in a while. I stumbled on this stuff over a year ago and it has been one of the first things I put in my gear bag when I go to the track. ChafeZone prevents monkey butt, blisters and chafing. How you ask? I don’t know, but MedZone’s ChafeZone is made up of oleic acid, safflower seed oil, linoleum acid, palmitic acid, myristic acid and brag officinalis seed oil.

I first started using ChafeZone on my hands on long durability testing days to prevent from getting gnarly blisters. It worked so good, I then started to put it in other key areas to prevent me from getting monkey butt and rashes on my rear end. I would literally get holes in my butt from aggressive gripper seats (think Husqvarna and KTM 450 Factory Edition seats) and would have to stand up on the pegs by late afternoon on long testing days. Sitting down would just make me cringe! Once I decided to try ChafeZone, I would religiously put it on in the morning before I left for the track and would be good to go for the duration of the day. ChafeZone goes on your body as a solid but quickly turns into a liquid that leaves a slippery feeling. Sliding your gloves on your hands after applying is kind of a foreign feeling, but once out on the track I quickly forgot about it and it didn’t bother me. 

The good news is that once you apply the stick to the areas you want, it will not rub off all day. The bad news is that it is a pain to get off and takes some effort to wash away. A shower once at home will handle the residue, but if you want it off while you’re at the track, it is tough to get off. You must use soap and water and really get aggressive to get the stuff off. But hey the stuff works and its the only product I use to keep me from getting blisters and chafing. A 1.5 ounce stick ($12.99) lasted me about two months (riding four to five times per week). If you’re a die hard rider and want to log the motos or the miles this ChafeZone stuff works very well. It’s easy to stick in your gear bag, just make sure it doesn’t get to hot or it can melt. Getting it off your gear bag is even harder than getting it off your skin. 

You can go to medzonecorp.com to get yours or you can go to Amazon and  order it through there. Thank me later!

MindFX Science Performance Pro Supplement

Before I start speaking about this review, I want to make it clear that I do not believe in witchcraft or voodoo. I was raised that only hard work and dedication were the formulas to success. There were no shortcuts in life, just like there are no shortcuts in getting better on a dirt bike or getting in shape. Sweat, effort, consistency and a lot of riding is how you get faster and more fitness for this dirt bike thing. I was reluctant to try MindFX because I thought this was another snake oil pitch by some guy trying to make a buck. If I wanted to drink something in between motos, I would just drink some good old fashion H2O and maybe a gatorade to get some sugar in me. However, when I tried MindFX Performance Pro for the first time I felt something a little different with my body during a 30 minute moto. Before I get to what I felt like after I used MindFX Performance Pro, let me tell you what it is all about. 

MindFX Science was created by Kevin McCarthy as a healthy alternative to the highly caffeinated energy drinks that some of us grew up on, pre-workouts mixes and even some ADHD drugs. MindFX claims to achieve this result naturally via the use of adaptogenic herbs, strategic use of vitamins, minerals and natural flavoring.

– Rhodiola, our adaptogen, increases vitality and immunity and reduces fatigue and exhaustion in prolonged stressful situations.

– Siberian ginseng, another adaptogen, increases mood and physical performance.

– Organic Beet Powder helps with oxygen uptake due to the high nitrate content.

– Vitamin B12 helps support the body’s ATP production, the energy our cells run on.

– Theobromine used to relax the bronchial muscles in the lungs, which increases oxygen flow to the brain. In addition to its stimulant properties, theobromine

also promotes heart health, good cholesterol levels, and more.

– Caffeine (low 75mg) as a natural stimulant has been associated with positive effects on the brain and an array of health benefits.

– Ginko Biloba acts to enhance oxygen utilization and thus improves memory, concentration, and other mental faculties.

MindFX original formula was developed for competitive athletes and designed to be a blend of all natural neuronutrients that increase focus and concentration.

MindFX Performance Pro was developed with some of the most fittest athletes on the planet that required additional nutrients like Vitamin C and electrolytes to help sustain mental focus and reduce fatigue.

MindFX powdered drink mix uses water as its delivery system ensuring a healthy balance of hydration.

So now that you have the gist of what this product is, how did it work on me? I ride, test, type, talk and train all throughout the week. That is my program. I don’t drink alcohol, I don’t party, I am actually quite boring, just ask my wife! I just like to ride! Sometimes I have to do some durability tests that involve a crap ton of motos per day and that sometimes happens three to four times per week! Again, like I said, I ride a lot! So I thought what the hell? Ill try this stuff out. I am the kind of guy who will have 90 calorie Coca-Cola after a long day of riding now and again, but otherwise that is the only super sugary thing I drink within my diet. I used one packet of MindFX Performance Pro and mixed it in a 16 ounce bottle of water and downed it after my first 20 minute moto. On this particular day I had to do five 20 minute sessions and I could feel a little more spunk and focus rolling into the next few motos that I did. Now I thought to myself,  “this must be a placebo effect right”? I tried another packet of MindFX on the very next test day and felt the same thing. It’s not like I gained superhuman strength and it lowered my heart rate, but I did feel like I could focus on my line choices better when I was pushing. The most important thing that MindFX DIDN’T DO was give me a sugar high/caffeine crash. I was waiting for the lull in my performance enhancement after a couple hours, but it never really came. Again, I really want to stress that this isn't a cure all for fatigue, but it does help me get over the hump on long strenuous days of riding. I like my cup of coffee in the morning and that gets me bump started for the day. I look at MindFX as my “coffee” bump when I go ride now. The directions say not to take more than three packets per day and the most I have taken was two packets in one day. One when I was testing and one when I got home, before I headed on my mountain bike ride. 

I am happy to purchase products that work for me and MindFX Performance Pro works for me. A packet of 20 sticks is $29.95 and it comes in two flavors (Mixed Berry and Orange Mango).  My favorite flavor is mixed berry as it doesn't have a harsh taste to it. Orange mango tastes decent, but mixed berry is just a better flavor for me. It is easy to down/digest and not something you will make a bitter beer face, after you taste it. MindFX makes another blend for the non-athlete and it is called “Performance”. You can do your own research and check it out for yourself over at mind-fx.com. 

If you have any questions about this test please feel free to email me at kris@keeferinctesting.com.