Spring Training With Factory Connection's Geico Powersports Honda MX Race Team

Still looming in the future were big full-team testing sessions to finalize everything. Because after all the riders have completed their two-rider test days, everyone comes together for six all-in track days where the intensity and pace are ratcheted up to shake down how the equipment is really performing at full race pace. Yes, nearly a week of straight-up moto smackdowns.

Pick-A-Part

This first day with Tomac and Metcalfe was designed to select the "base settings" for the season, and that boils down to picking the hardware that will adorn what the AMA requires remain stock-the cases and frame. From there the racers get their pick of suspension components, from the stock Showa units to the stock KYB 450R components to full Showa A-kit stuff.

Ziggy, LaRocco and the techs that turn metal into speed studied the bikes in action from a hilltop at the track's dead center while the riders wound out, back and overhead. LaRocco could instantly see and hear Metty was getting along better with the A-kit fork. Fifteen moto-minutes later Metty was right there, helmet off, reporting...that he was getting along better with the A-kit fork. LaRocco had a 19-year pro racing career; he knows what he's talking about.

Tomac was steered away from the very rigid A-kits for his 250 for the Outdoors. In fact, last year the team deliberated between the 47mm 2009 stockers and the 49mm A-kit. They even set up a bike with one 47mm fork leg and one 49mm fork leg in an attempt to find the best flex character. What might have been a bizarre option wasn't necessary-the team was happy to find the stock 2010 250F came with a 48mm fork.

Tomac rounded the three-minute track until his hands locked up from the cold air (so much for sunny SoCal conditions). He was trying out what his teammates had experimented with before-linkage rate options, triple clamps (offset and rigidity variances), eccentric steering stem races to change a frame's rake without breaking any frame modification restrictions, and different peg, bar and seat height positions. There was one particularly nasty bump that upset the bike at speed. Tomac came in and reported the near-crash. So what did the squad do? Pick a new line? Nope, they targeted that kick until they'd developed settings to handle it. Hit the throttle, aim for the one thing that's trying most to knock you over the bar, and come back and tell us what you think of the new settings. Young Eli and the team finally figured out a combo that allowed the best speed and control as the sun dipped behind the mountains. All the while a second complete bike waited back at the test truck...

Now You're Just Being Picky

Race bike setup is a game of push and pull where "best" really means "perfect compromise," and every step forward in one track section can drop another out of the acceptable range. With motocross' high-speed straights, tight turns, huge bumps and huger jumps, it's a compromise in each area to be the best across them all. Factory Connection strives to get the bike 85-95 percent perfect in each area, without dropping out of that zone for any other track section.

Day two started at Glen Helen Raceway. But after a night of rain the track was in no condition to provide valuable motocross feedback. So without unloading the trucks it was back to MX Heaven, which had soaked up the rain beautifully.

The mechanics and engineers call day two's type of testing "whittling." The bike's base components have been decided on, and now it's up to the techs to fine-tune the best internal suspension settings and motor power delivery options to maximize that equipment conglomeration.