PLUS •
Fantic XE300 First Ride Review
•
Huddy Destroys the Ultimate Hawaiian Hard Enduro
•
Bou Continues to Make History
•
Storm, Mud, and Redemption at Mac Daddy's Sprint Enduro
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TABLE OF CONTENTS 8
10 14 18
20 30 34 38 44 52
Trey Canard on Effort over Outcome & Why Failure Isn't Final Fantic XE300 First Ride Review with Brian Pierce The Leap to Pro: An Interview with Beta USA's Cole Cullins The 10x12 Challenge - March Focus: Clutch & Throttle Control Ultimate Hawaiian Hard Enduro X-Trial: Bou Continues to Make History - 20 and Counting! Storm, Mud, and Redemption at Mac Daddy's Sprint Enduro Built, Not Bought - Spotlight on Brian and Dave Dussault Bolt's SuperEnduro Dynasty Rolls On Draper Strikes First at Sumter National Enduro
ON THE COVER Despite have a rough series of setbacks in 2025 which culminated in a broken ankle and injured wrist and put him out of competition, Cole Cullins refuses to quit. We interviewed the Beta USA athlete to learn more about the mental side of trials and injury. STEPH VETTERLY
March 2026
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Click or scan to watch Brian's YouTube video
TREY CANARD ON EFFORT OVER OUTCOME AND WHY FAILURE ISN’T FINAL WORDS
T
rey Canard is showing up at the races with a different job description than the one most of us grew up watching. He’s working with HRC and the Lawrence brothers, thinking about bike setup, mindset, and how to help other riders become better athletes. From the outside, it can look like a smooth evolution from racer to mentor, but the path that got him here was anything but straightforward. Listening to him, you hear a rider who spent years measuring himself by outcomes, results, championships, how quickly he could come back from injury, and is now very aware of how limiting that mindset was. Effort over outcome is a phrase that came up more than once, and it’s a useful way to understand his story.
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BRIAN PIERCE
WHEN EVERYTHING IS OUTCOME
Trey’s career has plenty of obvious “failure isn’t final” moments: big crashes, spinal cord trauma, seasons wiped out, and then an early decision to stop racing at the top level. None of those felt good or meaningful in the moment. They felt like the end of something he had been building since he was five years old. For a long stretch, injury recovery was just a race to get back to riding. The only acceptable outcome was lining up again. Weekends carried the same weight. If the result sheet didn’t match the work he’d put in, it felt like the work didn’t count. That’s a pretty normal way to think in motocross. We’re
surrounded by language like “you’re only as good as your last race”, and it’s easy to let a bad night, a bad season, or a contract year define you. In that environment, outcome quietly becomes the main measure that matters. SHIFTING TO EFFORT OVER OUTCOME
What’s different now is how clearly Trey can see the pattern. Looking back, he notices that the races where he performed best weren’t the ones where he was obsessed with winning. They were the ones where he focused on the quality of his riding and the effort he could actually control. The bigger injuries forced that shift. When you’re dealing with spinal cord issues or staring down another long
rehab, you don’t get to control the timeline in the same way. You can’t white knuckle the bone or nerve to heal faster. What you can do is keep showing up for the things right in front of you: the rehab work, the appointments, the daily choices that give you the best chance to move forward. Effort over outcome doesn’t mean results don’t matter. It means the metric you live by is the work you put in, not a number on the board that lives outside your control. Over time, that’s what allowed Trey to see that a bad race, a rough season, or even the end of his pro career didn’t have to be a full stop. FAILURE ISN’T FINAL, ESPECIALLY WITH SUPPORT
Trey pushed back on the idea that failure is permanent. He
pointed to Hunter Lawrence as one example: heavy shoulder and knee injuries, years where people were quietly wondering if it was going to work out, and now he’s leading the 450 championship. In the middle of those injury years, it would have been easy to say “this is it”. With a few more seasons behind him, the same story reads very differently. The “finished” part turned out to be a chapter, not the whole book. Support is a big part of that. Trey was honest that you can’t just be “tougher” forever and expect that to fix everything. Having people around you who care about you as a human, family, friends, people on the team, changes how you interpret failure and what you do next with it. Without that, it’s easy for an injury or a bad season to turn into a story about your worth instead of feedback about your situation. When he talks about the Lawrence family, you can hear how much he values their unit and their willingness to keep
learning together. They’re not immune to failure. They just treat it as information, not a label. JETT’S INJURY AND MATCHING EFFORT IN THE HEALING
One moment that stood out in this episode was Trey describing Jett Lawrence’s recent injury and rehab. What impressed him was that Jett treats healing as part of the job and puts as much intention into the process as he normally puts into racing. For most riders, being hurt feels like a pause. You sit, you wait, you do the basics you’re told to do, and you count down until you can ride again. Trey noticed that Jett treats the healing work as something he’s responsible for, not just something happening to him. The same effort that usually goes into motos and sprints goes into physical therapy, rest, and respecting the plan.
That’s effort over outcome in a very practical sense. You don’t decide exactly how fast your body repairs itself. You do decide whether you will treat the healing work with the same seriousness as your on the bike training. WHAT THIS MEANS FOR THE REST OF US
Most of us won’t live Trey’s exact story. Our “failures” might look like a rough local series, time off the bike, or goals we keep missing. The pattern he describes still applies.
if you’re willing to learn from it and you’re not doing it alone. If you’re in the middle of something that feels heavy, injury, burnout, or just a season that won’t turn around, this conversation with Trey (and the way he talks about riders like Jett and Hunter) is a reminder that your story isn’t finished. The next good chapter usually starts with where you put your effort today, not with what the last result sheet said.
A few simple takeaways: •
Results are information, not identity.
•
Effort, the part you control, is a healthier anchor than outcome.
•
Failure, whether it’s a DNF, an injury or a life decision like retirement, doesn’t have to be final
www.seattime.co
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2025 FANTIC XE300 FIRST RIDE REVIEW: ITALIAN ENGINE, OFF-ROAD FOCUS WORDS & PHOTOS
W
hen the opportunity to ride a 2025 Fantic XE300 for a few months came across my inbox, I jumped at the chance. After a year racing the GasGas EX350F at the 2025 National Enduros, my wallet and family needed a break from me traveling. The Fantic two-stroke has been a heck of a fun bike to watch creators and magazines talk about. Of course it all started with Morgan at Highland Cycles who bought and shipped one directly from Europe before they were even available in the States. Now that the Fantics are available in the States, and showing up in dealers, the real down and dirty “should I buy a Fantic” talk can begin. WHO IS FANTIC?
If you’re immediately wondering who or what Fantic is, here’s a quick recap. Fantic is an Italian motorcycle brand that’s been around since the late ’60s, with roots in
COURTESY BRIAN PIERCE
small‑bore enduro, trials, and street machines. In the modern era they’ve leaned hard into off‑road performance, developing their own engines, electronics, and chassis tweaks and proving them in European enduro and rally racing. The bikes they build now, like the XE300, sit firmly in that “purpose‑built off‑road” category rather than being everyday playbikes. So here I am, being handed a 300cc fuel injected two stroke to ride and make content with. I have no plans to race a full series, but after all the growth I had from racing BJEC in 2024 and ANEC in 2025, it was time to evolve as a rider again. I am going to ride the Fantic bike for fun, but I am also going to race it at a few events. I want to know what it is good at, and what it’s not good at. If it’s great at something, or really bad, we’ll discuss that too. I’m excited to be back on a two stroke again,
but more than anything I’m excited to get some seat time. Let’s dig in. XE300 SETUP AND FIRST RIDE
The Fantic does utilize a well known chassis to house their 300cc Motori Minarelli fuel injected two stroke engine. The aluminium semi-double cradle frame looks familiar, because it is. Fantic Motor has a working deal with Yamaha to utilize pieces and parts of their YZ250 platform. There are many details there that even I am still trying to decipher. Regardless of how and where Yamaha comes into the picture, Fantic has built the bike they want riders to ride. And let me tell you, it’s a bike worth riding. I didn’t want to adjust too much before my first ride, so I set the sag at roughly 100mm, at the higher end of the 90-100 range noted in the manual. I also moved the levers into March 2026
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a place I thought would be good for my hands. That evolved once I lined up for the Sandwinder Enduro (more on that in the future). I started at a trail riding pace, noting I hadn’t ridden in three months and that I was on a new bike and a two stroke. Even though I did set the sag, I didn’t adjust the clickers. I wanted to ride the bike into the travel a little bit. Let the oil work its way through everything so it could settle in. What I didn’t expect was a balanced and comfortable feeling from the get go. The GasGas took me 6+ months to get comfortable on, while the XE300 was 5 minutes into the first ride. The comments on this are funny because everyone wants to say it’s because of the yamaha chassis. You can’t deny that is part of the equation, but the suspension, the motor, and the power delivery are also a huge part of how the bike feels on the trail. As I found my balance points for standing up, I felt myself pushing a little bit harder. As I learned how the suspension would react, I was pushing a 12
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little bit harder. As I learned how to feel the power delivery from the engine, I was riding a bit more aggressively. All of a sudden, on the first ride, I was ticking along at a pace I wouldn’t have believed possible, or desired, for a first ride.
at Fantic have created a very fun, and very responsive, fuel injected two stroke that needs nothing to ride fast and ride aggressively. You can certainly ride the XE300 at a leisurely pace if you desire, but this bike wants you to push and wants you to find the edge.
As the day wore on, I got more comfortable on the bike. I started pushing it harder, aggressively hammering into turns to see how it would hold up. I was braking harder than needed to see how it handled aggressive braking. I would hammer on the throttle to see if the fuel injection was responsive to a quick and fast throttle. I also added compression to the forks and shock to begin to see how the feel of the bike would hold up as I charged harder. By the time I drove away from that first day of riding the Fantic, I had an ear-to-ear grin that took awhile to wipe off.
To find out how much low end grunt the Fantic does, or doesn’t have, I want to take it to Barnwell Mountain. The trails there are some of the hillier ones we have here in North Texas. I’ll be able to see how it reacts as I try to torque my way up and out of different creeks and small hillsides. It’ll also allow me to see how much it’ll wiggle in the tight stuff. I think more preload is needed, to bring the sag a tad lower, so I have more weight on the front wheel. There is always the possibility of bringing the forks up in the triple clamps for more tight singletrack wiggle, but we’ll get there when there’s time.
One, it felt AMAZING to be back on a two stroke. Two, the Fantic surprised me. I was able to get back up to speed quickly. The balance this bike has wasn’t something I was expecting to feel. The folks
CAN YOU BUILD THIS WITH A YZ250X?
The quick answer is no. I know everyone wants to say you can buy a YZ250X and bolt on aftermarket this, and
aftermarket that, and it’ll still be cheaper. I’m here to tell you this isn’t a YZ250X with added accessories. This is a purpose built Italian dirt bike that has been fine tuned for the off-road enthusiast. It all starts with the 300cc (292.9 cc) Motori Minarelli engine. It is refined to provide Italian two stroke performance leveraging fuel injection by double injectors and an electronically controlled power valve. Fantic has also provided an electric starter and a hydraulic clutch. Something Cody Webb tried to do, finally realizing it wasn’t possible to have both. Fantic is able to because they built their engine, they didn’t “bolt on parts”. The map switch allows switching between two very distinct maps for controlling the power of the Fantic. Admittedly, I have been riding it in the green map, map two, which is the softer map. The blue map, or map one, is VERY aggressive. I find it lifts the front end in times where I would prefer it not be off the ground. Until I can have more time learning to control the front end with clutch/
throttle control, I have been keeping it in map two. The only hindrance here is it not coming on as much as I would like when really pinning it. The front end is on the ground though, so it’s the choice I’m making for now. I’m sure there will be a way to adjust the maps in the ECU eventually, Fantic USA doesn’t have that ability yet. All of this adds up to a motorcycle that has been intentionally built for off-road performance.
to trail ride or race without another grand in upgrades. After this first ride, and a lot of thinking in the garage (gas fumes included), the Fantic feels less like an aftermarket project and more like a legit long‑term option for off‑road riders and racers.
Enduro. I was 28th Overall and 3rd in the 40A class. Subscribe to the Seat Time Youtube channel for that video, and Substack for the article, as we dig in to how the bike, and I, performed.
Since making this video, I have now raced the Fantic at the TSCEC Sandwinder
PRICE, VALUE AND NEXT STEPS
The current powersports market is weird right now; dealer floors are well stocked with leftover bikes across a bunch of brands, and prices are all over the place, which makes the XE300’s $11,599 MSRP look steep at first glance. But that price tag is for a complete, purpose‑built package: a modern fuel‑injected 300 two‑stroke with electric start, hydraulic clutch, mapping, and a balanced chassis that is ready
Click or scan to watch Brian's YouTube video
March 2026
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The Leap to Pro AN INTERVIEW WITH BETA USA'S COLE CULLINS
WORDS & PHOTOS
A
t 22 years old, Cole Cullins is still early in his Pro career, but he has already become one of the most relatable and compelling young riders in American trials. Raised in Southern California, Cullins grew up riding alongside his dad, Chris, and brother, Ty, starting on a trials bike when he was just a little kid. After claiming the 2022 NATC Expert Championship, he made the leap to the Pro class in 2023, where the challenge became steeper, the obstacles bigger, and the pressure far more intense. Riding for Beta 14
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STEPH VETTERLY & ABIGAIL BUZZELLI
and now working as a Beta trials ambassador, Cullins is balancing competition, personal growth, and a desire to help bring more people into the sport. In this interview, he speaks candidly about the difficult jump from Expert to Pro, the mental toll of injuries and expectations, the realities of burnout, and the motivation that keeps him pushing forward. There is a pretty giant disparity in skill level required for the Expert class as compared to the Pro class. Talk us through how you went from winning
the Expert Championship into fighting up the ranks through the Pro class.
class)? And what makes the jump to the black line (Pro class) so difficult?
I knew it was going to be hard. I anticipated the motorcycle riding to be hard and to be scary. I was under-prepared for the emotional damage created by struggling that much all the time. It's definitely tough going from from winning and being the best to being by far the worst that quickly. It's just something that I've got to deal with.
Obviously the obstacles are much greater and the technicalities are greater. But a blue line should take you a minute to finish. For a red line, it's like a minute and a half worth of stuff. So if you screw up, you're running out of time and you've got to do something to make that up.
I wish I had some magic secret to make myself just be okay with it, because I'm still not okay with it, like, at all. It's rough. I'd like to be better. I'd like to do better. But, you know, here we are. What's it like to actually be pulling the trigger at the larger obstacles in the Pro class when you're not really sure how it's going to go?
The black line is going to be two minutes worth of stuff that you've got to cram into a minute and a half. And even if that's not exactly the right ratio, it's just to put it in your head of what it's like. Just there's no no time to think. No time to relax, you've just got to go do it.
I always liked to compose myself for a second before I would go. And I really don't have time to do that now. I've actually had to slow myself down so that I can take a breath while I'm hopping, do my hops good instead of flying into it to try and get it done fast, because then it often times ends up taking longer because you screwed up. How did you navigate the jump from having a fair number of people to ride with in the Expert class to all of a sudden having to find somebody to help out with the Pro line?
Luckily it wasn't too much of a problem finding people to ride with. Especially living in Southern California with between Mike Wanger, Murphy, Daniel, Nigel, Jeff, there's guys there to ride with.
Higher level guys. And even if they're not doing the same things, they all know what it should look like. They're all very knowledgeable and have been good to ride with. So that side of things, it's not so hard to find people of the right level to ride with. It's harder to find people with the time to ride as much as you need to ride. I think that's been much more of a problem. Obviously Murphy [Aaron]'s super into it, and so I can ride with him and Mike is a firefighter, so he's got a schedule where he's like two days on, four days off, something like that. He's got a bunch of days during the week that he can go ride. So that's been good. But beyond that, yeah, it's tough to to find guys
I've never had a super hard time with that. While I'm in an event, I can generally just shut my brain off and do it most of the time, at least if it's something where it's like, all right, I know this is big, I know it's scary, but I also know realistically I'm going to make it. Those kind of things I can generally shut my brain off and go. I will every now and then have a problem if there's something and I just don't see it working the way it should, the way I want it to. Then sometimes I won't pull the trigger how I should. But yeah, it's definitely rough because the as you move up classes, every step becomes bigger and bigger. And the steps double essentially from the previous one all the way up. I feel like a lot of time management is learned in the jump between the blue line to the red line. In the blue line there's almost no issues with time, while in the red line you really start having have to manage start having to manage that. How did you manage that during the first jump to the red line (Expert March 2026
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who can go ride during the week because everybody's got a job because it's trials. How has your practice regimen changed, be it in how often you practice or what you focus on during your practice sessions? How has that adjusted since you moved from the expert class?
The only big change is that I've focused on trying to get stuff done faster, and I feel like I improved from 2024 to 2025. Obviously, 2025 did not go so well; I hurt my wrist in Texas and then broke my ankle on the next round, and so I really didn't get any opportunity to show if I was any better. I didn't have any problems with time in the sections in Texas, which I felt like was really good. My setups were a lot better, and my pacing felt a lot better. I felt like my riding was really good. I was leading the trial for like 30 seconds. And then I blew it. Let's talk injuries for a moment. Trials is a very humbling sport, and I feel like it takes a lot of mental fortitude to be able to stick with it and be able to push through the hurdles/mental block of being ok with not getting something right out of the gate. Obviously, you're going to get hurt every once in a while. What injuries have you had, and how were you able to work through them to get back on the bike?
I've been fairly injury-prone for whatever reason. The first injury I got was definitely the worst injury I've had. I was on a trials bike, but I wasn't really doing trials. I guess I was 13. I was on my dad's 4-stroke that he had for a few months and we were at a dealer demo day for Beta, at Glen Helen. They had this whole loop set up, and it was really early in the morning. I went and did the loop on the trials bike, out there by myself. The trail went up and then tucked down; supposedly there were signs posted, but either I was 13 and didn't read the 16
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signs, or I was 13 and didn't know what they meant. But I came off the bike in fifth gear. Ended up breaking both bones in my wrist, lacerated my spleen pretty bad. I had a whole bunch of internal bleeding and was in the hospital for a week. When the nurse asked if I was going to go ride again, I was like 'yeah.' There was never a though in my mind of 'maybe I shouldn't do this.' You're going to get hurt. That's life. Fun hurts - apparently I said that when I was like six years old. We've all heard the stories about big level athletes getting hurt, and regardless what sport they're in, a lot of athletes have a really hard time mentally with depression because the thing they do or the sport that they do is their outlet. Is that something that you found yourself struggling with or have struggled with in the past?
Yeah, a little bit. I think when I was younger it wasn't so bad because I was still going to school or doing whatever, and it wasn't like I was just sitting around doing nothing. This time there was about a month of just sitting and yeah, I was definitely I was going nuts. I was not happy. I needed to be doing something. And then after that, I got on the road visiting dealers for Beta and going to events and helping people with trials. But it's not the same. I shouldn't say it's not what I want, because I do like doing that. And it is part of what I want to be doing. But I also want to be riding. I really enjoy working with people and teaching them, especially working with the team at the National and trying to make sections and help any way I can. After my injuries in 2025, I had a lot of frustration rowards life, especially when I couldn't use my feet and my hands at the same time because I was on crutches - I couldn't carry anything, I couldn't do
anything on my own. I could sit on the couch and play video games... that was about it. It drove me nuts, for sure. But being on the road makes it a lot better. And going to events and doing anything I can to help people makes it better.
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What are your plans for the 2026 season coming back from injury?
I'm going to be riding Expert, as my ankle is still not fully recovered. My goals are to win the Expert Championship, and have fun on my new Beta Sincro. Want to hear the full conversation with Cole Cullins? Catch the complete interview on the all-new On the Pegs Podcast, where Cole dives deeper into the realities of competing in the Pro class, training, injuries, and life working with Beta as a trials ambassador. Tune in to hear the stories, humor, and behindthe-scenes insight that didn’t make it into print. The On the Pegs Podcast is available now on major streaming platforms— subscribe, listen, and join us as we bring you more conversations from the riders shaping the world of trials and off-road riding. March 2026
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MARCH FOCUS: CLUTCH & THROTTLE CONTROL WORDS
I
f turning is the foundation, clutch and throttle control are the language of trials riding. This month is about developing precision and connection: •
Smooth power delivery at low speed
•
Controlled clutch release for traction
•
Coordinating throttle timing with body movement
•
Finding that “friction zone” confidence that unlocks bigger techniques later
No matter your level, improving clutch and throttle control pays dividends everywhere—hill climbs, obstacles, turns, splatters, and recovery moments. As riding season ramps up across many regions, this is the perfect time to refine the controls that make everything else easier. THANK YOU TO OUR FEBRUARY SPONSORS
February was powered by the support of: •
RLP Levers — providing two pairs of high-quality levers
•
BluemontCo — offering 20% off their awesome casualwear featuring trials themes
•
Trials Progression – 1 Year Full Membership ($147 value)
Please take a moment to support the companies that support riders and this community.
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ABIGAIL BUZZELLI
FEBRUARY PRIZE WINNERS
LRP Levers: Judy Li and Christopher Bankston Trials Progression 1 Year Membership: Tommy Justice MARCH PRIZES
We’re stepping things up again for March with some fantastic support: •
•
Two (2) Bike Stands from TrialStoreUSA.com — not one, but TWO winners this month Postage sponsorship from Six Mile Industries, helping us continue shipping stickers and prizes to riders around the country and the world
As always, complete your March 10×12 to be eligible. The 10×12 Challenge continues to grow, with riders training together across the country and internationally inside the free community on the TrialsProgression app. Watching riders share progress, ideas, and encouragement has been one of the most rewarding parts of this entire project. If you haven’t joined yet, you’re always welcome. The challenge is simple: show up, put in the reps, and improve—together. Visit www.10x12challenge.com for all the links and information you need.
FEBUARY FINISHERS Abigail Buzzelli
Karl E Faruzel
Alicia Lim
Marshal Bird
Carter Hubner
Melissa Mull
Chris King
Nathan Schrock
Christopher Bankston
Norman Foley
Don Conrad Greg Edens Heidi Brenner Jakeb Holden Jason Robb Jim Baird Juan Felipe Judy Li
Rachel Camp-bell Scott Brenner Shaun Hunt Terry Oed-wewaldt Todd West Tom Trantow Tommy Justice Toni Roach Zack Guelde
Jim Baird at Loch Lomand
Alicia Lim in Canada
Rachel Campbell from Kansas
Joe from Kansas
March 2026
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Huddy
Destroys the
Ultimate Hawaiian WORDS PHOTOS
STEPH VETTERLY RYAN MCCASLAND // CALAFIA CONCEPTS
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R
ound 2 of the 2026 AMA National Hard Enduro Championship, Presented by IRC Tire, returned to the island of Kaua‘i for the Ultimate Hawaiian Hard Enduro. Organized by the historic Garden Island Motorcycle Club (GIMC), the event once again showcased the uniquely brutal terrain of Hawaii’s jungle mountains—steep volcanic slopes, slick clay mud often referred to as “Hawaiian Ice,” and countless
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creek crossings that can turn from rideable trails into impassable obstacles in a matter of minutes. Heavy rain throughout the week leading up to the race transformed the already technical course into a mud-soaked survival test that would ultimately reduce a stacked Pro field to just three finishers. The race took place in the Omao riding area, located less than ten miles from
Mount Waiʻaleʻale, one of the wettest places on Earth. With rain falling throughout the week and continuing into race weekend, the tropical jungle conditions quickly reminded mainland riders why Hawaii has earned a reputation as one of the most difficult environments for off-road racing anywhere in the world. Hawaiians grow up riding in these conditions, navigating steep lava-formed mountainsides, slick clay trails, and fast-flowing creeks that would qualify as extreme terrain almost anywhere else. For riders accustomed to the dry desert and rocky mountain terrain typical of most U.S. Hard Enduro rounds, the
island’s jungle presented an entirely different challenge. The Ultimate Hawaiian Hard Enduro is still a relatively new addition to the championship calendar, but the club behind it is anything but new. The Garden Island Motorcycle Club has been organizing off-road races on Kaua‘i since 1945, and their signature event—the Labor Day Hare and Hound—has been running for more than seven decades, making it one of the longestrunning off-road races in the world. The Ultimate Hawaiian Hard Enduro was created to showcase the island’s extreme terrain while bringing top mainland riders to compete against Hawaii’s deep pool of local talent.
This year’s race marked the third edition of the event, and all eyes were on local favorite Kawelo Huddy. A former high school football standout turned hard enduro phenom, Huddy had already won the previous two editions of the Ultimate Hawaiian and entered the weekend as the rider everyone expected to win on his home terrain.
The weekend began with a demanding Prologue that set the tone for the brutal conditions to come. Ninety riders from the Pro and A classes took off one minute apart through muddy jungle trails and slick creekbeds in a rarely ridden section of the Omao mountains. The timed run determined the start order for the main race, placing a premium on both speed and precision in the slippery terrain.
PREVIOUS: Bullet Proof Designs KRD Hui's Kawelo Huddy (25) OPPOSITE: Hayden Guest (129), Rockstar Energy Husqvarna Factory's Ryder Leblond (513) and IRC Beta's Branden Petrie (99) help each other up the slick hills
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Ryder Guest delivered the fastest run of the day, clocking a time of 17 minutes and 15 seconds to secure the Prologue victory and first gate pick for the main race. His Bullet Proof Designs KRD Hui teammates Kawelo Huddy and Kamakana Waiwaiole-Kahalepuna followed closely behind, completing a clean sweep of the top three positions for the Hawaiian team. Reigning U.S. Hard Enduro champion Trystan Hart placed fourth on his FMF KTM Factory Racing machine, while longtime Hawaiian hard enduro rider Chris Satterfield rounded out the front row. With three locals occupying the top starting positions and rain continuing to fall, mainland riders knew they were heading into unfamiliar territory. Sunday’s main race sent competitors onto a 21-mile Pro course carved through some of the most technical trails in the Omao mountains. The event featured separate courses for Pro, A, B, and C classes to manage traffic and keep riders moving through the jungle terrain, but even with
the course divided by skill level, the conditions proved overwhelming for many competitors. The Pro riders faced a strict five-hour time limit to complete the course. The race began with the front row launching into the muddy jungle trails, with additional rows starting one minute apart behind them. Early sections of the course wound back through the same area used for the Prologue, where the closest battles of the race unfolded as riders jockeyed for position before heading deeper into the mountains. Huddy quickly established himself at the front of the field. By the time the riders reached the first checkpoint, the Hawaiian had already taken control of the race, leading the front pack back toward the start area for the gas check before they headed into the most challenging sections of the course. As the riders climbed higher into the mountains, the rain intensified, turning the already slick trails into a near-unrideable mix of mud, roots, and exposed volcanic rock.
For nearly half the race, Huddy found himself locked in a close battle with teammate Kamakana WaiwaioleKahalepuna. The two riders traded momentum through the
jungle trails, often separated by only seconds as they navigated the deteriorating course conditions. Eventually mechanical problems struck WaiwaioleKahalepuna’s machine. His bike began losing clutch performance roughly threequarters of the way through the race, forcing him to return to the pits for repairs. With his closest challenger temporarily sidelined, Huddy suddenly found himself alone at the front. From that point forward, the race effectively belonged to him. While Huddy continued pushing through the mountains with smooth, calculated riding, the battle behind him turned into a chaotic survival match for the remaining podium ABOVE: Champion Brick Racing's Makana Barger (400) LEFT: Rocky Mountain Yamaha's Cody Webb (2) RIGHT: Mele and Kawelo Huddy celebrating after crossing the finish line
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Prologue winner Ryder Guest suffered clutch failure and was forced to withdraw during the early stages of the mountain section. Hart continued pushing hard through the deteriorating terrain but appeared uncomfortable with the setup of his bike in the extreme mud, allowing Green to move ahead in the battle for the podium while Webb also managed to slip past him on a hill climb. Meanwhile, WaiwaioleKahalepuna returned to the course after repairs, rejoining the race near the position where he had exited earlier. Despite the mechanical setback and additional issues with a failing crank seal, he managed to continue riding and hold onto second place. Out front, Huddy continued to extend his lead.
positions. Ryder Guest, Trystan Hart, Chris Satterfield, South Africa’s Matt Green riding for Champion Brick Racing, and Rocky Mountain ATV/MC Yamaha’s Cody Webb were all involved in the fight as they worked their way through the increasingly brutal course. One of the defining obstacles of the race proved to be the infamous “5 Minute Hill,” a steep, technical climb that quickly deteriorated as rider after rider attempted to navigate its slick surface. The hill became a bottleneck as competitors struggled to find traction, with several riders stalling, sliding backward, or becoming stuck on the muddy incline.
The Hawaiian rider rode a nearly flawless race through the rain-soaked jungle, using his familiarity with the terrain to avoid costly mistakes while others struggled to keep moving. His advantage grew so large that by the time several of the chasing riders were still battling through checkpoint five, Huddy had already completed the entire course. He crossed the finish line after 3 hours and 31 minutes of racing, delivering one of the
most dominant victories seen in recent U.S. Hard Enduro competition. The margin behind him was staggering. Huddy finished a full one hour and 54 minutes ahead of the second-place rider, an enormous gap in any form of professional motorcycle racing and especially remarkable in a discipline where races are typically decided by much smaller margins.
The victory marked Huddy’s third consecutive win at the Ultimate Hawaiian Hard Enduro, further solidifying his reputation as one of the most formidable riders in the championship when the terrain turns wet and technical. Waiwaiole-Kahalepuna eventually reached the finish line in second place despite his earlier mechanical troubles. South Africa’s Matt Green secured the final podium position, crossing the finish line just minutes before the five-hour cutoff to claim third
At one point, Webb and Green were even seen helping each other up sections of the hill, demonstrating the kind of camaraderie that often appears during the most brutal hard enduro races. For several riders, however, the hill marked the end of their race. March 2026
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place and his first podium in the National Hard Enduro Championship. Incredibly, only three riders managed to finish the race within the time limit. Several top championship contenders were left salvaging whatever points they could from the brutal conditions. Reigning series champion Trystan Hart was credited with fourth place despite not reaching the finish before the cutoff. “It was a super-sick race in Hawaii, with conditions that normally suit my style,” said Hart. “I missed the mark with bike setup, and that cost me dearly for a disappointing fourth place – my worst ever finish at a U.S. Hard Enduro! All things considered, we still scored solid points toward the championship and we’ll look for some redemption at Grinding Stone.”
Rockstar Energy Husqvarna Factory Racing’s Ryder LeBlond also endured a difficult race after qualifying ninth in the Prologue and starting from the second row. “It was a super-muddy day in Hawaii!” said LeBlond. “I started on the second row after not qualifying so well, but I quickly caught the riders on row one and was in the mix. I had some good battles, made some mistakes, swapped out some parts, and pushed the bike a bunch. We ended up P12, which isn’t ideal, but we’ll come back next year more prepared for this muddy, rainy island. Grinding Stone up next!” The 2026 edition of the Ultimate Hawaiian Hard Enduro provided a stark contrast to the previous year’s race. In 2025, conditions were significantly drier and the racing at the front was much closer, with Huddy
defeating Hart by just eleven minutes after a fast-paced battle through the mountains. Mechanical problems for several top riders also shaped that race, but the overall pace and number of finishers was dramatically higher than this year’s mud-soaked survival test. By comparison, the relentless rain in 2026 turned the event into one of the most brutal races seen in the Championship in recent years. The dramatically reduced number of finishers highlighted just how unforgiving the Hawaiian terrain can become when the jungle trails turn to mud. While the Pro race captured most of the attention, other classes faced the same punishing conditions. Champion Brick Racing’s Makana Barger dominated the A Class division, completing his 19-mile course in 4 hours and 59 minutes. In the Pro
Women’s class, Oahu’s Pebs Madolora led at all three of her checkpoints to secure the victory with a finishing time of 4 hours and 36 minutes. With two rounds now completed, the championship heads back to the mainland for round three at the Grinding Stone Hard Enduro in Page, Arizona. The transition from Kaua‘i’s soaked jungle terrain to the dry desert environment of the American Southwest will once again test riders’ adaptability and could dramatically reshape the championship standings. For now, however, the story of round two belongs entirely to Kawelo Huddy. In the rainsoaked mountains of Kaua‘i, the hometown rider once again proved that when the Ultimate Hawaiian Hard Enduro turns brutal, no one rides the island quite like he does.
EVENT RESULTS - PROLOGUE OVERALL PRO
OVERALL A EXPERT
1. 2.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Ryder Guest (KTM) Kamakana WaiwaioleKahalepuna (KTM) 3. Kawelo Huddy (KTM) 4. Trystan Hart (KTM) 5. Chris Satterfield (BET) 6. Cody Webb (YAM) 7. Matthew Green (KTM) 8. Branden Petrie (BET) 9. Ryder Leblond (HSQ) 10. Braxton Hintze (FAN)
Boogie Rivera (KTM) Makana Barger (KTM) Nick Hatcher (BET) Kai Morgan (KTM) Hayden Guest (KTM) Tyler Guard (HSQ) Clark Satterfield (KTM) Devin Stephenson (SHR) Alexander Gasparenas (KTM) Keanu Gonzales-Simao (KTM)
EVENT RESULTS - HARD ENDURO OVERALL PRO
OVERALL A EXPERT
1. 2.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Kawelo Huddy (KTM) Kamakana WaiwaioleKahalepuna (KTM) 3. Matthew Green (KTM) 4. Trystan Hart (KTM) 5. Cody Webb (YAM) 6. Chris Satterfield (BET) 7. Ryder Guest (KTM) 8. Branden Petrie (BET) 9. Casey Satterfield (BET) 10. Archer Pascoe (KTM) 26
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Makana Barger (KTM) Hayden Guest (KTM) Boogie Rivera (KTM) Tyler Kinkade (GG) Tyler Guard (HSQ) Max Prison (KTM) Kai Morgan (KTM) Nick Hatcher (BET) Devin Stephenson (SHR) Clark Satterfield (KTM)
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Photo: R. Schedl
300 XC 300 XC
lways wear protective safety gear and ride in a responsible manner. Production model specifications and options may vary from the displayed vehicles.
RAW 2-STROKE POWER The 2026 KTM 300 XC doesn‘t just show up – it dominates. Its razor-sharp chassis and dialed suspension make it a weapon of choice for riders who live wide open. The 2026 KTM 300 XC isn‘t just a contender – it‘s the original alpha.
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Bou
T WORDS & PHOTOS COURTESY X-TRIAL
Continues
to Make History 30
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oni Bou (Repsol Honda Trial Team) has once again made history in X-Trial and in global motorsport, being crowned World Champion tonight for the twentieth consecutive time at the X-Trial in Chalon-sur-Saône, where he claimed his seventh victory of the season despite finishing with a crash in the final section.
The Spanish rider, who had already been the best in Q1 and the Superpole, created a gap in the second section of the Final, where he received a 2-point penalty while all his rivals could not avoid scoring a 5. In the next section, his teammate Gabriel Marcelli closed the gap to just one point, while the other two finalists, Jaime
Busto (GasGas) and Harry Hemingway (Beta), had already lost significant ground and were battling for the third step of the podium. Bou stepped it up again in the fourth section, being the only rider to complete it clean, and the cancellation of the fifth section effectively placed the title in his hands. In the final section, Marcelli—who had already secured second place—Hemingway, who achieved his second podium of the season, and Busto, who had a difficult final, all scored 5 points. With victory already secured, the World Champion took a risk to entertain the crowd but suffered a fall that caused a small cut on his hand. In the end, Bou confirmed both the victory and the title with 4 points fewer than Marcelli, 9 fewer than Hemingway, and 13 fewer than Busto. Behind the four finalists were George Hemingway
(Beta), fifth in his second appearance in the World Championship; Matteo Grattarola (Beta); debutant Pablo Echene (Sherco), who scored his first two points in the Championship; and fellow French rider Hugo Dufrese (Beta). With the title decided, the battle for the runner-up position remains open between Marcelli and Busto, with a 10-point advantage for the Repsol Honda Trial Team rider. Toni Bou (1st): “I am very, very happy with the victory and with securing my twentieth X-Trial World Champion title; something incredible. I felt very good throughout the event and in the final section, with the win already secured, I wanted to put on a show and took a risk, but I crashed. This twentieth title is special because I competed
throughout the season with an injury to the tendons in my right shoulder, and both the team and I had to work very hard to minimize the impact of this serious problem. But that hard work has delivered this excellent result.” Gabriel Marcelli (2nd): “It’s an important result. First of all, I want to congratulate Toni, my teammate, on his new championship title. He is the best. Today I felt very good from the very beginning, and I’m more satisfied with my riding than on other occasions, as well as with the result, which is very important for the Championship.”
It was a really tough event. I combined good performances with some mistakes, but overall I think we should be proud of this result.” With the cancellation of the Lisbon event, the next trials spectacle on the schedule is the X-Trial of Nations, where the event returns to Spain for the first time since 2008. he Spanish team made up of Toni Bou and Gabriel Marcelli (Repsol Honda Trial Team) starts as the favorite to claim victory at the FIM X-Trial des Nations, which will take place at the Palacio de Deportes San Pablo Sports on March 14.
Harry Hemingway (3rd): “I’m very happy to have achieved my second podium of the season.
Toni Bou earns his 20th championship title! (above left), Hugo Dufrese (bottom left), George Hemingway (below), Matteo Grattarola (right)
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The event, which has not been held annually, returns to Spanish soil for the first time since 2008, when it was staged in Badajoz. So far, it has been held seven times in Spain and seven times in France. Last year, the Palais Nikaïa in Nice hosted the competition. Moreover, this will be the fifth time the event is held in Andalusia, having previously visited Granada (2003), Málaga (2005 and 2006), and Córdoba (2007). To date, Spain has claimed every title contested - that is, all 14 previous editions of the event. For Toni Bou, this will be his ninth participation in the FIM X-Trial des Nations, while Gabriel Marcelli will compete in his first X-Trial appearance representing a national team. The two national teams that joined Spain on the podium in Nice will field the same line-ups in Seville. France, which finished second last year, will once again be represented by Benoit Bincaz (Electric Motion) and Hugo Dufrese (Beta). Italy, which placed third, will again compete with Matteo Grattarola (Beta) and Francesco Titli (Montesa). Great Britain, who finished fourth in Nice, will also retain its line-up with Harry Hemingway (Beta) and Jack Peace (Sherco). The new feature of this edition of the FIM X-Trial des Nations is the return of Team USA to the competition, having last apearance ten years ago. Joshua Roper (GasGas) returns to the event, and Ryon Land (Sherco) will make his debut in an international X-Trial competition. Jaime Busto (above), Toni Bou (below), Harry Heminway (right)
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SEASON STANDINGS 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Toni Bou (MON) - 155 points Gabriel Marcelli (MON) - 108 points Jaime Busto (GG) - 98 points Harry Hemingway (BET) - 71 points Matteo Grattarola (BET) - 35 points Jack Peace (SHR) - 19 points Arnau Farré (SHR) - 15 points Francesco Titli (TRS) - 14 points Hugo Dufrese (BET) - 11 points Benoît Bincaz (EMOT) - 11 points
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STORM, MUD, AND REDEMPTION AT MAC DADDY’S SPRINT ENDURO WORDS PHOTOS
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his past weekend was round two of the US Sprint enduro series, at Mac Daddy’s XC Paradise. It also served as the east coast ISDE qualifier for Team USA’s club teams. So in addition to pro riders fighting for points and podiums, club team hopefuls from across the country were present and fighting for a chance to represent their country later this year in Portugal. Just before the rider’s meeting on Saturday, the threatening clouds present all morning 34
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RACHEL GUTISH JADE BARNES
finally opened up. What began as a steady drizzle turned into a deluge by test three - a true test of rider’s skills in difficult conditions. Mac’s is a mixture of sand and clay, so when wet, it becomes difficult to predict the traction. The speed at which the rain came down just before test three quite literally flooded the property, leaving the track more water than dirt by the end. The race was cut short due to the conditions, for a total of three of the expected six tests.
Thanks to the heroic efforts of the US Sprint track crew, and the remarkable draining properties of this particular venue, Day Two went much more smoothly. The cross test tacked up into beautiful moto-track like dirt, and the enduro test, while rough, deep and mostly a single rut, was thankfully free of puddles and bike-eating sinkholes. The Pro and A level riders did eight tests instead of the usual six on Day Two, to compensate for the shortened Day One.
In the Pro1 class, Grant Davis (FMF KTM Factory Racing) took his first win of the season, beating his teammate Johnny Girroir (FMF Factory Racing KTM Factory Racing) by fifteen seconds, despite racing with a broken hand. On the podium overall winner Grant Davis said “Yeah, I’ll take it with a broken hand! Today I really sucked in the first test, was on the ground
Grant Davis (2), Cody Barnes (99), Cooper Jones (220)
twice and lost a bunch of time, and so then I was getting beat by a Pro2 rider here, 250 A kid in the GNCCs and thought to myself, I have to figure this out! (laughs) Cody was really ripping at the end of the day 2, the way he always does. I’m glad to have won one of these!” Girroir was unable to provide a quote - after a bout of illness Saturday night, and racing all
day, he had nothing left for the podium. But that alone tells you everything you need to know about his weekend, and about how tough of a competitor he is. Cody Barnes (Liqui Moly Beta) seems to still be finding his place on the new ride, having returned to the Factory Beta team after a severalyear stint on Phoenix Honda, though as the weekend went
on, he got more and more competitive, winning several tests. However, it was a case of too little, too late to climb out of third place. “Yeah.. I need to figure that out, why I ride so much better at the end of the weekend than in the beginning. It’s still a learning curve, changing bikes and teams. I am happy with my overall speed at the end of the weekend, just need to figure out how to have that same
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speed in the beginning of the weekend. But I can go fast when it’s rough and gnarly, so I guess that’s a plus (laugh)." Davis, with individual day scores of 2-1, did make up some ground in the points standings on Girroir after his 1-3 finish, but Girroir still goes into round three as the overall points leader, with Davis in second and Barnes in third. Pro2 rider Cooper Jones (KTM USA Orange Brigade) took a dominant win, going 1-1 and breaking into the top three overall. “It was a good weekend for me, ended up in the overall lead at one point, but Grant [Davis] couldn’t let me beat him from Pro2, so he stepped it up (laughs).”
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Other than Jones, inconsistency was the story of Pro2 this weekend, with individual day finishes all over the map - which does make sense given the massive difference in conditions between the two days. Gavin Simon finished sixth on day one but moved into second on day two. He cited setup changes as the primary difference. “I struggled a bit day one. Usually I like slick, muddy stuff, but changed a few things and felt a lot better. I was also really surprised at how good the track turned out today, it was sick!” Third place finisher Jason Tino (FMF KTM Factory Racing) Rachel Gutish (417), Danielle McDonald (261W), Jhak Walker (19L), Gavin Simon (249)
had an especially good comeback story, finishing
and Lane Whitmer (Enduro Engineering GasGas).
7-3 but still taking third place in the combined results. As he said on the podium “I tell ya what, this one almost feels better than a win, given how I was getting my teeth kicked in yesterday and getting dead last, to clinching a podium spot today in the very last test!”
Of course, with this being the qualifier, we should also take a moment to talk about and congratulate our qualified Team USA Club riders! In finishing order, the eight riders to have earned a position on this year’s team are: Jhak Walker, Collier Martinez, Cole Whitmer, Will Sievenpiper, Lane Whitmer, Colton Shields, Thorn Devlin, and Anson Maloney.
Race one winner Brody Johnson (RaceCraft Husqvarna) had a rough outing this weekend, finishing 5-4, off the podium both days. Jones, with his 1-1 finishes overtook both Jhak Walker and Johnson to take the series points lead. Johnson is now in second, with Walker in third. In the Pro Women’s class, Danielle McDonald (AmPro Yamaha), continued her 2026 winning streak, taking another US Sprint Enduro win, after just taking home the win at the GNCC opener last weekend. “Another win, it was a good weekend! I really enjoyed the tests, got a little wet but yeah, a good weekend”
Top Amateur was Brayden Baisley (YAM) 250A Class finishing 16th overall – in test 1 Baisley came out swinging and grabbed 6th overall among the top pros. Round 3 of the 2026 US Sprint Enduro Series continues in Ninety – Six, SC at Rodgers Farm on March 21-22.
Brandy Richards (FMF Factory Racing KTM) took home another second place finish, which was especially impressive considering that she was competing with a broken fibula. As she said, talking about her situation “My goal here was to come here and get some points, stay as close as I could to Danielle, and just get through it. The enduro test was hard, trying not to dab my foot and just survive.” Rachel Gutish (Rieju) made a guest appearance this weekend, doing some testing in preparation for the upcoming EnduroGP season, and taking home a third place finish in the process. Danielle, going 1-1, now has a twenty point lead over Richards with her 2-2 finishes. In the Pro-AM class, Cole Whitmer (GasGas USA) took a comfortable win over Will Sievenpiler (Kawasaki Racing)
EVENT RESULTS
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
OVERALL
Grant Davis (KTM) Johnny Girroir (KTM) Cooper Jones (KTM) Cody Barnes (BET) Gavin Simon (HSQ) Jason Tino (KTM) Brody Johnson (HSQ) Jhak Walker (BET) Collier Martinez (KAW) Cole Whitmer (GG)
1. 2. 3. 4. 5.
PRO WOMEN
Danielle McDonald (YAM) Brandy Richards (KTM) Rachel Gutish (RJU) Lilley Sheets (YAM) Emma Smith (GG)
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Built, Not Bought WORDS PHOTOS
I
n New England off-road racing, success doesn’t always come from the biggest budget or the newest parts. Sometimes it comes from a small garage, a perfectly dialed Beta, and a father–son partnership built on effort, trust, and years of shared miles. For Brian Dussault and his dad Dave, racing isn’t just a program — it’s a process, and it’s deeply personal. RACING AS A FAMILY AFFAIR
In the rugged forests and trails of New England, off-road racing demands more than speed — it requires precision, endurance, and teamwork. For Brian Dussault, 30, that 38
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JOHN MRAKOVCICH JOHN MRAKOVCICH & COURTESY DUSSAULT FAMILY
success comes from hours spent in a garage with his dad, Dave, fine-tuning bikes, analyzing rides, and preparing for a season that stretches from spring into late fall. Those hours aren’t just about mechanics — they’re about building a bond, sharing experiences, and learning to trust each other under pressure. Brian has been riding for Beta USA since 2017, competing in the AA/Pro class of the New England Trail Riders Association (NETRA). His arsenal includes two Beta 300 factory editions and a 390 factory edition, all supplied through Beta USA. Over his career, he has climbed steadily
through the ranks, from rapid promotion from C class to A class in one season, to dual NETRA Expert championships in 2015. More recently, he claimed the New England 24-Hour Ironman titles in 2023 and 2024, and in 2025 he finished second overall in the NETRA AA Hare Scramble Championship and third overall in the NETRA AA Enduro Championship, while also earning an impressive sixth overall finish at the Corduroy Enduro in Canada. These results reflect not only his speed and endurance, but the consistency and preparation that define the Dussault program.
But the hardware and accolades only tell part of the story. Behind every race and podium is a partnership built on trust, communication, and shared effort — a father and son who have grown together not just through racing, but through traveling to events, troubleshooting bikes, and navigating long road trips together. HOW IT ALL BEGAN
Brian’s racing journey started in 2011, when his uncle took him to a Hard Knocks race. He had grown up snowmobiling and casually riding bikes, but that first taste of competitive racing was transformative.
Brian begged his dad for a dirt bike, and Dave, an engineer with a love for motorsports, stepped in. Soon, Dave became more than a parent — he became Brian’s mechanic, strategist, and pit-side coach. “For me, it’s about giving him the best bike possible,” Dave explains. “Prepped for every race and maintained between events. No detail is overlooked — every clutch lever, handlebar, tire insert, and chain is set with meticulous care.” PRECISION AND CONSISTENCY
Consistency is everything — even the smallest tweak to the bike can affect performance. Brian and Dave test every product and analyze each adjustment, and they are willing to pay for parts themselves to make sure everything is dialed in perfectly. “We try not to change things,” Brian says. “Consistency is what wins races.” This careful preparation is part of what makes their partnership work so well — they rely on each other to maintain focus, trust, and precision, mile by mile, race by race.
work, he puts in the work.” Dave has watched his son evolve from casual athlete to disciplined, highlevel competitor who thrives on dirt bike racing. Racing has also taught lessons beyond the trails. Brian emphasizes the importance of fitness, preparation, and mental focus. “You can ride fast, but without the fitness to back it up, speed doesn’t matter. Our shortest race is two hours long at high heart rates.” Dave echoes the sentiment, highlighting perseverance, teamwork, and shared responsibility. “I tell him to have fun, be safe, and I love you,” Dave says. Together, they’ve learned that the lessons of racing — preparation, patience, trust, and communication — translate directly into their family life, strengthening their bond both on and off the bike.
CHALLENGES AND LEARNING CURVES
The Dussaults treat mechanical failures or mid-race issues as challenges, not crises. “NETRA is gnarly. Stuff happens you can’t control,” Brian says, recalling snapped chains, suspension tweaks, and unexpected obstacles. “It’s just a learning curve.” Each setback is a chance to analyze, adapt, and improve — from bike setup to riding technique. “It’s not about blame,” he
adds. “It’s about doing better next time and trusting each other.” This mindset keeps their teamwork and communication sharp, the backbone of their success. Mental preparation is equally important. Brian enters a focused, adrenaline-fueled state during races, while Dave manages logistics and encouragement from the pit. “Then he goes into work mode. It’s always been that way for over ten years,” Dave says.
TEAMWORK BEYOND THE TRACK
Race weekends require meticulous planning: packing the RV, checking and organizing all tools and spare parts, and coordinating logistics. “Many hands make light work,” Dave explains. “Even the little things add up, and it’s a team effort. Without family support, this wouldn’t be possible.” Brian adds that communication between them has become almost telepathic. Pit stops are rehearsed, sometimes taking less than ten seconds, mirroring the precision of professional motorsports. Traveling and racing together has strengthened their bond in ways that go beyond the track. Brian appreciates that his dad matches his effort and dedication: “If I put in the March 2026
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A PARTNERSHIP BUILT ON FAMILY AND TRUST
Their relationship is rooted in mutual respect and effort. Brian admires his father’s support, patience, and guidance. Dave takes pride in his son’s commitment, drive, and growth. Over countless races, long trips, and training sessions, they have developed a partnership that is as much about family as it is about winning. The hours spent traveling together to distant races, troubleshooting bikes in unfamiliar garages, and celebrating victories — big or small — have created a bond that is both personal and unbreakable. With Beta USA’s backing and their shared commitment to preparation and precision, the future looks as strong as their past. For the Dussaults, it’s never just about championships — it’s about process, discipline, and building something together, mile by mile, race by race. 40
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Brian Dussault CLASS: AA / PRO BIKES: 2 Beta 300 Factory Editions, 1 Beta 390 Factory Edition (Beta USA) AGE: 30 SERIES: NETRA RECENT RACE RESULTS: 2018: 2nd OA Pro, NETRA; multiple Top 20 GNCC XC2 finishes 2019: 3rd OA AA/Pro, NETRA; GNCC early season 2020: 10th OA Rattlesnake NEPG, NY; multiple podiums; 2 Factory Beta USA XC3 races 2021: 1st AA & OA NETRA Hare Scramble Champion
2022: 2nd AA & OA NETRA Hare Scramble 2023: 3rd AA & OA NETRA Enduro; NE 24-Hour Ironman Champion 2024: 9th AA NETRA Hare Scrambles; 8th AA NETRA Enduro (half-season due to injury); NE 24-Hour Ironman Champion 2025: 2nd AA NETRA Hare Scrambles; 3rd AA NETRA Enduro; 6th OA Corduroy Enduro (Canada)
Gear: helmets, jerseys, pants & protectors Parts: Jitsie, OEM plus various aftermarket parts Bikes: Beta, Electric Motion, Vertigo & TRS March 2026 ON-THE-PEGS.COM 41
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BOLT’S SUPERENDURO DYNASTY ROLLS ON BOLT CAPTURES SIXTH SUPERENDURO WORLD TITLE WORDS PHOTOS
STEPH VETTERLY FUTURE7MEDIA & TRIUMPH
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T
he closing stretch of the 2026 FIM SuperEnduro World Championship delivered exactly what the series has become known for—tight arenas, unforgiving obstacles, and some of the most intense racing in indoor off-road competition. By the time the championship reached its final three rounds in Serbia, the United Kingdom, and France, the title fight appeared all but decided. Yet the racing remained fierce as rivals attempted to break Billy Bolt’s relentless winning streak and secure their own positions in the championship standings. After dominating the opening four rounds—winning every GP from Poland through Hungary—Bolt entered the second half of the season with a commanding lead. His rivals, led by Triumph Factory Racing’s Jonny Walker and the X-Grip GASGAS duo of Mitch and Ashton Brightmore, were left searching for ways to challenge the Husqvarna rider’s pace and consistency. As the championship moved into its final phase, the question was no longer whether Bolt could win races, but whether anyone could stop him before the title was mathematically secured. ROUND FIVE – BELGRADE, SERBIA
Round five marked a historic moment for the series as SuperEnduro visited Serbia for the first time. The Belgrade Arena hosted the inaugural GP of Serbia, welcoming 10,000 enthusiastic fans eager to see the world’s best indoor enduro riders in action. For Bolt, the evening unfolded much like the rest of his 2026 campaign—dominant from start to finish. 46
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He began the night by maintaining his perfect SuperPole record for the season. Posting a lap more than a second quicker than Triumph’s Jonny Walker, Bolt secured another three championship points and the best starting position for the opening race. The first Prestige final began with Mitch Brightmore grabbing the holeshot, immediately putting pressure on the championship leader. Behind him, Walker, Toby Martyn, Eddie Karlsson, and Bolt scrambled for position. It didn’t take long for Bolt to impose himself on the race. Charging forward through the opening lap, he moved into second before executing a clean pass on Brightmore in the rock garden to seize the lead. Even a late crash with
just over a minute remaining failed to derail his charge; Bolt remounted quickly and still secured the victory. The reverse-grid second final provided a more chaotic start. Beta’s Alfredo Gomez launched into the lead while Dominik Olszowy slotted into second. As the field shuffled through the rock garden, Walker briefly forced his Triumph into the lead. But Bolt, once again charging through the pack, mirrored his earlier move and jumped past Walker exiting the rocks to take control of the race. From there, he rode away to another comfortable victory. The final race of the night had the Belgrade crowd on its feet. Stark Future rider Toby Martyn took the holeshot, only to see teammate Eddie Karlsson move ahead
moments later. Meanwhile Bolt, buried in traffic off the start, began one of his trademark recoveries. Working methodically through the field, he passed Martyn for second before hunting down Karlsson. Two laps later the Husqvarna rider made the decisive pass and rode on to claim his third race win of the evening. With SuperPole and three race victories, Bolt secured the maximum 63 points on the night. The results sheet showed just how dominant he had been: Bolt finished first overall with Mitch Brightmore second and Eddie Karlsson third. After the race, Bolt reflected on another perfect evening despite less-than-ideal starts. “We’re finished here in Belgrade and it’s been a
PREVIOUS: Husqvarna Factory Racing's Billy Bolt (57) ABOVE: Jonny Walker (22) RIGHT (top to bottom): Tim Apolle (96), Manny Lettenbichler (304), Radford Chugg (69)
perfect night with maximum points, so I can’t complain. The starts weren’t great, which definitely made things more interesting, but in a way I enjoyed the battles. It’s good to be racing closely with the other guys because you can always learn something and take positives from those situations. Even with the tougher starts, my overall speed felt strong and I was able to stay calm, make the right moves, and manage the races well. The team did a great job all night and the bike was working perfectly. To come away with 63 points and extend the championship lead is exactly what we wanted.
Now I’m really looking forward to Newcastle and racing in front of the home crowd.” A second victory of the season for Mitch Brightmore highlighted his steady improvement, while Karlsson’s podium continued to demonstrate the growing competitiveness of Stark Future’s electric machines in the series. With two rounds remaining, Bolt’s lead had stretched to an imposing margin, leaving him on the verge of securing his sixth consecutive SuperEnduro world title. March 2026
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ROUND SIX – NEWCASTLE, UNITED KINGDOM
If there was a place for Bolt to clinch the championship in style, it was Newcastle. The Utilita Arena hosted the British GP in front of 7,000 fans, many of whom had come specifically to see their hometown hero secure the title. Bolt wasted no time giving them something to cheer about. He opened the night with another SuperPole victory, edging Mitch Brightmore to claim the extra championship points and ignite the crowd inside the arena. The first final saw Brightmore grab the holeshot ahead of Bolt and Walker. The three riders quickly separated themselves from the rest of the field in a fast and aggressive opening lap. Bolt eventually forced his way past Brightmore in the rock garden and began to pull clear. A pair of crashes from Brightmore dropped the GASGAS rider back, allowing Walker to inherit second. Bolt crossed the line to take the victory and move within touching distance of the title. Race two provided the decisive moment of the championship. Fast Eddy Racing’s Harry Edmondson claimed the holeshot, but it was Walker who soon surged into the lead. The Triumph rider pushed hard at the front while Bolt chased relentlessly. A fierce battle unfolded between the two Brits as the crowd roared from the grandstands. Walker ultimately held on to take the race win, while Bolt—after several crashes—finished third. Yet that third place was enough to secure the championship mathematically. With the title wrapped up, the final race of the night became a showdown for the overall victory between Bolt and Walker, who were tied on points. Determined to cap his championship night in style, 48
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Bolt grabbed the holeshot and rode a flawless race, winning by four seconds to secure the overall GP victory. The final standings for the round saw Bolt first overall with 58 points, Walker second with 53, and Mitch Brightmore third. For Bolt, clinching the championship on home soil made the moment even more meaningful. “Winning the championship here in Newcastle makes it an extra special night. It’s been a really good evening of racing on a great, technical track that broke down as the action went on. The level was high all night and the guys were riding strongly, Jonny especially kept the pressure on and pushed me hard, which always brings out the best in these battles. I secured the title in race two, but I wasn’t fully satisfied with my performance there because I made a few small mistakes. Even with the championship wrapped up, I wanted to finish the night the right way, so I put the pressure on myself to win the final race and take the overall. To win
ABOVE: Dominik Olszowy (501), Marc Fernandez Serra (56), Toby Martyn (212) BELOW : Alfredo Gomez Cantero (89) RIGHT : Felix Bähker (15)
the championship and the overall here in front of the home crowd is something I’m incredibly proud of. Massive credit to the team for all their hard work this season, and thanks to everyone for the
support – number six feels amazing.” Walker’s performance was equally noteworthy. Despite riding with a broken bone in
his hand, he delivered a race win and second overall on the night. “We’ve just finished up here in Newcastle and it was a tough battle, especially coming in with a broken bone in my hand. I’m really pleased to come away with a race win
and second overall though. I managed to extend my lead over Mitch a little in the championship, and with one round to go, we’ll give it everything to get it done next weekend.” With the title decided, attention turned to the final
round in France—where pride, podiums, and championship positions were still on the line. ROUND SEVEN – DOUAI, FRANCE
The season finale in Douai delivered a rare change of narrative. With Bolt already crowned champion, the pressure shifted to the riders battling behind him in the standings. That shift opened the door for one of the most dramatic rounds of the season. Mitch Brightmore rose to the occasion, delivering the ride of his career to claim the overall victory. After setting the second-fastest SuperPole time, the GASGAS rider stormed to wins in the first and third races, with a second place in the middle race sealing the overall result. Jonny Walker remained consistent throughout the evening despite battling injuries. After a crash in the opening race dropped him to the back of the field,
he mounted a determined recovery to finish fifth. The second race saw him take the holeshot and lead from start to finish for a convincing victory. In the final race he battled fiercely in a three-rider fight for second before securing the runner-up position. The results gave Walker second overall on the night and confirmed him as the championship runner-up. Reflecting on the physically demanding final rounds, Walker admitted the closing stretch had pushed him to the limit. “Tonight in France we wrapped up the final round of the championship with second overall on the night and second overall in the championship. The last three rounds have been really tough for me physically. I broke my hand at the first one, pushed through the next round, and tonight I picked up a rib injury in the first race which made it hard to even take a deep breath. So to still come away with second overall in the championship is something I’m March 2026
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really proud of. It’s been a big effort from the whole team and I’m grateful for all the support along the way.” Behind Brightmore and Walker, Stark Future’s Eddie Karlsson secured third overall in Douai, with Manuel Lettenbichler and Toby Martyn completing the top five. A CHAMPIONSHIP DEFINED BY DOMINANCE
Although the final round produced a new winner, the 2026 SuperEnduro season will ultimately be remembered for one overwhelming storyline— Billy Bolt’s continued reign at the top of the sport. Across the seven-round championship, Bolt captured six overall victories and sealed the title with one round remaining. His performances combined blistering speed with tactical awareness, often recovering from poor starts to win races in commanding fashion. Just as significant was the depth of competition behind him. Jonny Walker delivered a remarkably consistent 50
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campaign to secure second in the standings and helped Triumph’s TF 450-E prove itself at the highest level of indoor racing. Meanwhile Mitch Brightmore’s victory in the season finale highlighted the continued rise of the next generation of SuperEnduro talent. The Stark Future team also demonstrated that electric machinery can compete at the front of the field, with Eddie Karlsson and Toby Martyn regularly battling for podium positions. From the season opener in Poland to the dramatic finale in France, the 2026 championship showcased the relentless pace and technical skill that define SuperEnduro. And while the series continues to evolve with new venues, emerging riders, and innovative technology, one constant remains. Billy Bolt is still the rider everyone else is chasing.
EVENT RESULTS Round 5: Serbia
Round 6: United Kingdom
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Billy Bolt (HSQ) Mitch Brightmore (GG) Eddie Karlsson (STK) Toby Martyn (STK) Jonny Walker (TRI) Manny Lettenbichler (KTM) Ashton Brightmore (GG) Dominik Olszowy (RJU) Tim Apolle (BET) Alfredo Gomez Cantero (BET)
Billy Bolt (HSQ) Jonny Walker (TRI) Mitch Brightmore (GG) Ashton Brightmore (GG) Eddie Karlsson (STK) Manny Lettenbichler (KTM) Toby Martyn (STK) Marc Fernandez Serra (HSQ) Tim Apolle (BET) Alfredo Gomez Cantero (BET)
Round 7: France 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Mitch Brightmore (GG) Jonny Walker (TRI) Eddie Karlsson (STK) Manny Lettenbichler (KTM) Toby Martyn (STK) Marc Fernandez Serra (HSQ) Ashton Brightmore (GG) Tim Apolle (BET) Alfredo Gomez Cantero (BET) Aleksander Gotkowski (SUZ)
SEASON RESULTS PRO 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Billy Bolt - 370 pts Jonny Walker - 328 pts Mitch Brightmore - 325 pts Eddie Karlsson - 280 pts Toby Martyn - 195 pts Manny Lettenbichler - 162 pts Tim Apolle - 149 pts Alfredo Gomez Cantero - 143 pts Dominik Olszowy - 134 pts Ashton Brightmore - 121 pts
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DRAPER STRIKES FIRST AT SUMTER WORDS PHOTOS
T
he Redline Oil American National Enduro Championship (ANEC) Presented by MSR Racing kicked off it’s inaugural season in the sands of Sumter, South Carolina, at the Redline Oil Sumter National Enduro hosted by the Sumter Enduro Riders Motorcycle Association. ANEC marked their first outing as the official promoter of the AMA National Enduro Series after purchasing National Enduro Promotions Group (NEPG) in an offseason acquisition that sees six-time National Enduro Champion Steward Baylor Jr. and his partner Chris Cantrell at the helm to continue to propel the sport of enduro racing forward for years to come. Defending Overall Champion, Rocky Mountain ATV/MC Red Bear Racing Kawasaki’s Steward Baylor, was the first to strike taking the test one
ROUND 1
TYLER SHEPARDSON ART PEPIN
win. Unfortunately that would be Baylors only test win of the day, opening the door to the rest of the field and a couple of “new” faces. AmPro Yamaha’s Liam Draper and Rockstar Energy Husqvarna’s Craig DeLong are both former Pro 2 National Enduro Champions, but have both spent time away from the series. While making their return, they each turned heads as they collectively took down the last decade’s worth of National Enduro Champions to begin the season. Draper put an exclamation point on the day as he won the final two tests to solidify the top spot of the podium, while DeLong took two test wins of his own to earn the runner-up spot. Taking the remaining test win on the day was three-time National Enduro Champion, Rocky Mountain ATV/MC
Red Bear Racing Kawasaki’s Grant Baylor. Grant struggled with his set up early on but was able to charge through the day and race his way onto the overall podium taking the third-place position. In the Pro 2 ranks, defending champion, Rocky Mountain ATV/MC Red Bear Racing Kawasaki’s Nick DeFeo dominated the day going a perfect six for six in test wins to start the season unbeaten. FMF Red Bull KTM’s Jason Tino missed the majority of last season recovering from a knee injury but was able to start his season strong with a second-place Pro 2 finish. KTM-mounted rider Ryan Piper left his last National Enduro in a helicopter. After ending the day with a thirdplace finish in his return, he admitted he was nervous coming into the day but excited by his performance and the redemption.
LEFT : Liam Draper (48A) March 2026
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Pro Women also witnessed a perfect day as Rockstar Energy Husqvarna’s Korie Steede notched six straight test wins to take top honors in her return to National Enduro racing. Enduro Engineering’s Shelby Turner put in second-place rides in all but one test to take second on the day while defending champion, Factory
Rieju’s Rachel Gutish, battled illness all week but still managed to ride her way onto the podium taking third place to begin the season. Round 2 of ANEC will take place March 22, in Oklahoma City, OK for the Beta Motorcycles Cross Timbers National Enduro.
EVENT RESULTS
OVERALL - PRO 1
1. 2. 3. 4. 5. 6. 7. 8.
Liam Draper (YAM) Craig Delong (HSQ) Grant Baylor (KAW) Ryder Lafferty (HON) Steward Baylor Jr (KAW) Evan Smith (KTM) Ben Kelley (KTM) Josh Toth (KAW)
1. 2. 3. 4. 5. 6. 7. 8.
Nicholas Defeo (KAW) Jason Tino (KTM) Ryan Piper (KTM) Jhak Walker (BET) James Jenkins (HSQ) Trevor Hulin (KTM) Collier Martinez (KAW) Lance Maschino (KAW)
1. 2. 3. 4. 5. 6.
Korie Steede (HSQ) Shelby Turner (TRI) Rachel Gutish (RJU) Taylor Johnston (TRI) Tayler Bonecutter (SHR) Allie Roland (KTM)
OVERALL - PRO 2
OVERALL - PRO WOMEN
Ryder Lafferty (46A), Korie Steede (42B), Jason Tino (59A) 54
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