Motocross Performance Magazine Canadian Motocross news leader
Words by Andy White
Photos by James Lissimore
If you have ever been involved in the world of supercross or motocross you have probably heard the name Skip Norfolk. If you remember a rider that dominated the SX scene during the early ‘90s by the name of Jeremy McGrath then you will connect the names together. Skip was the guy (mechanic) that made sure MC Honda stayed together for those six years. The first two years was with the Pro Circuit Honda Peak team, then the two moved to Honda factory. This is where I feel McGrath really made a name for himself. We all know a rider needs a mechanic to provide the skills to build and prepare the race bike. What most people don’t know is that you need to really understand the rider so you know what to say and what not to say. Back in the early ‘90s, riders would usually travel with their mechanic in a box van. This meant you sat next to each other and traveled thousands of miles together, so there was lots of time to figure out things like how to win races.
Let’s get back to Skip (real name, Dale). Way back in the day, Dale’s father started calling his son Skip and it just stuck! Skip started out as a mechanic in his teens and was lucky enough to get a job with the Kawasaki Team Green amateur program back in 1987 at the young age of 19. Some of the riders that went through the Team Green program back then were kids like Ricky Carmichael, Ezra Lusk, Jeff Dement, the Vohland brothers and James Stewart, just to name a few. Those were the days when Team Green owned the amateur market. After a few years, Skip received a call from Mitch Payton to ask if he would like to wrench for Jeremy McGrath. The answer was yes and that’s when the two began to made history. I believe Skip said he has seven championships tied to a rider and dozens of other championships with riders connected to the teams he worked for.
Things changed at the end of 1996. Skip and his wife were expecting their first child, which is when Skip thought it was time to find a job that didn’t take him away from the family for weeks on end. Timing is everything. Jeff Surwall called Skip and said, “I’m involved with a new gear company, it’s called No Fear. Are you interested?” That’s all it took. Skip was now involved in the rag trade, as I call it. We all know how No Fear came into the MX industry. It was crazy how No Fear came from nothing to taking the market by surprise. They had Pastrana and MC in their gear, and the rest is history, as they say. That opportunity lasted about three or four years until MC came knocking. Jeremy was starting a new team and wanted Skip back on the program. If it worked once it had to work again. The two joined forces and worked together for three or four years until another phone call came. It was Surwall again asking about another opportunity. Back to No Fear again. “This was how life went,” explained Skip. “Every time the phone rang it was some opportunity that sounded great.” Over the next few years Skip went from No Fear to One Industries then off to Alias, who was working with Geico Honda.
Okay, so let’s fast forward to 2015 when Skip felt it was time to get back into the driver’s seat and build a SX & MX team for riders that were overlooked by the factory teams. Skip explains how the program worked. “I knew lots of great kids that had the speed or ability but were just overlooked. I felt these riders needed a shot so I connected with a friend of mine that I went to high school with. I told him I would like to build a team that would let these riders get a chance to show the factories that I can win or come close to it. So, I got the funding, we created a team, and called it Traders Racing, which had support from Kawasaki. We ran the team with support from Kawasaki for two years then we ended up signing with Yamaha in 2017 and 2018. I really enjoyed the past four years helping out riders like Nick Gaines and Luke Renzland. We had some good results too.” As we all know, racing costs a lot of money and you need lots to go racing.
By the end of 2018, the team started looking at what the plans would be moving forward. They knew they would need more funding to step up the program to the next level. Well, that’s easier said than done. That would mean knocking on lots of doors and hoping to score a few, new cash sponsors. Another way to raise extra funding is to merge two teams together…how about three teams into one? Traders and ClubMX started talking and worked on a plan to merge. Then the idea of going to Canada to race the outdoors started and before you knew it Redemption Racing was part of the mix. This is how the name CTR racing started.
Here we are today, the supercross series is over and the team had some solid results. Time to continue the program and send the truck and the team up to Canada for the Triple Crown series. This is where I had a chance to ask Skip some questions on the Canadian series, as it was his first time managing a team in Canada. I wanted to hear what he thought of our country and the racing.
Andy White: Your title for the CTR team is Race Director, what are your responsibilities?
Skip Norfolk: Primary responsibility is the bike, everything about the bike, testing, setting race spec with each rider, setting maintenance schedules, spare parts…if it involves the bike, I am involved (all the fun stuff). We are a small team, so we all wear multiple hats.
AW: You have been involved with racing since 1987, have you seen a change in the way kids prepare today?
SN: Absolutely, riders have a comfort zone,
AW: When you started with the Team Green program back in 1987, everyone rode two-strokes, but today we are on four-strokes. What are your thoughts on four-stroke technologies?
SN: All the bikes are extremely good stock from the dealership, but with all racing, teams push the products to their breaking point, squeezing every ounce of power out of them. When the 250 four-strokes first came on line, most of them were designed for 36 HP maximum. Today we are talking about 50+hp out of a 250cc four-stroke factory engine. Technology and materials have allowed for this but it is a double edge sword. When we push the design limits, we have to shore those areas up, and that costs money and time. Today we talk about how long it will last, practice engines with a 15-hour time limit, race engines with a 2-hour time limit, specific parts that must be inspected, and follow strict criteria in order to be used or trashed. It can get crazy.
AW: Do you prefer two-strokes or four-strokes?
SN: I love dirt bikes and I love hearing the sound of a two-stroke on the track. I would like to see the rules be re-evaluated for classification. Maybe we can get the 250 class to be just that, a 250 class, either two or four-stokes. That could be very interesting.
AW: I hear parents talk about the cost of parts and maintaining their race bikes. Would you recommend parents looking at two-strokes to help with cost?
SN: Too many variables to have a set-in-stone guide to follow, but for the young riders transitioning from mini cycles to big bikes, if they are under 16 and not 6’ 185 lbs., then yes, they can be a great way to gain experience. There seems to be more classes at the local races to accommodate them now but the techniques used on two-strokes are different from the four-stroke. Bottom line today, we are all about four-strokes, so the sooner you can get on them and adapt, the better.
AW: If a parent said they have a tight budget for the upcoming season and they have two, brand new 250Fs, what would you tell him to do on the bikes to prepare them for the season?
SN: That, to some point, depends on the brand, but fuel can be a significant gain in performance, as well as a piston, dedicated practice bike, and chassis set up. Work on technique; the rider is and has always been the difference. So, work on that…every aspect of it.
AW: You have worked in a few areas on the industry, from wrenching on the Team Green program to winning titles with “Showtime” McGrath. You also worked in the clothing industry with No Fear and One Industries. Do you prefer one to the other? They are completely different jobs, no?
SN: Yes they are different but both equally enjoyable.
AW: You won 7 AMA Championships over your career as a mechanic. Was there a year you won that sticks out the most?
SN: There was a time when MX Nationals and SX were mixed. 1993 was amazing – (1st SX title), but in 1996, Jeremy won 19 events in the first 21 weeks of the year (had a weekend off in there also).
AW: I read an article where you almost had a perfect season of winning every race MC entered. I can’t imagine the stress that put on you every time Jeremy left the truck for the next race. I bet you checked every bolt ten times before he raced.
SN: It was the most rewarding and stressful time, for sure. Every other aspect in my life did not matter, and my first son was born in September that year. It did take its toll. I felt like I had to be perfect and in turn I expected everyone else in the world to be perfect as well. Yeah, not how life works at all. I turned into a person that was not good but I was fortunate to have some great people in my life that helped get me back on track (Jeremy and his family and my wife Kristy).
AW: You have been involved in motocross racing for a long time. What’s next for you down the road?
SN: I really enjoy being a part of young riders and team members working to get to the next level and follow their dreams. I would like to think that I could, in some small way, assist them on the journey.
AW: In 2019, your team partnered with the ClubMX program. Your goal was to race east coast SX series and then head north to race the Triple Crown Rockstar series. You have been involved with the SX series for a long time. What were your thoughts about going up north?
SN: Redemption Racing (Canada based) is the third partnership of the CTR motorsports team. Canada gave us an opportunity to race during the summer, and gave Josh and Jayce (our young riders) the ability to compete and continue to work on their skills throughout the summer, while Keylan and Eric would bring the experience to our program – helping us prepare and be ready to compete in Canada. We were confident that the support of the team would allow both guys to have solid performances and compete in the premier 450 class. It was good for everyone involved with our program. I know it was good for me. I had fun racing.
AW: The first round of the Canadian outdoor series was in Calgary. What was your first impression when you arrived at the track, and when you saw the downtown skyline only minutes from the track?
SN: It was so nice to see the city as the backdrop as the riders sent it. Those pictures always stuck in my mind from years past.
AW: What did you think of the competition in both the MX1 & MX2 classes.
SN: It exceeded my expectations. There was great racing all year…every weekend.
AW: We have heard the tracks in Canada are like practice tracks in the US or like European tracks. What are your thoughts?
SN: They are different. The track prep prior to qualifying is different, I think better than we see in the US. There were multiple lines, which allows passing and makes for better racing. The bumps are not as large, again that helps bring the field closer in lap times, also making for better racing.
AW: What round was your favourite and your least favourite?
SN: Calgary/Manitoba (maybe the worst mudder I have experienced).
AW: It’s been said that Gopher Dunes is one of the toughest tracks on which to compete. I am sure you have seen your fair number of tracks. What did you think of the Dunes?
SN: Well, it bit our team hard. Riders were ready and had great motos going, but we let them down with bike problems. I was surprised how jumpy that track was, given the sand. The riders have to be on mentally the entire time. It reminded me of old Southwick with real sand.
AW: One of the rounds was in Quebec. What did you think of that round? We know the Quebec fans are super passionate and like to get right up close to the action.
SN: The facility was really nice. It was almost like a different country. The pit area was very different than any other national we attended.
AW: Did you struggle with the language difference?
SN: No, racing is great that way. You can still communicate, and our transport driver is from Quebec so he could have helped if we needed some translating.
AW: What did you think about the Canadian fans and other racers you met? Any different to the US riders or fans?
SN: Moto fans are great and it does not matter where you are in the world, they are special fans. You have to be spending all day in the elements. That is dedication.
AW: Did you have any travel problems during the series?
SN: That would be the downside. Travel was different.
AW: Your team looked very professional, and had a great looking set up. The team riders had some up and down results. Were you pleased with the end result?
SN: Well, no, we had high expectations and fell short. We are proud of our program, for sure. We have great partners/sponsors that allow us to present our team at a very high level, but with that said, we did have positives to take away.
AW: Before the SX series starts, will you take some time off? Maybe a vacation?
SN: Yes, a little time off. We have to get everything cleaned up, return bikes to Yamaha, etc., and with racing it never ends. We’re getting ready for the Montreal SX, getting everything prepared for next year’s SX season to start, the pace just slows slightly.
AW: Thanks for taking the time to chat, even though I could ask you another 100 plus questions on your career. If you have any advice for someone looking to become a mechanic for a team, what would you tell them?
SN: ENGINEERING! ENGINEERING! (focus on data and mapping for engines and hydraulics if you are into suspension) and a 2nd major in psychology. You need to have a great work ethic, so prepare accordingly with schooling and or tech schools, but work ethic, responsibility and dedication to your craft is the best way to get into racing. (Those qualities cannot go unnoticed). The factories do pay attention and listen. Having a specialized skill set will set you apart. I was fortunate to work at an OEM (Kawasaki) almost right out of high school. I was going to the Air Force Academy, had to sign my paperwork on a Saturday, and Kawasaki called the Tuesday before and I was in Irvine, CA Thursday. It worked out for me but it is different now. It is possible to find a young rider and track with them as they progress but it is harder now than, say, thirty years ago.
AW: Thanks again for your time, see you in 2020.
SN: You are more than welcome.
