In Supercross and motocross, there are different levels of privateer. There’s the privateer that races for the private team, but makes a salary, flys to the races, has a mechanic and just about every other luxury a factory rider has, and then there’s the true privateer. The true privateer does not make a salary. He drives to the races and has to order his own parts just like the rest of us. At times, he works on his own bike and often struggles to make it from one event to the next. The true privateer is in the game for one reason: the love of it. Sure, the true privateer hopes to someday make money doing what he loves, but the amount of money he makes will never be a deciding factor on whether he races or not.
This week’s Privateer Showcase is about a true privateer. Ben Lamay is in his third year as a professional Supercross and motocross racer and has already traveled the world in pursuit of doing what he loves for a living: racing dirt bikes. Ben’s had a rough go of it in Supercross in 2011, but he has always shined more on a motocross track than he has in Supercross. Ben enters the 2011 AMA 450 Outdoor Nationals as a full privateer, but he’s 100% committed to turning some heads this year. We gave Ben a call a few days ago and talked with him about the 2011 SX season and the upcoming Outdoor Nationals. This is what he had to say.
Photo by Brian Robinette
So how you doing?
Doing pretty good. Just trying to get everything ready for this weekend and pack all my stuff up.
What do you think of 2011 and how it’s gone?
My results are pretty crappy, and I’ve only made one main. I had the speed all year, but I always seemed to make a mistake when it counted—like in the heat when I would put myself in a good position, I’d make a dumb mistake and lose it. I wish I would have opened more eyes, but it was a definite experience, and I’m really looking forward to outdoors. I’m more of an outdoor guy anyway.
Yeah, I noticed all year long you had great speed. Your qualifying times have been near the top twenty at almost every round, but you would just fall a little short in the heats and the LCQ’s. Was it some bad luck?
I don’t know if I would call it bad luck. Like my best qualifying position was like 15th early on in the season, and in the heat races, I’d be doing good and I would crash or do something stupid. We’ve been working on my suspension all year, trying to get that right, and we were a little behind on that. Race Tech has been working super hard on my suspension, and we actually got that really, really good the last few rounds before I switched over to Motoconcepts. Like I hurt my back at one of the races and just little stuff that kind of sidelined me for a little while. At the first round in Anaheim, I crashed in the first heat race and tore my meniscus in my knee. I raced Phoenix, but that was kind of a waste because I couldn’t put pressure on it. I skipped the next round, and then I fought my knee for a few rounds there. Nobody really knew about it. Then, it finally started healing again. Then, I started getting better. I really wouldn’t say bad luck. I would put the blame more on myself to be honest. This year, with all the fast riders you really gotta step up your game when you want it.
How did the Motoconcepts deal come about?
Well just before the St. Louis Supercross, David Vuillemin gave me a call and asked what I was doing, what my plans were and what I had contract-wise with people—if I had any agreements on things. I’m a free guy and don’t have any kind of agreements with anybody. They pretty much just said they needed a rider to fill in for the last few rounds and they’d be happy to give me a shot—just that it would only be for the last three rounds of SX and nothing for outdoors. I knew that and that it would be a good experience to ride their bike and to get in their program. It’s good exposure and a good team. David, obviously, has a good background from when he raced, and he has a lot of good input on track walk, lines, how to race, training and other stuff like that. Obviously, I said yeah to him, and it went from there.
I might have just said, “Dumb question, David. I’ll be there!” (Laughs)
Yeah! (Laughs)
Photo by Brian Robinette
It looks like all year, you only missed four rounds, and I know SX isn’t cheap. How were you getting to the races before Motoconcepts decided to help out?
It was just money out of my pocket pretty much. Whatever I earned the previous weekend got me to the next week. Like you said, I missed four rounds—didn’t do Oakland, Indy, Houston or Toronto—because those four were the ones that were a far drive to just turn around and come back. So, I skipped those and did the ones that were convenient for me and that were affordable. I drove with my fun-mover—with my practice bike and a race bike—to all the races. There were a lot of races I didn’t even have a mechanic, like in Daytona. I went to the line by myself without a mechanic and just raced. I ended up setting the fastest lap time out of my group that day and was 18th overall. Not many people realize what I do. That was fun, and I liked doing it. I work on all my bikes, strip them down to the frame, and do everything. For me, that’s a normal thing.
Didn’t you post a thread on VitalMX or somewhere looking for a mechanic for a specific round?
That was Atlanta. On the West Coast, I have my suspension guy going to all the races—Race Tech—which was really nice. But when I go back East, I don’t have anyone there, so I was looking for someone that would like to go to the races and help me out. In Atlanta, I found an old friend to go to the line with me, and in Daytona, I couldn’t find anyone so I just did it by myself. I just went week to week seeing if there was anyone that wanted to help. There were lots of weekends I’d do everything. Once this thing came up with Motoconcepts, it took a lot of pressure off my shoulders and made it a lot easier on myself.
Do you know how many riders can’t change an air filter? (Laughs)
Yeah, growing up my dad taught me everything, and my dad builds race cars. He taught me a lot. I can strip the motor down, take the cases apart, change the transmission after breaking it, and put it all back together and go riding again. I can do everything on the bike that needs to be done, so I’m not worried about bike maintenance. It’s just the fact that I have a lot of other stuff to do with training and getting ready to race rather than work on my stuff.
Where are you living now?
I’m actually living with Jeff Ward. His son and I have a house together. It’s just kind of part-time. I think I might be spending the summer in Texas. I want to spend some time in Texas for the heat, tracks and stuff like like.
Where are you from originally?
In Alaska. I was born in Washington, but we moved to Alaska soon after I was born. I grew up racing and learned how to ride up in Alaska, and we lived up there for ten years or so.
What was your local track up there? Is there a decent MX scene up there?
It’s called Kincaid Park. It’s a little, old, sandy, fun little track. There’s actually a lot of riders up there. There’s about four or five tracks everyone can go ride at. It’s a good time up there.
What was your first Amateur National?
1999 was my first Amateur National at the World Mini’s.
You had a fairly decorated amateur career. How many amateur titles did you end up winning?
I don’t really know the actual number, but it was anywhere from twenty to thirty.
Photo by Devin Davis.
What kind of support did you have coming out of the Amateurs?
Yamaha supported me through Amateur stuff and when I went to do the last few rounds of the outdoors. They gave me some bikes and a parts allowance to get going. Once I went pro, it changed a lot of the support I got—totally different program on the pro side of it. My mom and dad just drove to all the races, and we lived on the road.
I have to admit, I was surprised you didn’t get more support when you moved up. It just seems like with all the titles you accumulated as an amateur, you would have gotten more pro support when you got there.
I definitely think I should have earned something. That’s just kind of been my career. I’ve always been pushed aside and given the guy behind me the ride. It’s been frustrating because I know I’ve been faster or more deserving, but that’s kind of how it’s always been—still is to this day. But that just makes me work harder and be focused on what I need to be focused on. Me, my mom and dad and sister lived on the road from 2000 until 2008. We lived on road for about eight years in a motor home and a trailer.
Damn, that’s commitment! A lot of people don’t realize the commitment needed to succeed by not just the rider, but the rider’s whole family.
Yeah, my mom and dad sacrificed everything, put my dad’s work on hold, and they spent a lot of money going racing. It was worth it, though. They’re back home in Alaska right now, just kind of doing their own thing, and I’m doing my own thing. Times are kind of tough right now—not a lot of money—but we’re doing what we can.
Do you think not getting a lot of support when you first came up out of amateur maybe negatively played on you mentally when you first went pro.
I came out of Loretta’s top five out of the pro class, and for me—being 6 foot and 185—I’m too big to ride the 250 class. I’ve never even ridden the 250 class in the pro ranks. I had to go straight to the 450. I think that kind of set me back a little bit, just because I was going straight from the amateurs into the big dog class, while other amateurs that just came up were able to ride the 250 class and race against guys their age and speed. They were able to get a feel for it, where I was just thrown into the fight, racing against veterans that have been doing it for years and years. I think that set me back. I got some good results, and that was good for me. You learn quick when you ride against those guys.
Photo by Brian Robinette.
You got a top ten at Washougal in your first year, didn’t you?
Yeah, I got a ninth in the second moto at Washougal. I got a fourteenth overall. Washougal always has a pile-up in the first turn, and I was in that pile-up in the first moto, and I came all the way back from last to seventeenth. Then in the second moto, I got a pretty good start and got a ninth. So I went 17-9 for fourteenth overall. I was stoked on that.
I was hanging over the fence that first moto at Shougal. You were flying! For a young guy, you’ve been all around the world racing. In your second year, you went to Europe. How was that experience for you?
Yeah, I lived in England, and while I was there, I did the British Championship and the Red Bull Pro nationals. That was a huge experience for me on and off the track. Just living every day was huge for me—changing the way you eat, live life and the things you do every day. I had to learn how to drive on the left side of the road and all the cars and things. The first few months was hard—really hard. When I first got over there, I didn’t want to go anywhere because it was so hard to drive. Driving a stick shift on the opposite side and all kinds of stuff was hard. After a while, though, you get used to it, and it was fun.
How did the racing go?
I definitely turned a lot of heads over there, and I won a lot of motos. I did really, really good, and my team Samsung Yamaha was a great team. But at the end of the year, I’ll admit, it did get a little boring, kind of old, and I wanted to come home. I wanted to ride with guys I grew up racing with and hang out with over here. About mid-season, we got a couple weeks off, and I flew back to race the first round at Hangtown. I pulled off ninth fastest in practice and an eleventh overall with a 12-12. That was really good for me. I qualified right behind Reed and ahead of some factory dudes. That was sweet for me, and I was really excited. I hope to do that again here in a couple weeks.
Was that on your own bike?
No, I rented a bone stock bike from Yamaha, put my suspension on it, and went racing.
Do you have anything lined up for outdoors right now?
No, I don’t have anything in the works right now—just going to do it all on my own. We’ll see how that goes.
I know you’re a big guy, so are you riding 450’s this year.
Yeah, I’m going to ride the 450 Yamaha. Me and Chris Johnson are going to travel to all the races together out of his motorhome. He’s riding the 250, and I’m going to ride the 450, and we’re just going to be traveling together.
Photo by Brian Robinette.
Where do you see yourself results-wise in the outdoors for 2011?
I would say top ten. It’s going to be really hard. It’s going to be really, really hard. There’s a lot of fast guys, but I can do it. I need to do it. Whether I’m capable of it or not, I need to pull off some top tens. I know I can; it’s just all in the start. You got 35 minutes to do it. I’m looking for top tens, and that’s where I feel I sit.
Just out of curiosity, have you ever sat down and figured out how much it cost to run an outdoor national series as a privateer?
I don’t even know, man. Gas alone, you’re gonna be spending around 10 grand, plus entry fee. $200 per, times twelve races. That’s $2400. Then, you gotta buy race gas, bike maintenance and everything. It’s gonna cost you over 20-30 grand after you add everything up.
I seriously hope you get some kind of support as the year goes on because I seriously think you’re a rider that can really get something done if you do. I think that’s obvious. The minute you get a little support from Motoconcepts Yamaha, you go out against this incredibly deep 2011 450 class and make the main event.
Yeah, definitely. When I have to focus on riding, training, eating right and working on my bike every weekend to get it ready, it’s tough mentally. When you can take away half of those things and just worry about my riding, it gets things done a lot faster. I can ride harder, train longer and not have to worry about stripping my bike down and rebuilding it.
Is it still fun?
Yeah, I mean, I love it! Honestly, I was kind of over SX about half way through. (Laughs) To be honest, SX is fun and all, but it kind of gets old. Riding the same track every weekend—it’s just kind of real repetitive, where outdoors, to me, is different every week, and you have different track. You ride for 35 minutes instead of ten. I love riding, and right now—starting to ride outdoors again—just brings back memories of twisting the throttle and letting it hand out. I love doing it. You gotta keep it fun. When you have fun, it’s more enjoyable and you ride better.
Photo by Brian Robinette
Are there any people or sponsors you would like to thank for helping you get to the races?
Definitely! Race Tech suspension has been helping me out a lot this year. Tom Morgan, he builds my motors, and he flew out to a few of the races to help me out. Tom’s a really good guy and builds awesome engines. Troy Lee Designs, too. They help me out with all my gear and stuff. Also, Jeff Ward. He’s been helping me out with SX stuff. He’s been giving me as much help as I can get, letting me stay out at his house here, and without Jeff, this would of cost me a lot more out of my pocket. Jeff’s an awesome guy and he helps me out a lot. Gonna try to take it one step at a time, get outdoor stuff going and see how we do.
Alright, well thanks a lot for doing this, Ben. And good luck this summer!
Alright. Thank you!
If you are interested in discussing sponsorships with Ben, he can be contacted at Bensjamin@aol.com or at 907-775-2488. Also, be sure to follow Ben on Twitter at @alaskaeskimo526.
