Courtesy Vince Castellanos for EXPN.com

Unlike most X Games sports, snocross is a team endeavor. Before a racer can grab the glory, months of preparation are necessary. EXPN.com asked the key players—two members of eight-time Winter X medalist Blair Morgan’s crew, and Levi LaVallee, last year’s silver medalist in Aspen, to explain in their own words how the plan comes together.

The Team Manager: Jamie Anseeuw

With a wicked-sharp mind and acid tongue, Anseeuw has directed Blair Morgan’s effort since discovering him in 1996.

“Seasonal preparations begin mid-October, when the team’s motor builders begin motor work. Other teams buy modified engines, but we build our own mods because it makes in-season adjustments easier. Using the previous year’s engines as a baseline, we plan our dyno testing. A dyno measures horsepower and shows the strengths and weaknesses of the motor. Everyone at Winter X uses modified 600cc engines that produce around 140 to 155 horsepower, and dyno testing helps you get the most out of the engine.

Photo Courtesy Jamie Anseeuw

Team manager Anseeuw (left) and Thiebault are responsible for keeping Morgan’s machine in tip-top condition.

The rest of the crew arrives in early November. We have six people dedicated to Blair’s effort, with more people in the shop. That many guys working together in close proximity seven days a week means conflict, and managing that is the toughest part of the job. I try to limit distractions, so laptops and cell phones are restricted.
These days, the machine is close to race-ready before Blair even gets on it. We don’t get much on-snow testing before the season—only five days this year, which wasn’t enough. That’s my responsibility and I failed the team.

By Winter X, the sled runs great at sea level, but Aspen’s altitude forces us to start at ground zero with clutching and carburetion. Correct clutching is the single most important factor because it gets you off the line and out of corners. A balance between strong holeshots and cornering used to be ideal, but today we’re biased toward starts because the holeshot is so important.

Sleds lose about a quarter of their horsepower in Aspen, so accurate carburetion, or jetting, is critical. If it’s wrong, the engine can burn down or be slow and unresponsive. Last year we made a jetting mistake, and Blair got a bad start because of it. That can’t happen again.
Aspen can be hell on inexperienced crews. Teams help each other with parts, but we won’t share setup knowledge. We’re competing for the same sponsorship dollars, and our goal is to win.”

Vince Castellanos

Thiebault, Blair Morgan’s mechanic, changes a belt before a heat race at the 2006 Duluth National.

The Mechanic: Gilles Thiebault

A hydroelectric energy technician spring through fall, French-Canadian Gilles Thiebault has spent six winters as Blair Morgan’s main man.

“On the day of the Winter X final, we arrive around 6 a.m. We’re one of the first crews at the track and last to leave because there’s always something to double-check. I make sure everything’s ready for practice by paying careful attention to detail. I go over clutching, carburetion, suspension, the chaincase and check the brakes.

We make changes every time Blair is on the track up until the final. Part of his job is giving feedback, and he’s one of the best. I raced cars for 20 years and knew what I needed from my team, so I try and provide that for Blair. Drivers sometimes complain about problems that don’t exist, and mechanics will tell them they’ve changed something when they haven’t. I wouldn’t lie to Blair; he knows me too well.

We had trouble at Winter X last year. When Blair got off the line in sixth I felt sick, like I didn’t do my job and left Blair with a lot of work. When he came back and won, so much pressure was lifted.”

The Guy: Levi LaVallee

The one guy that gave Morgan and crew a run for their money last year was Levi LaVallee. He had gold in his grasp before a last lap mistake left him in second. But the kid still knows how to deliver.

Vince Castellanos

Levi LaVallee whips his steed for the crowd. Not what you’d do if you were low-jumping, mind you.

“I try to keep things light before the final and screw around with my buddies. With 15 minutes to go I gear up and mentally envision the race. I’ve read books on mental preparation, and I go through all possible scenarios.

I like to walk the track beforehand and scope out lines. I get nervous on the starting line, but I’m more anxious than anything. I plant my sled’s track in the snow for traction and warm up the engine. If you botch the first turn, you’re done, so I look at the corner to see how I’ll get through it.

Then I focus on the flag man because the holeshot is huge. You need to get out in the top five to have a chance.

During the race I breathe normally and loosen my grip so I won’t get arm pump (muscle fatigue). In technical sections you have to stay focused and sharp; you can’t get sloppy. If I make a mistake, I don’t dwell on it. The jumps are the best part of the Winter X track—flying 120 feet is so rad, and it’s your only chance to relax. I low-jump the hit to save time in the air, take a deep breath and peek around at where the rest of the top guys are.

When I see the checkered flag, I start thinking about what trick I wanna do. Winning is the ultimate. I love when the crowd goes crazy and I get to run over to them. It’s the coolest feeling in the world.”