Otherwise known as a Yoga ball or exersize ball, they are 25" round balls first used mostly by physical therapists - you may have seen at the gym. These are great for building torso strength as well as leg, arm, and shoulder strength without making you a hulking mass of muscle. Remember- torso strength will help with arm pump and the way you ride.

The basics behind arm pump is simple, and simple to fix. The number one thing is that most cases of arm pump are caused by is that you are putting your weight on the bars. This is a common mistake and you need to stop this asap!

When you ride the pivot point should be the foot pegs, not the bars. You should get your weight off of the bars all together and put your weight on the foot pegs. This will also lower the center of gravity of the bike and make it turn better. Learn to grip the bike with your legs, feet, and knees rather than leaning on the bars.

Heres some information I gathered on the web, its good for new riders and
some ones who are trying to improve...

Jeff

Riding Tips
RULES AND REGS OF LEGS

Have you ever seen the photo of Roger DeCoster at Carlsbad cranking his
works Suzuki through the Mechanic's Turn? It is an awesome depiction of
motocross prowess. The Man has his bike laid down so far that the clutch
lever is pushing dirt and his left leg looks like a snow ski carving through
brown powder.
"Foot out and sliding" is the epitome of motocross coolness, but it's really
not how a motocrosser's legs should be used. Any rider can get away with
using his leg as a prop, ski or tripod if the traction is perfect, his skill
level high enough and conditions right-but it's not wise to make a habit of
it.
The main reason for sticking your inside leg out in a corner is to move body
weight forward. As the leg is projected in the direction of travel, the
rider's hips are held in place on the saddle.

RULES AND REGS OF LEGS
Rule One: Extend your leg directly forward (keeping it as close to the
center line of the bike as possible). Do not stick it out sideways like an
outrigger unless you want it ripped backwards.

Rule Two: Do not touch the ground with your foot. Why? Because when the foot
hits the ground the counterbalance effect of the leg is lost and the bike
goes from being balanced on two wheels to being supported on three points.
Touching the ground changes the bike's balance point.

Rule Three: Your leg is not a skid. It is a counterbalance (much like the
long pole used by tightrope walkers). It should not slide along the ground
in any manner. If it accidentally hits the ground, immediately lift it up
and hold it approximately four inches above the surface.

Rule Four: Never fully extend your knee joint. Always keep a slight bend in
the knee to help absorb punishment and to maintain enough flexibility in the
knee to allow the leg to be withdrawn should the bike fall down.

Rule Five: As the corner is completed, retracted the extended leg directly
back to the footpeg. Do not swing it backwards or let it dangle.

Rule Six: Never let your outstretched leg get drawn behind the bike. If your
foot is pulled towards the rear of the bike, you risk running over your own
leg, twisting your knee severely or smacking your ankle against the rear
axle bolt.

Rule Seven: Should the bike begin to slide out while your leg is extended
you have two choices: (1) Pull it back to the footpeg and try to save the
bike with throttle and brake control or (2) stomp your foot onto the ground
at a right angle to the bike to try and keep it upright. Never leave your
leg extended as the bike slides out or the handlebars will leverage your
upper thigh (with your knee as the fulcrum point). That hurts.



Riding Tips
LEAD WITH YOUR FACE!

In the early days of motocross, riders kept their body weight as far back as
humanly possible. Viewing old race footage reveals that some of the greatest
stars of the sport sat on the rear fender and guided the bike around by the
rear wheel. It wasn't until the '80s that riding styles began to change. Why
did riders stay so far back for so long? The ergonomics of the bike demanded
it. With limited suspension travel, riders from the early '70s sought the
safety of the driven rear wheel. As suspension travel began to increase in
the late '70s, motocross racers began to move forward. By the '80s, the
popularity of the "attack position" slowly but surely moved motocrossers
over the front of the bike.

BODY POSITION FOR THE '90s
Although body position is relative to the angle of the bike in relationship
to the horizon, a modern rider's "centered" position is no longer in the
center-but closer to the front wheel. Why the change?

(1) Front suspension improvements. Modern front fork design, stiffer spring
rates and effective anti-bottoming devices allow a modern rider a greater
margin of safety than the oil-damped, six-inch travel forks of the '70s. In
the formative years of motocross, only Maico riders could trust their forks
not to bottom out and pitch them over the bars.

(2) Steeper geometry has forced the rider's weight to the front of the bike
in order to magnify bite. Bikes of 25 years ago had slack head angles,
rearward weight biases and low centers of gravity. Bikes from two decades
ago had 31-degree head angles. The latest bikes have 27-degree or steeper
angles. Additionally, new bikes are taller, weighted more to the fore and
tippy. Staying forward helps counterbalance the radical geometry.

(3) Track designs have drifted away from fast sweeping corners, high-speed
straights and natural terrain in favor of tighter supercross-style turns,
often with deep ruts or berms (made deeper than in the past by long travel
suspension) and artificial jumps. Since staying forward enhances cornering,
modern riders have been drawn to the front by the complexity of modern track
designs.

A BODY IN MOTION
Body position is determined by terrain, vehicle reaction and rider input.
When going uphill, a rider will always move forward because of the rearward
weight shift. Downhill riding demands that the rider move rearward to
compensate for fork compression, weight shift and gravity.
Apart from terrain changes, the attitude of the bike also affects rider
positioning. Acceleration will blow the rider backwards, braking will shove
him forward, jumps will lift him out of the saddle and landing will compress
him into the seat. A savvy rider understands these forces and works with
them.

THE RULES OF THE ROAD
What are the rules of the road? They are not complicated, but require
effort, practice and concentration. Here they are.

Rule One: Where should your body be? As a rule of thumb, you should sit as
far forward as you can. Jam yourself up on the gas tank. You can never be
too far forward (largely because it is physically impossible to get tucked
in tight enough and still ride the bike). Situational awareness will allow
you to adjust your body position so that you aren't locked forward on the
bike, but it's easier to move back than it is to move forward-so stay
forward.

Rule two: What should you do with your arms? Raise your elbows up-and-out to
make room for your chest. Keep your elbows as high as you can. How high?
Higher than you feel comfortable with. In corners, make a conscious effort
to keep your outside elbow as high as possible.

Rule three: Where should you put your legs? Most beginning riders like to
sit on a bike the same way they sit in a BarcoLounger. This is wrong! When
traveling at speed you are not watching the videobox, so slide your body
forward until your knees are bent at a 45-degree angle (when sitting at the
dinner table your legs should be at 90-degrees).

Rule four: What about your head? Lead with your face. The first part of your
body to break through the air should be your nose. Take the time to look
down when riding-you should see the top of your triple clamps (on occasion
you should be able to read your own front number plate).
When blasting through berms, make every effort to keep your face forward and
your back arched. Most riders tend to lean back in berms. This is wrong.
Leaning back takes weight off the front wheel and allows the bike to climb
up and out of the berm.

Rule five: What if I'm not in good enough shape to stay forward? Most riders
aren't strong enough to pull themselves forward, push themselves back, stand
when exiting turns or sit at the last second, but you don't have to be
strong if you are smart. If you follow "Rule Number One" and always sit as
far forward as possible, you can use the centrifugal, centripetal and
inertial forces of the motorcycle to move you around. For example, stay
standing until you enter the corner and then utilize the deceleration of
braking to push your body forward and down. On the exit of the turn, wait
until an acceleration bump lifts your body out of the saddle and ride that
energy into a standing position. The forces of acceleration and braking (not
to mention the adrenaline of fear) will aid you in responding in the correct
direction.

Rule six: What if I sit forward already? Few riders sit as far forward as
they should (or think they do), but if you are one of the few-be proud. But,
also try to put everything together. (1) Sit as far forward as possible in
the corners. (2) Stand whenever you aren't turning. (3) Keep your elbows up
(especially the outside elbow in a turn). (4) Sit down at the very last
second when entering a turn and stand as soon as you have the bike lined up
coming out of a turn. (5) Keep your legs bent. Your legs are the pistons
that drive your body. Use them to stand, slide, balance and grip the tank.



Riding Tips
SECRETS OF BRAKING

Repeat this. You can only go as fast as you can stop. Motocross tracks have
lots of low-speed corners, where the ability to slow the bike down quickly
translates into getting it back up to speed when exiting the turn. Anyone
can go fast on straightaways. Straights are one place where there is no
difference between Jeremy McGrath and you. However, there is a big
difference at the end of the straight. Jeremy can go faster longer and still
make the turn-you have to coast. But, if you learn the secrets of braking,
you can go in deeper and come out faster.

SECRETS OF BRAKING
These are the ten keys to effective braking.

Tip One: Don't brake too soon. Going in deep is the only way that a racer
should attack a corner. Coasting into corners is time wasted (especially
when magnified by ten or more corners per lap).

Tip Two: Use brake markers. Road race courses have countdown signs leading
into a corner. A pavement pilot can
choose to apply the brakes at signs 3, 2 or 1. Motocrossers don't have
braking markers, but that doesn't mean that you can't pick out a hay bale,
flagman, water sprinkler or rock and use it as a marker. Once you pick your
braking points, use the same spot lap after lap. Most riders begin braking
earlier and earlier as a moto progresses.

Tip Three: If you are going to use your brakes, use them hard. Don't
pussyfoot around. When you decide to use them-use them.

Tip Four: Brake while the bike is upright. Do the majority of your braking
on the approach to the corner (when the bike is still going in a straight
line). An upright bike puts the most rubber on the ground and can withstand
brake lock-up, skidding and rough ground better than a leaned-over one.

Tip Five: Depend on your front brake. The front brake does 70 percent of the
braking. The rear brake is largely for directional control, to keep the
engine running and for brake slides. If you want to stop in a hurry, you
will have to use the front brake.


Tip Six: Sand, mud and hills require less braking. Going up a steep hill
doesn't require as much braking to slow or stop the bike because gravity is
working against the bike's momentum. By the same token, sand and mud create
additional drag that aid in braking. Read the terrain and adjust your
braking accordingly.

Tip Seven: Off-camber hills and corners require a light touch on the brakes.
Too much rear brake on an off-camber typically results in skid marks on your
pants.

Tip Eight: Adjust your levers to suit your braking style. The front brake
should be set up so that there is only a small amount of free-play in the
lever. You want the front brake to be activated by the bending action of the
first knuckle of your fingers and locked up by the time the second knuckle
bends.

Tip Nine: Be prepared to pull the clutch in. If you are trying to outbrake
the guy in front of you going into the next turn, you may want to pull the
clutch in (especially on a 125 or four-stroke). Pulling the clutch in allows
you to use the front and rear brakes to the max without killing the engine.

Tip Ten: Master the brake slide. Brake sliding reached its zenith in the
late '70s as an effective braking technique. When you lock up the rear
brake, the rear of the bike can be forced to slide around the
corner-completing two tasks at the same time. While the rear wheel is
sliding, the front brake is used to pin the front wheel to the apex. In
essence, you lock the rear wheel up and slide the bike around the inside
apex of the turn and then pull the trigger and go once you're lined up with
the next straight. This is especially effective in hairpins, uphill corners
and on hard-packed dirt.



Riding Tips
RACE FUEL FOR YOUR BODY

You've spent hours dialing in your bike for race day, all your gear is
packed, and the cooler is stocked with goodies. Stop! Before you reach for
Twinkies, sodas and chips, think about how many hours you spent measuring
fork oil, bleeding brake fluid, flushing the radiator and mixing your secret
ratio of oil and race fuel. Now is not the time to gum up the internal parts
of the most important part of your racing machinery-your body.
A fast, good-handling and perfectly jetted bike won't do you diddely
squat if you are not physically and mentally prepared. The staff at MXA
talked to the experts in the field of motocross nutrition and asked them all
about how to fuel the ultimate machine-the human body.

WHAT SHOULD I EAT WHEN I AM IN TRAINING?
There is no diet that is perfect for everybody. Training experts now
recognize that our bodies are all created differently, and that they need
different ratios of certain foods.
So, where does that leave you? The best thing to do is to look at your body
and your diet and see how you are doing so far. Are you overweight? Do you
have lots of energy? Are you eating lots of fruits and vegetables and lean
meats? Or does your diet consist of Ho-Ho's and root beer?
If you looked at yourself honestly and decided that your diet needs a
little help, don't worry. That doesn't mean you have to give up all of your
favorite foods and restrict yourself to beet-juice and celery. Just the
opposite; most extreme diets backfire. Instead, begin to add healthy foods
to your current fare. Start by adding a piece of fruit to your breakfast.
Try a salad for lunch and some yogurt for a mid-day snack. Aim towards
replacing your worst offenders with alternatives that don't leave you
feeling deprived. Replace the donut with half a bagel and some cream cheese.
Choose pretzels instead of potato chips, a banana instead of a Snickers bar
and ice tea instead of coke. As you begin to make small changes in your
diet, you will start to feel better, making it easier to choose healthy
foods over the ones that leave you feeling sluggish.

DO I HAVE TO EAT BREAKFAST ON RACE DAY?
Yes. On race day it is even more important. Breakfast is called break-fast
for a reason. It breaks the fast your body has been on for the past seven to
nine hours. A good breakfast wakes up your metabolism and gets the system in
gear. That doesn't mean that you need a plateful of pancakes, eggs, hash
browns and bacon. Recent studies show that the best combination is
high-fiber carbohydrates and a small amount of protein. Both fiber and
protein slow the rate at which your body absorbs food. This allows for
longer, sustained energy. A bowl of oatmeal and a small cup of yogurt are a
great way to start the day.

WHAT IS THE BEST PRE-RACE MEAL?
That really depends on the time of your race. If your first moto is early in
the morning, your breakfast might be enough to carry you through. But if it
has been more than a few hours since you've eaten, you will want to have a
pre-race snack. Don't reach for a greasy plate of fries or a candy bar at
the concession stand, though. What you need is something light. A good
mid-morning pre-race snack would be an apple with some peanut butter, a
bagel with some cream cheese or an energy bar.
Energy bars taste pretty good, but remember, there is no magic to these
bars. A bit of ginseng or creatine in a bar is not going to make you the
next Jeremy McGrath. Bars are popular because they are convenient and
provide vitamins and minerals in easy-to-manage doses. When choosing a bar,
look for one that has a combination of protein, carbohydrates and fat (and
less than 250 calories). Balance Bars, Cliff Bars and Met-Rx Source/One bars
are good choices.

I GET NERVOUS BEFORE A RACE--WHAT SHOULD I EAT?
Even if you're a bundle of nerves before a race, don't avoid eating.
Instead, find something that your stomach can handle. Avoid coffee, citrus
drinks or sugary foods. They make you feel nervous and jumpy. Instead, try
something that calms your stomach like crackers with cream cheese or yogurt
with a banana.

SHOULD I EAT BETWEEN MOTOS?
Motocross is an intense sport that burns a lot of calories. As soon as you
finish a moto, you should have something to eat to help replace the glucose
that your body has burned. This is the time to drink or eat something that
is high in carbohydrates (like a fluid replacement drink or some
easy-to-digest fruit). This will help to get your blood sugar back up to
where it was and give your muscles something to burn in the next moto.
How much you should eat between motos depends on how much time there is
before your next race. If you have a few hours, you might have time for a
light lunch, but at the very least, about 20-minutes before the start of the
second moto, have a small snack similar to the one you ate before your first
moto. Don't try to do back-to-back motos without giving yourself time to
refuel.



Riding Tips
UNRAVELING THE MYSTERIES OF ARMPUMP


By Jondy L. Cohen, M.D.



A debilitating condition is limiting the performance of some of the world's
top athletes. This condition affects competitors regardless of age, sex, or
race, and varies in severity from slightly annoying to downright dangerous.
"Chronic Exertional Compartment Syndrome of the Forearm," the most common
cause of "arm pump," lacks large foundations, celebrity spokesmen or other
sources of funding, and therefore little research is conducted on the
subject.

Although the world's governments are not racing to cure arm pump, the MXA
wrecking crew wants to help you sort fact from fiction, opinion from
knowledge, and quackery from cure. To achieve this, we contacted Dr. Jondy
L. Cohen, a practicing Orthopedic Surgeon in Northern California, to define
the current status of arm pump.

REVIEWING THE LITERATURE
Although every motocrosser is familiar with arm pump, it is unlikely that
your doctor is. Dr. Cohen extensively reviewed the medical literature and
found almost nothing on the subject. In the "American Journal of Sports
Medicine" in 1998, one author even states that "Chronic compartment
syndromes of the upper extremity are rare, and only a few cases have been
reported in the literature."

A casual sampling of sports medicine professionals revealed only a small
fraction who were familiar with the disorder. Conversely, almost every
motocross racer is not only familiar with the condition, but also aware of
the existence of a surgical treatment to help alleviate it (and usually
several nonoperative treatments). The fact that Stephane Roncada, Justin
Buckelew, John Dowd and Brock Sellards have recently undergone arm pump
surgery has heightened interest in this condition among motorcycle racers.

IN SEARCH OF A QUICK FIX
Riders suffering from arm pump often look for an easy solution. These riders
don't want to put much effort into understanding the problem and would
prefer a quick fix (be it an operation, medication or corrective therapy).
Americans have become used to easy, drive-thru, technologically advanced
solutions to all of life's problems, so it is not surprising that we expect
an HMO-covered, FDA-approved, computer-controlled, laser-guided medical
solution to arm pump.

Unfortunately, the best way for you to treat your arm pump is to understand
its causes. Arm pump is no different than jetting or suspension problems-it
can't be solved by a simple one-sentence answer.
Forearm pain that occurs while riding is not always due to arm pump. Riders
with carpal tunnel syndrome, ganglion cysts, arthritis, neck abnormalities,
tennis elbow and fractures all suffer forearm pain while riding. However, in
the interest of brevity, we will only discuss arm pain due to Chronic
Exertional Compartment Syndrome of the Forearm (CECSF).

Please remember, the MXA test crew is bereft of medical degrees, and Dr.
Cohen cannot diagnose from afar, so this article cannot substitute for a
good physical exam by a physician.

THE HEARTBREAK OF ARM PUMP
Severe arm pump can ruin a great day. A talented racer may meticulously
prepare his bike, spend thousands of dollars on equipment, endure countless
hours of practice and feel as though he is ready, only to have his forearms
pump up on lap three. All that money, time and effort can't stop the rider's
hands from becoming useless.

Not all cases of arm pump are severe. Riders often complain that they can
practice all week without arm pump only to pump up on Sunday. Symptoms
usually occur at the palm (volar) side of the forearm rather than the back
(dorsal) side. The tension of the race, increased heart rate of the activity
and the infamous death grip contribute to a small amount of arm pump in most
riders. This numbness or tingling in the forearm and hand can occur on
especially bumpy tracks, muddy days or on tracks with hard braking zones.
Fortunately, the symptoms of this type of arm pump are temporary and hand
function quickly returns after a short rest.

Normally, a rider will pump up in the first moto, but not in the second.
This is partially due to muscle memory, lessened anxiety and increased blood
flow.
It is important to note that a small amount of arm pump is acceptable.
Suffering from arm pump does not make you an instant candidate for arm pump
surgery. Before you even consider arm pump surgery, you should alter your
riding style, bike setup and training habits.

ACUTE COMPARTMENT SYNDROME IS NOT ARM PUMP
What if your forearms pump up and the pump doesn't go away after you stop
riding? Not good. Persistent symptoms, that do not reduce between motos, are
worrisome and may indicate you have developed "Acute Compartment Syndrome."
Unlike normal, acceptable arm pump (the chronic form) discussed above,
symptoms of Acute Compartment Syndrome increase even after resting. The
acute form usually results from an injury, but may occur after strenuous
exercise. Acute Compartment Syndrome is a true emergency and may lead to
permanent muscle damage unless surgically treated in less than six hours.
Larry Brooks suffered the most famous case of Acute Compartment Syndrome.
Larry crashed at the '94 San Jose Supercross and his right arm began to
swell instantly. By the time he reached the hospital, the swelling was so
extreme that the blood flow to his hand and fingers was in danger of being
cut off. Doctors told Larry that if they didn't act immediately, they might
be forced to amputate his arm. Luckily, surgeons cut his fascia, thus
reducing the pressure and restoring blood flow to the muscle. After a long
recovery, Brooks returned to racing. Thus, be forewarned: if you cannot move
your fingers 15 minutes after you stop riding, you should be concerned and
perform the following test.
The test: Have a friend move your fingers for you in both directions
(flexion and extension). If this maneuver results in severe pain, go to a
doctor. If your pain continues or increases long after you've stopped
riding, seek medical attention at once! If you think you have Acute
Compartment Syndrome, don't assume it's just arm pump-unless you like the
moniker Lefty.

THE IMPORTANCE OF THE FASCIA
Muscles are often found together in "fascial compartments." Fascial
compartments contain muscle wrapped in a layer of "fascia." Fascia is a
tough, but thin, white gristle that envelops the compartment like a casing
wraps a sausage. Fascia helps to anchor muscles and give them form. Fascia
is very strong, but it is not very elastic. The inelasticity of fascia
surrounding muscle means that even small increases in the volume of a
fascial compartment can cause large pressure increases within the
compartment.

FOREARM DESIGN
The forearm has two sides, the palm side (called the "volar" side), and the
backside (called the "dorsal side"). The muscles on the palm side of the
forearm bend (flex) the fingers and wrist. The muscles on the backside of
the forearm straighten (extend) the fingers and wrist. When you grab your
bars, notice how the
muscles on both sides of the forearm tighten. The palm muscles are bending
your fingers to grip the bars and the backside muscles are holding your
wrist stable.

HOW ARM PUMP HAPPENS
During vigorous exercise, muscles require a tremendous amount of oxygen-rich
blood and commonly increase in volume by up to 20 percent. The engorged
muscle is encased inside the inelastic fascia and, as it grows, the pressure
within the fascia compartment increases. Although gases and solids are
compressible, fluids are not. The incompressible fluid within the inelastic
fascia makes the forearm feel hard as rock.
If the "compartment pressure" rises high enough, blood vessels can collapse,
which restricts or stops the flow through that vessel. Veins, with their low
pressure and thin walls, collapse earlier than high-pressure, thick-walled
arteries. When veinous flow reduces, arterial blood continues to enter the
fascial compartment but is restricted from leaving. This restricted outflow
further increases the pressure within the fascia compartment. If the
compartment pressure rises higher than the pressure in the capillaries, or
even the arteries, then these vessels may collapse, resulting in "muscle
ischemia"-a painful condition of oxygen deprivation. Muscle ischemia leads
to even higher compartment pressures.
Most of the studies related to high compartment pressure (what motocrossers
know as arm pump) have been documented in the lower legs of distance
runners. Only a few cases have been described in the hands, feet, thigh,
elbow, and forearm. The condition is called various names, including
"chronic compartment syndrome," "effort-related compartment syndrome,"
"exercise-induced compartment syndrome," or "chronic exertional compartment
syndrome." Motocross arm pump is technically known as "chronic compartment
syndrome of the forearm," (CCSF). All of the names seek to differentiate
this condition from the much more dangerous condition of "acute compartment
syndrome" (the kind Larry Brooks had).
WHAT DOCTORS DON'T KNOW
Despite the limitations of medical literature, we all know that chronic
compartment syndrome of the forearm in motocrossers is common. Probably more
common than chronic compartment syndrome of the leg in long distance
runners.

Why is it more common? The higher incidence in motocross is related to the
fact that forearm muscles only get blood flow during relaxation. NASA
performed a study of forearm muscle blood flow in 1996. While studying
normal volunteers they found "... a significant reduction in muscle
oxygenation even at levels as low as 10 percent maximal contraction." This
explains why we pump up less when we relax, move our fingers and unclench
our hands. Thus, we pump up more on race day because forearm muscles only
get blood flow when they are relaxed--and they aren't that relaxed while
racing.

NONOPERATIVE SOLUTIONS TO ARM PUMP
Dr. Cohen's research for MXA centered on finding recommendations for
lessening arm pump--ranging from scientifically accurate to downright
bizarre. Since little true research about arm pump exists, very few of
motocross' homegrown remedies have really been tested. Remember that if
someone says that after they did X then Y happened, it does not necessarily
mean that Y was a result of X. On the other hand, the mind is a very poorly
understood and powerful organ. True belief in a treatment often has
remarkably good results, a well-documented phenomenon called the placebo
effect. Thus if one rider claims that soaking his forearms in ice before a
moto works, as Jeff Ward used to do, then many riders will use and believe
in this method (even if it has no scientific foundation).
Nonoperative arm pump solutions can be broken into three categories (based
on their chance of success in reducing arm pump for a large population). MXA
's list does not mean that other techniques won't work for you as an
individual, but these are the strategies that will have the greatest effect
on the largest number of riders.

STRATEGY ONE: ALTER YOUR RIDING STYLE
Altering your riding style has a good chance of reducing arm pump in riders
who suffer from the problem. It requires three steps:
1. Frequent riding. The more you ride, the more efficient your body becomes
at delivering blood to the forearms and, more importantly, transporting the
waste material out of your forearms.
2. Staying relaxed on the track. By loosening your stranglehold on the
grips, moving your fingers, and alternating between squeezing and relaxing
your hands, you can keep blood flowing.
3. Use your legs. If you grip the bike with your knees, you reduce the
amount of upper body strength required to hold on. The muscles of the leg
are larger and less likely to pump up than the muscles of the forearm, so
shifting the load will help.

STRATEGY TWO: CHANGE YOUR WORKOUT
If you train regularly, perhaps changing your training pattern can help
reduce arm pump. Realistically, changing your training regime has a medium
chance of reducing arm pump. Here are MXA's four training tips:
1. Avoid heavy weights in arm workouts.
2. Emphasize wrist curls with light weights and high repetitions.
3. Do lots of forearm and wrist stretching.
4. Use aspirin as a blood thinner. The blood thinning attributes of aspirin
work best in low doses. One pill a day is all you need.
While studies have not proven that proper hydration can reduce arm pump, it
is logical to assume that being dehydrated could lead to or increase the
chance of pumping up. Drink plenty of water before and after every event.
Kevin Windham claims he drinks at least a gallon a day.

STRATEGY THREE: THE SCATTERSHOT APPROACH
Arm pump can come from a variety of different sources. Although your chances
of eliminating arm pump with these tips is slim, you never know. Here are
areas of concern for any racer:
1. Try taking nutritional supplements, vitamins, magnesium, potassium and
calcium. These can help alleviate chemical imbalances.
2. Change your bar bend, composition (aluminum) or position (some say up,
some say down).
3. Alter your lever position (some say up, some say down).
4. Try different grip sizes and densities (some say smaller and stiffer
grips helped, while others say a larger and softer grip absorbs vibration
better).
5. Steering dampers, like the Scotts and WER, can lessen your death grip.
6. Gripper seat covers allow you to maintain your position on the bike with
less arm strength.
7. Acupuncture, magnetic therapy and crystals could work on a psychological
level.

THE TRUTH ABOUT ARM PUMP SURGERY
What about arm pump surgery? After all, Buckelew, Roncada, Sellards and Dowd
had it done. Can surgery end arm pump? Surgical release of the forearm
fascia (fasciotomy) is easily performed by an Orthopedic Surgeon. Fasciotomy
is not a new or difficult procedure, and is more commonly performed in the
leg than the forearm. It is often performed in trauma patients to treat or
prevent acute compartment syndrome (a la Larry Brooks).

By cutting the skin and then slicing the muscle's fascia (or actually
removing a strip of fascia) the gristle-like compartment is opened up. This
gives the muscles of the forearm room to expand.
Your forearm has four fascial compartments, and it takes two incisions to
release all four. The first is a volar incision to release the superficial
and deep volar compartments. The second cut is a dorsal incision to release
the dorsal and mobile wad compartments.
The use of forearm fasciotomy for arm pump is very poorly documented in the
medical literature. In the few studies that have been written up, the
authors contradict one another on several points, including what constitutes
abnormal compartment pressures and which compartments should be released.

IT'S NOT CUT AND DRIED
Some doctors believe that a resting compartment pressure over 20 mm/Hg is
diagnostic for this condition. Others maintain that an exertional pressure
30mm/Hg below the diastolic blood pressure is important. While still others
think resting pressures greater than 25mm/Hg measured five minutes after
exertion is diagnostic.

Similar disagreement exists on which compartments need releasing. Some
doctors release all four fascia compartments while others only release those
compartments with elevated pressures. Still others only release the volar
compartments. Some of this confusion stems from the fact that the more
commonly operated-on leg fascial compartments have very little
interconnection and therefore complete fascial release requires release of
all compartments.

However, in the forearm there is good evidence showing that compartments are
often interconnected and effective release can be accomplished by releasing
just the volar compartments.
No matter which compartments are released, the operation can be done as an
out-patient procedure (no need for an overnight stay). A cast isn't
necessary and recovery time is brief. Training can start about two to three
weeks after surgery, and a rider can return to competition in four to six
weeks.

THE BOTTOM LINE
Arm pump surgery is a hot-button treatment. It has pizzazz and endorsements
from riders who have tried it. But it should be used as a last resort.
Stephane Roncada is the poster boy for arm pump surgery. He believes that it
changed his career-and there is no doubt that his results improved after the
surgery. On the other hand, Brock Sellards had it done before the start of
the 2001 Supercross season and suffered worse arm pump. Sellards has
undergone additional operations to try to fix the problem.
Before you try to solve your arm pump problems with surgery, try all the
changes to your riding style and training that we've recommended. If you can
't find any relief, you might then be a candidate for surgical release of
your forearm fascia. Remember, not all patients improve with fascial
release. Many European riders claim that the effects of arm pump surgery
seem to wear off after the first season. Have your doctor measure
compartment pressures after riding to determine which compartments to
release.
Surgery is a serious option and it does not come without risks. There is
always the chance of complications.

USE YOUR HEAD, NOT YOUR ARMS
Arm pump surgery makes sense. If the muscles are pumped up, why not cut open
their compartments and give them room to expand? Good question. The answer
is not as simple. Most riders don't need surgery to control their arm pump.
They ride relaxed, they have an effective training program, their diet is
well balanced and their genetics are such that they don't get pumped. Others
are not so lucky.
There are a small number of riders who, no matter what they do, are going to
pump up. Surgery will be the only arm pump solution for this group. These
riders need to have their arm's fascial compartments measured properly and
evaluated by a surgeon. The surgeon can then determine the exact
compartments that need to be released.