Interview Tim Mathys: “Full throttle for results!”
Tim Mathys' Standing Construct formation has had different guises since its entry into the GP paddock eight years ago. In the MX2 on Suzuki, KTM and Yamaha (in tandem with Wilvo CEO Louis Vosters), in the MXGP with KTM and now as a GasGas factory team. A seemingly erratic path, but the common thread is unmistakably that unapproachable urge to perform.
Good decisions seem simple and obvious in retrospect. When KTM boss Stefan Pierer took over GasGas, it was written in the stars that the Spanish brand would significantly increase investments in competition and image. It was also quite surprising that Pierer set his sights on Standing Construct team and MX of Nations star Glenn Coldenhoff for the MXGP.
The ever-driven Tim Mathys combines the management of his GP team with the daily management of construction company Standing Construct. Ex-cross rider, type A personality par excellence and behind him a young team that is just as ambitious. In short, GasGas' “Get on the Gas” slogan could just as well be Mathys' personal motto!
Is Standing Construct's new factory status a reward for the hard work?
Tim Mathys: “In fact, as an official Yamaha team in MX2, we were also a 'factory'. We had an agreement with Eric de Seynes from Yamaha when we switched from KTM that we would become a factory team. Ultimately, this proved difficult to reconcile with contracts that had already been concluded before De Seynes took over. Yamaha wanted to respect those agreements. To keep the church in the middle, both we and Kemea were given the title 'Official team'. The support we had then was also factory. Ultimately, however, things did not go as planned and we returned to the paddock as a KTM satellite team in 2017. We were very satisfied with that support and especially the way the collaboration with Pit Beirer, Robert Jonas and the entire KTM technical crew went.”
How different it is to function as a factory team for a Japanese manufacturer or a European one?
Mathis: “The fact that we had previously worked with Yamaha at factory level made it possible to make comparisons. In our experience the difference was night and day. If you send an email to Austria you will receive an answer the same day. Technical feedback or questions are responded to immediately, which was very different in communication with Japan. So in itself we were satisfied with the way things were going with KTM. In October I received a call from Mr Pierer that he had bought GasGas and immediately wanted to promote heavily with, among other things, a team in the MXGP. It is nice that KTM has respected what we achieved on our own last year. We made everything we had ourselves. We were always there at the start, came third in the World Cup... As I mentioned earlier, that was first and foremost a nice recognition for my crew.”
For a team that did everything itself, is that factory status probably a drastic change?
Mathis: "Nope. In the context of our structure as a GasGas factory team, we still prepare our engine blocks ourselves. Although in very close consultation with the engineers in Austria. In addition, we now have access to materials that we would otherwise never have. One of the consequences of our promotion was that we had to say goodbye to our exhaust partner HGS Exhaust Systems. Just like us, at HGS they get a kick out of the horsepower. In my opinion, HGS is a truly top product, so it was a shame that we had to switch. In addition, there are also major budgetary consequences. A factory that stands behind you is a completely different situation than when you are completely alone in taking care of the financial matters. “
To the outside world the difference is between factory support and a full-fledged factory team is often not so clear. Can you give some concrete examples?
Mathis: “The factory fully supports us in all areas we want. As a satellite team, we could call on the factory to solve a problem if really necessary, but they also have a limited amount of factory material. That sometimes made it difficult to respond quickly. Now it's all planned. This winter we received a mountain of parts. (smiles) We didn't really know what was happening to us, so to speak!
Have the sporting goals now also been adjusted as a GasGas factory team?
Mathis: "Not really. We are always realistic. With Glenn we have a very good and consistent driver. We already knew that last year. He has already proven that he is an absolute podium candidate. However, the competition remains the same, apart from some minor technical matters, we also remain the same team. I never had the ambition to be here in the paddock to fit in. With all due respect to people who do go for that. From day one with Suzuki we had the ambition to perform. What is written in black and white on Sunday evening is the most important thing. We must make maximum use of everything that is related to the results.”
What was the first thing you thought of when you were suggested to get on the GasGas train?
Mathis: “My initial telephone conversation with Mr. Pierer was very long. At that time it was not yet entirely clear how the development of the engine would proceed. That's why the first thing I thought of was: 'Wow, how am I going to explain that to Glenn (ed. Coldenhoff). After all, he is very precise with his material and goes for perfection. He is that way for himself, but also for the team and his equipment. If anything changes to the engine in terms of geometry, even if it only involves millimeters, then something like that is sensitive... Even if it were an improvement. That made me think to myself, oh, a completely different engine, that will make a difference. However, towards the end of the conversation it was clear that the basis would be a KTM that is being worked on step by step. What they did at Husqvarna, developing another engine that is similar in some areas but has its own identity in others, they also want to do with GasGas. By the end of the season we should have the engine that will be the basis for the 2021 production version.”
The team's new GasGas image resulted in a lot of extra work last winter.
Mathis: “That's right, but it's not just about producing all those materials. We now know where we can go to decorate the trailer, the backdrops under the tent or, for example, the team clothing. Behind the scenes, however, the GasGas marketing machine was running at full speed. Making so many important decisions in a short time was very intensive for everyone. Just creating the perfect look for the bike took a lot of coordination. In fact, adjustments were made constantly until just before the photo shoot. In terms of technical aspects, we were perfectly on schedule from the start, but knowing what everything should look like did cause us some extra stress. We just had to wait for that input, which was moved forward a little each time.”
You are now in a slightly more comfortable position that there is a long-term agreement with a manufacturer. How did you previously deal with the spread of getting drivers under contract without the budget? of your motorcycle brand has already been determined?
Mathis: “Well, you try to estimate what your budget will be. What you lack, you have to make up for yourself. I think there are several teams in the paddock today that (had to) work like this: Louis Vosters with Wilvo, Hans Corvers with Kemea, you name them. These are people with a passion for motocross who have brought teams to where they are today. Of course it is nice to see that there are strong shoulders behind your project, as is now the case with GasGas.”
A new generation of team owners has clearly emerged. Harry Fasé (F&H), Giacomo Gariboldi (HRC Honda) and Wim Hutten (Hutten Metaal Yamaha) also belong in that list. Do you notice that change in style compared to the way things were in the paddock before?
Mathis: “Some people may not like to hear it, but the past 10, 15 years have seen a huge evolution in the way World Cup teams are run. Especially when it comes to teams that worked for a Japanese manufacturer, there are team owners who have done very well with this. Actually because they had people in front of them who did not have a clear idea of what such a team really costs. Absurd budgets have been allocated to motocross, from which certain team owners have skimmed off heavily. However, in the long run everyone learns, including the manufacturers. They also subsequently made adjustments. Now it is normal that every manufacturer has a design with input from outside motorsport. Attention, hats off to the entrepreneurs who have earned a good living with this, but that evolution among the teams is a fact. In itself, I don't think that contribution from outside the sport is wrong.”
Last week it became known that several GPs are postponed. The Corona virus is now also causing headaches for the teams: new schedules, suppliers who have to postpone deliveries...
Mathis: “We try to remain sober, but that doesn't mean we don't keep an eye out. We also receive assistance in this area from Austria with guidelines on what to do and what not to do. Although you cannot rule out a factor of luck. Maybe a quarter of the paddock comes from Italy, which is basically a risk area and everyone is walking around here. So we hope that we will be spared!”
Tekst: Tom Jacobs
Photos: Ray Archer, shotbyBavo
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