The EMX250 championship finally gets underway this weekend and some of the top teams have made changes. Bruno Verhaeghe, the man behind VHR Racing, was on the verge of stepping away from the sport himself—until Yamaha came calling with an opportunity to take over their official EMX250 program.
In this in-depth interview with DailyMotocross.fr, Verhaeghe opens up about the financial difficulties plaguing European motocross, the collapse of multiple teams, and how his unexpected partnership with Yamaha came to be. He also shares his thoughts on managing top young talents like Janis Reisulis and Ivano van Erp, the growing costs of racing, and why he believes the expanding EMX250 calendar is putting unnecessary pressure on teams.
With his new role leading Yamaha’s European 250 effort, Verhaeghe is now in a position to fight for a title—but as he explains, that doesn’t come without its own challenges.
Bruno, at the end of the 2024 season, several teams have left for various reasons. We’re talking about Standing Construct, F&H, Beddini, SM Action, and Schmicker, Steve Dixon has shut down his MX2 program, and Riley Racing was an abandoned project. Last year, you told me that things weren’t easy for you either. In the end, is this really surprising?
Verhaeghe: In Europe, I think there’s definitely a financial issue. In France, we’ve been hit hard, but the same is true across Europe.
Companies are struggling, so budgets are being cut. Motocross relies heavily on external sponsors because manufacturers today generate less revenue and therefore contribute less money. This makes things quite complicated for those involved.
Last July, when I learned that KTM was stopping its support for “B” teams, I was on the verge of quitting. If I hadn’t had this opportunity with Yamaha, I don’t think I’d still be here today. Competing without financial means is impossible—it’s truly the heart of the battle.
If you’re just doing things poorly and getting criticized, it’s not even worth it. I’m not surprised to see these teams shutting down. Take the example of Team Schmicker, which had four riders under its tent—that means around 20 bikes per year. Without support, it’s impossible.
As for Standing Construct, I think they expected more support from Honda, but it didn’t happen. Tim Mathys has invested a huge amount of money into the sport, and I think at some point, he just had enough. It’s a bottomless pit. For them, money wasn’t necessarily the issue; it was more that continuing to pour funds into it no longer made sense, so they decided to stop.
When my businesses were doing well and a season cost me €150,000, I could indulge in my passion. Of course, it was always a financial burden, but I was making money elsewhere, so it worked out.
Since COVID, our businesses have been struggling—we’re not making a dime. You can see it everywhere. In France, there are no new projects, no real government, no political direction. It’s tough for everyone.
So VHR came close to shutting down its racing program?
Verhaeghe: In July, KTM told me that “B” teams would no longer receive support for 2025. It was the same for everyone, and no one can deny that. We could still get bikes, but there was no budget for spare parts. The bikes would be slightly cheaper, around €7,500, but that was it.
You have to understand that nowadays, no one gets free bikes except for factory teams. We get preferential pricing and pay for them at the end of the year. The idea is to sell the bikes as soon as possible at the end of the season to cover the costs before the payment is due. That way, we don’t have to advance funds and we break even.
At KTM, they have budget scales: if you race in MXGP, you get a certain budget; if you race in European championships, you get another. It’s generally enough to cover a season, actually. This budget includes stock and semi-factory parts. Everyone gets the same treatment.
Last July, they cut the budget for spare parts but still offered bikes. But what do you do with bikes if you have no spare parts? I wasn’t about to spend €4,000 per month at a dealership just to buy parts.
Scotty had gone to the U.S., and I told myself I’d focus on him. I no longer saw much point in fielding riders in Europe when it was costing me a fortune.
I’d like to talk about Maxime Grau. People will surely wonder what happened last year. He left VHR and then suddenly reappeared racing for WZ.
Verhaeghe: Honestly, I didn’t really understand it myself. They tested my bike, and at first, it was the best bike in the world. Later on, it wasn’t good anymore—there was always something wrong. Eventually, I told them that if this was how the season was going to go, we might as well part ways on good terms rather than argue every weekend.
Did they already have an offer from WZ Racing and just wanted to leave? I don’t know. Honestly, this is the first time something like this has happened to me. Over the years, I don’t think I’ve ever had complaints about my bikes. You can ask any of the riders who’ve raced for me. Proof of that is Isak Gifting leading a GP moto for 25 minutes on one of my bikes. I know it’s a good bike.
How did the VHR/VRT partnership come about, and what does it mean? How do we explain this to readers? The press release was brief: “Everything is fine, everything is running smoothly, long live Yamaha.” Without giving too much away, can we know more?
Verhaeghe: Gérard Valat called me in September, telling me he had riders without teams and asking what I was doing in 2025. I had no bikes, no budget, nothing. I told him that without a serious offer, I was quitting. He said he’d call me back because he might have something for me.
I had no idea what to expect. I thought, “Maybe Suzuki wants to come back, maybe Ducati is looking for a team, maybe Triumph wants a ‘B’ team in MX2.” A week later, Gérar called me back and told me that Mickael Vrignon wanted to stop, and they didn’t know what to do with Yamaha’s EMX250 team.
So, I called Mickael, and he told me, “I feel the same way as you, Bruno. Business is bad, our companies are struggling, and I can’t afford another year that would bankrupt me. Are you interested in taking over the team?”
I needed to understand the details—the implications, what Yamaha was providing Mickael, etc. He shared his 2024 financials with me, and I analyzed them. I found that it was actually quite reasonable compared to what I was doing with VHR. I called him back and made a proposal.
His budget was short by about €80,000. I suggested we continue the project together, each putting in €40,000. That way, we had a serious program with a total budget of around €450,000. However, I’m not a big fan of partnerships. I told him I wanted to manage the team, and he was fine with that. Mickael is now co-manager, handling sponsorship, while all team operations are now under VHR.
How does this work with Tom Brunet, who is a supported rider?
Verhaeghe: Tom is Pierre-Alexandre Renet’s brother-in-law. Pela told me Tom didn’t have a ride and asked if we could find a solution. I still had personal sponsors, some equipment, tires, etc. Moindrot Sport Loisir and Motocenter are helping as well.
Some of my sponsors wanted to continue supporting me, but I needed at least one French rider. Initially, Yamaha wasn’t too keen—they worried I’d be stretching myself too thin. I had to explain that not having a French rider meant losing a major portion of my sponsorship budget. That’s how we arranged to support Tom. He’s not part of Yamaha’s official team and doesn’t have the same equipment as Janis and Ivano.
What does VHR taking over Yamaha’s European 250 effort change for Ivano and Janis?
Verhaeghe: Nothing at all. Yamaha’s program is a well-oiled machine. The engines and suspensions are built by Yamaha. The mechanic, whether from VRT or VHR, is still just a mechanic. The riders have the same bikes and engines as last year.
The manager and trainer is still Pierre-Alexandre Renet. The only improvement is that I have a base in Belgium and another in Normandy. That will make things a bit easier for Ivano, who is Dutch.
You’re ultimately welcoming two riders with whom you’re aiming for the EMX250 title. Two teammates, but also two competitors. That must be tricky to manage, right?
Verhaeghe: Of course, but they have a really good relationship. That said, they’re not together all the time. Janis is still in school. He spends 15 days with us and 15 days back home in Latvia, where he has a mechanic. So we see Ivano more often than Janis. But when they are together, they get along well. They actually have completely different personalities.
Janis is a hyperactive young guy who always wants to go fast. He’s a hard worker. Ivano, on the other hand, is pure talent. He doesn’t feel the need to push himself to the limit in training like Janis does. Ivano is incredibly technical, and when he’s in the right mindset, it’s unreal. Janis, though, is just a relentless worker.
Janis only raced one round last year, but we have a rough idea of what to expect. This will be Ivano’s third season. He’s capable of winning, but he lacks consistency, right?
Verhaeghe: Ivano’s biggest enemy is his own mind. He’s a kid with insane talent, but I don’t think he fully realizes it. For him, the smallest issue can suddenly feel like a huge problem. If something goes wrong, he stops putting in the effort. Honestly, I think Ivano could have been European champion already.
Take Lacapelle, for example. He didn’t like the track, so he just didn’t care—there was nothing at stake, and he wasn’t motivated. He’s like that. Janis, on the other hand, is a machine the moment he puts his helmet on. But that doesn’t mean Ivano is any less capable of winning the title this year than Janis. Because when it really matters, Ivano steps up. Their approach is totally different.
Tom had the chance to train with them this winter. That must have been a great opportunity for him as he prepares for his first season in the EMX250 class.
Verhaeghe: Honestly, Tom had a fantastic winter. He put in a lot of time on the bike, and it really helped him. Coming from the 125cc class, he doesn’t have the full technique for a 250 yet, but he’s improving every month. Training with Janis and Ivano has definitely helped. There are still a couple of small things he needs to work on, but he’s progressing well, and I think he can get good results.
Unfortunately, he hurt his wrist two weeks ago—we even thought he had broken it. Thankfully, it’s just a sprain. He hasn’t ridden since, which is a shame because he had a really strong winter. Hopefully, he’ll be good to go in Spain.
You’ve unexpectedly ended up in charge of Yamaha’s EMX250 program. That comes with expectations—Yamaha wants you to win the European title. Does that put pressure on you?
Verhaeghe: Honestly? Not at all. I have zero worries. We have everything we need: great equipment, excellent bikes, and an outstanding support system. Everything is well-organized and structured.
In the past, every year I’d be wondering what I was going to be missing. I’d ask myself if the engines would hold up. There was always doubt because we were competing without factory-level equipment or budget.
If someone working for a factory team tells me they’re under pressure, they’re crazy. I’m actually amazed by the level of commitment and resources Yamaha provides for a European team. It’s incredible. We’re on the same level as MXGP teams, which speaks volumes about Yamaha’s investment. I’ve never seen a manufacturer put this much effort into a European team. Hats off to them.
So it’s actually the opposite—you’re feeling more relaxed heading into 2025?
Verhaeghe: Completely. Everything is well-structured and planned out. Engine maintenance is handled, mechanics are trained, and they have video meetings. The riders just have to hop on the bike, twist the throttle, and do their job.
Basically, I don’t have to worry about whether my rider’s engine will last through a race anymore.
In terms of equipment, what’s the difference between Karlis Reisulis’s YZ250F in the Yamaha MX2 world championship team and his brother Janis’s bike in your team?
Verhaeghe: Not much. We actually talked about this. Last year, they had the same engines as the Hutten Metaal Yamaha team. Personally, I think there should be a distinction between a world championship bike and a European championship bike.
Now, there are two or three small differences between the MX2 team’s bikes and ours, but not much. The engine is slightly less tuned, but trust me, it’s still insanely fast.
Back in the day, I had a tuner, Bart, who built me some incredible engines. He’s an amazing guy, and I have so much respect for him. He gave us unreal bikes. But this? This is next-level. It’s not even comparable. We’re not riding bikes; we’re riding weapons. That’s what they are—straight-up weapons. You wonder how they’re not leading every race when you see how these bikes perform. [laughs]
In the end, you’re now managing a team that was your competitor last year. Do you look back and think it was impossible to compete with them?
Verhaeghe: Completely impossible. We had great engines, but this is something else. These are factory-built by Yamaha, and we don’t even know what’s inside them. We’re not allowed to take them apart or modify them. We send the engines to Yamaha, and they handle all the maintenance. Our mechanics don’t touch the engine or the suspension.
Last year, you were helping Mathilde Martinez and Alicia Goggel in the WMX world championship. Given your new status with Yamaha, is that program being dropped?
Verhaeghe: Yes, and I feel bad about it. But Alicia had already left—she wanted to be closer to Switzerland and found another team. Mathilde was with us last year but struggled with arm problems. She waited too long to get surgery and had a tough time.
Now that we’re an official Yamaha team, we couldn’t justify continuing in WMX.
A rider like Tom Brunet, on the other hand, is doing the same program as us—the same championship—so he’ll always be with us. He’ll be at all the same events, so it’s not an extra burden. But we couldn’t stretch ourselves thin by adding WMX.
When I had Isak Gifting, we were already at all the GP’s, so adding WMX wasn’t an issue. But now, some WMX rounds don’t line up with the EMX250 calendar, so it’s just not feasible anymore.
A word on the 2025 calendar. Initially, there were 11 rounds, then 12, and now 13… What’s your reaction?
Verhaeghe: I don’t agree, and I’ll be honest with you—I sent a letter to David Luongo. We’ve asked for a meeting in Spain. Personally, I refuse to go to Finland. They need to stop. We’re not racing a world championship!
They scrapped Indonesia, where only MXGP and MX2 were racing, so I don’t see why they’re adding another round in Finland for us. That’s an extra €6,000 to €7,000 in the budget that wasn’t planned. England wasn’t in the plan either, and it’s a nightmare. You need an ATA Carnet, customs are a hassle every time we go there. They’ve added two rounds—two bad ones, honestly. That’s the reality. If that’s the case, they should put their hands in their pockets and pay for riders’ travel expenses!
I’ve spoken to many team managers, and they all agree with me. We’re already going to Sweden in August; they could have scheduled Finland right after, but no. What I don’t understand is that there are no teams left. At least seven or eight teams have folded due to financial issues, and now they’re adding a thirteenth round. I get the feeling that the people making these decisions aren’t even looking outside their windows to see what’s happening in the real world.
Everyone is saying they’re struggling financially, yet they’re adding an extra race that costs a fortune. If anything—and even though I wouldn’t be thrilled—you could add another round in Italy. That would cost maybe €1,500 in travel expenses. But this? This is five times more.
Teams have a set budget to cover a certain number of races. Now, suddenly, we have to call Yamaha and tell them we have two extra rounds, we need more engines, more parts, more budget—at the last minute.
Hearing you say this, as the manager of Yamaha’s official team, makes me wonder—if you say it’s too expensive and complicated, how will others manage? The smaller teams, or those without proper structures?
Verhaeghe: Exactly. Europe is supposed to be a stepping stone where young riders get noticed. But now, with 13 rounds, it’s more about who can afford to be there than who has the most talent.
Private riders aren’t going to spend €5,000 to go to Finland. And that’s for us, being based in France. Imagine a Portuguese or Spanish rider? They’ll go crazy! We had a six-week break in the season, and now they’ve stuck Finland in there. So instead of a proper rest period, we’re straight back to racing in Finland. If they want to send MXGP and MX2 to Finland, fine—but for the European series? I don’t agree.
They remove a round in Indonesia, then add one in Matterley. They remove another in Indonesia, and suddenly we have Finland. This makes no sense.
With the support I get from Infront and the 350kg of free freight, a round in Indonesia doesn’t actually cost me that much. That’s what I explained in my letter to David Luongo—going to Indonesia is cheaper than going to Finland. You put two bikes in a crate, that’s 200kg. Add two engines, 60kg. A few extra parts and bits, and you’re at your 350kg free limit. Even if you go over by 100kg and have to pay extra, it’s nothing. When we did the double GP in Indonesia with Isak, it didn’t even cost me €4,000. Hotels were covered, food was cheap, and we stayed there between rounds.
For Finland, you’re doing a 6,000km round trip by truck. That’s €3,000 in fuel, just for the truck—without even counting the Sprinter van, the ferry, and the bridges between Denmark and Sweden. The ferry is €900. The bridges are €600. In the end, it’s €6,000 to €7,000 just for Finland. This is insane.
Let me throw out some names: Jordi Tixier, Cédric Soubeyras, Grégory Aranda, Brice Maylin, Stephen Rubini, Scotty Verhaeghe, Romain Pape—and I’m probably forgetting others. All of them left the French championship. How do you explain that?
Verhaeghe: Apparently, we have “the best national championship in France.” Supposedly, “everyone in Europe envies us.” But in reality, I see more and more French riders leaving, and foreign riders aren’t exactly rushing to race here. The claims don’t match the facts.
I think it comes down to support. There’s an issue with financial aid in France. French riders don’t get much support. I was with KTM for seven years, but my help always came from KTM Europe, not KTM France—except for one year with Guyon. Why? I don’t know, but there’s clearly a problem.
We were talking about Schmicker. That team was only supported by KTM Germany; they had little budget from KTM Europe. I, on the other hand, only got a budget from KTM Europe—nothing from KTM France. That’s strange, right? Manufacturers don’t offer much support in France. I think that’s why riders go looking for foreign teams to actually make some money.
French championships also don’t pay well. Although, to be honest, I doubt you’re making a better living racing in Italy.
What’s crazy is that even though we’re a French team, I have more foreign sponsors than French ones. I just don’t think the mentality in France is right when it comes to supporting motorsports.
