Swiss MXGP rider Valentin Guillod is taking an unconventional route for the 2025 season – going full privateer. Despite finishing top ten in the MXGP World Championship for the past two years, Guillod finds himself without a team, forcing him to handle everything from training to bike maintenance on his own.
In this interview with Dailymotocross.fr/Kevin Frelaud, he opens up about the challenges of funding his own program, adapting his training to cut costs, and his determination to prove he still belongs at the top. With a stock Yamaha, a fierce work ethic, and a belief in his own talent, Guillod is ready to take on the MXGP season – one race at a time.
Valentin, you’re going private this year. We know that having a team makes life much easier, but I’d like to talk about the details of the off-season. This time, no one is managing certain aspects for you – you have to handle everything yourself. What was this off-season like for you?
Guillod: You should know that after the Nations, I took a month-long vacation – basically the entire month of October. Then, in November and December, I only did physical training, no riding.
Normally, everyone gets back on the bike around November 5. But this time, to cut costs, I did two months of physical training instead. I got back on the bike on January 6.
In mid-December, I bought my bike from a dealership, from a friend of mine, Kehrli Moto. From there, I started training at RedSand. I spent a week in Spain with Arnaud Tonus, which was great. From January 12, I was in Sardinia for three weeks and I only rode in the sand.
Honestly, I’m so motivated to prove that I can still perform that I don’t mind managing everything myself – doing an hour of fitness in the morning, an hour of riding in the afternoon, 45 minutes of cycling in the evening for recovery and handling the mechanics. I still have time for everything, and the conditions were good.
Plus, there wasn’t much to do on the bike. Over a month, I washed it twice. I didn’t waste time changing graphics kits or making sure the bike looked spotless. I focused on making sure I had a bike that worked and that I could train with.
Of course, I also adapted my riding style based on my budget and my means. When you don’t pay for your parts, you don’t care if you hit the limiter, burn the clutch, or destroy everything. When you’re the one paying for the parts, you’re more careful – you take your time. I did 15 hours of training on the bike this winter and didn’t change the clutch once [laughs].
I also structured my training differently. I would ride one day, take a day off, ride again, then take two days off. Essentially, I rode three times a week, giving myself time. That way, after a training session, I had an entire day to work on my bike. So, in the end, it wasn’t that complicated. Sometimes, I’d do a four-hour cycling session in the morning, then work on my bike in the afternoon, and it worked out fine.
But when you’ve finished ninth in the world championship twice, you shouldn’t have to do all this just to prepare for the 2025 season.
Guillod: But I believe in my project – I want to prove that I’m not done yet. That’s why I’m investing in myself and paying for all my own equipment.
You said you did 15 hours of riding this off-season. Normally – let’s say in 2024 – how many hours would a typical winter preparation include?
Guillod: I think with Yves, we used to do around 50 hours of riding, roughly speaking. At least for the last few seasons we worked together. We’d start in early November and finish around mid-February.
Last year, you told me, “I put less emphasis on physical preparation so I wouldn’t be exhausted during the season.” This winter, you did the opposite – less riding and more physical training?
Guillod: Yeah. That was something I had asked Yves for. I wanted to do more riding because we had worked well the previous two seasons, and I felt ready to spend more time on the bike. But this year, I did the opposite – I focused more on physical conditioning and much less on riding.
Now, some quick-fire questions. First, you’re without a team for the 2025 season despite finishing in the MXGP world championship top 10 for two years in a row. Do you have a bad reputation in the paddock?
Guillod: Yeah, for sure. The thing is, from the moment you arrive in the paddock, people label you. When I first showed up in 2011, I came from the amateur ranks, and to me, MXGP felt the same. I messed around a bit. Right away, people thought I was a clown, that I didn’t take things seriously. And honestly, at the start, they weren’t completely wrong – I wasn’t very good in my first few seasons.
The second bad reputation I got was that “Guillod doesn’t like sand.” But that’s completely false. I love riding in the sand – it’s really technical. You have to work with the track. But it’s also physically demanding, and you need to spend time practicing in it to improve. That’s something I neglected throughout my career.
That’s why I trained in the sand this winter. I figured, “Better late than never.” I spent three weeks in Sardinia, did some training camps in Belgium, all that.
What will your 2025 program look like? Where will you be based, how many GPs will you do, and who’s helping you?
Guillod: I’ll be based at home in Switzerland. My former mechanic – the one who helped me in 2022 and 2023 – is coming with me to Argentina. We’ll also have a local helper, a sponsor who wanted to come along for the trip.
My goal this winter was to prove that I’m physically ready and that I have the speed to achieve good results. If a team needs me, I’ll be available as a replacement. Hopefully, I won’t have to wait too long, because my bank account is starting to run dry [laughs]. And I don’t really have any income. Like everyone else, I have bills to pay.
I’m not afraid to be open about it – I’ll say it outright: I’m here to replace an injured rider. Yes, it’s unfortunate for them, but we all know that’s part of the business. Teams need bikes on track so they don’t lose too much money.
Now, we’re heading to Argentina. The bike will go straight to Cozar afterward, we’ll do maintenance, and then we’ll be at the second GP in Spain. I also plan to race in Saint-Jean, then Riola Sardo, Trentino, and finally the Swiss GP as a full privateer. If no team picks me up by then, after that… we’ll see.
Why didn’t you participate in the International Italian Championship races to prepare this year?
Guillod: Actually, I had left home on January 6 and wasn’t back from Sardinia until February 5. I could have gone straight to Mantova, but I wanted to go home. And when I saw the conditions in Mantova, I was pretty happy I didn’t go [laughs]. It’s quite expensive when it’s that muddy because it really wrecks the bike. Racing in Montevarchi would have been nice; the conditions there were great.
I thought about doing Lacapelle-Marival, but I wasn’t really motivated. The problem is that most of the time, it’s frozen in the morning, muddy in the afternoon, and then you finish with the sun in your face. It’s a bit tricky over there. And this year, the weather was actually really good – they got lucky, and it turned out well. Oh well, that’s how it goes; at least I got an extra weekend of recovery.
You decided to switch back to Yamaha as a privateer this year after two seasons on a Honda. You’ve ridden Yamaha in the past, notably with Hostettler. Why did you choose the 450 YZ-F?
Guillod: Because I’ve always felt good on the Yamaha. I won Grand Prix races on a Yamaha in MX2. In my opinion, it’s the best stock bike. You can take it straight out of the crate and race GPs with it. That’s why I chose a Yamaha.
And practically speaking, since you took the 450 YZ-F out of the crate, what have you changed on it? You told me your parents got you an exhaust?!
Guillod: Yeah! It’s a shame because I wanted to keep it completely stock [laughs]. My parents told me, “For Argentina, you need an Akrapovic exhaust.” So they got me one [laughs]. It was really nice of them; I appreciate it.
I have that exhaust, and I got the stock suspension tuned. That’s why I went for a 450 YZ-F – because it comes with Kayaba suspension. It’s exactly the same as the factory kits; the only difference is that it doesn’t have the coatings, but it still works great. Other than that, the engine and all the parts are stock.
You haven’t changed the brake discs, calipers, etc.?
Guillod: No, everything is stock! Even the brake pads are original because they have the best stopping power. I really believe that the rider makes the difference rather than adding parts to the bike.
I think we’re going to see bikes more tuned than yours at local races this year.
Guillod: Oh yeah [laughs]. Honestly, I like the idea that it’s the rider who makes the difference. But maybe I’m completely wrong, and things won’t go well for me in Argentina… But you know, I rode in Lierop yesterday. In the first moto, if I hadn’t braked so late and had taken the inside line, I would have gotten the holeshot in front of factory bikes with my stock bike. We’ll see!
Let’s talk about your goal of securing a ride if someone needs a replacement. I imagine you don’t want to race under just any conditions. Maybe I’m off the mark, but if a factory team needs you, they might think, ‘Valentin is available, he’s cool, but since he doesn’t have many options, he’ll ride for free.’ Being a privateer doesn’t mean saying yes to everything, right?
Guillod: That’s for sure. Actually, all the factory teams know about my situation. I sent them an email to let them know, and everyone replied, confirming they received the info.
But I also believe in fairness. A factory team that doesn’t field a second bike loses money. If a sponsor is paying for two bikes – meaning double the visibility – they’re not going to accept that only one bike is racing while still paying for two.
Basically, you have to sit down and talk things through. I figure that if I get good results as a privateer at the start of the season, it could change things for me. Teams might start seeing an opportunity with me.
Do you plan to race national events on the side to earn some money and help finance your MXGP program?
Guillod: No. At first, I wanted to do the French championship to battle with Josse [laughs]. But in the end, no. I’m not really sure, honestly. For now, I’m focused on the Grand Prix races. I did get offers to race in Germany.
The thing is, I’m not really interested in racing just for money. It sounds silly because my bank account is in the red and I have bills to pay, but that’s not what motivates me.
Even after 10 years, I still believe in this. I still want to get on a podium. The last time was at Glen Helen in MX2 in 2015. I keep thinking, “Ten seasons later, it’s never too late.”
And I don’t want to have any regrets at the end of my career. Maybe it’s dumb, but yeah, it costs me money, and I’m investing a lot. But in three or four years, I want to look back and know I have no regrets. I followed the path I believed in. That’s how I see things. Maybe I think this way because I have sponsors who allow me to do it – that’s the luck I have.
But you’re not pulling €200,000 out of your pocket for an MXGP program either, right?
Guillod: No. I had to buy two bikes. Originally, I had only planned to buy one, but since the bike was shipping to Argentina on Tuesday, I wouldn’t have had anything to train on this week or to race in Sommières or Lierop. So I had to buy a second one.
You were planning to do the Grand Prix races with just one bike, Valentin?
Guillod: Yeah. Actually, the bike in the crate heading to Argentina is my training bike – the one I used in Sardinia. I don’t really have a designated race bike or training bike.
The two bikes, expenses, my apartment in Sardinia, and travel costs came to around €20,000. After that, the costs should be a bit lower. We’ll leave for GPs on Thursdays and come back on Sunday night or Monday. It won’t be much more expensive, though of course, there are still costs.
Right now, yeah, the numbers don’t add up. I’ve spent €20,000 and won €500 in Lierop. The math isn’t great [laughs]. Yes, I’m going to Argentina knowing I won’t make any money, but in the end, I’m going there to get a good result. And that’s the story I want to write.
Money – you have the rest of your life to earn it. But racing at a high level…
Guillod: Exactly, that’s what I tell myself. My goal is to pay my bills and not owe anyone money. Maybe if I do things right, a door will open, and the end of my career will look different. In four years, if I have to start a business and do something outside of motocross, there will be options.
Everything I’m doing now is to make sure I don’t have regrets later. That’s the most important thing.
You just finished 5th at Lierop! So, are you officially a sand specialist now? Can you give us a breakdown of your weekend in the Netherlands?
Guillod: This is the best I’ve ever ridden in the sand in my whole career. I’m really happy with how I rode. Sure, I was the fifth-fastest GP rider of the day, behind four factory riders. But I didn’t crash, I didn’t make mistakes, I had good starts, and I didn’t struggle physically.
I was really happy. It was cool. It was a great prep race, and I can see that the work I did this winter is paying off. Things have been done the right way.
I saw your story on Instagram. What was that conversation you had with Jeffrey?
Guillod: I told him I was going to ride in Lierop and that we should meet up for a coffee. While I was at it, I asked if he had any advice for me. He asked me what I was doing in Lierop and suggested I should ride in the south of France instead [laughs]. It was funny. I had to post it on Instagram because in photos and videos, you can’t really see how deep the holes were at the base of the jumps. Basically, at the bottom of the takeoff, it hit even harder than landing from a big jump. That race was just ridiculous [laughs].
The last time you rode in Lierop was in the European Championship in 2013, and you won. How was it back then compared to now?
Guillod: It was even worse back then because it rained all night, and it turned into an Enduro race. This time, we had good conditions. There was speed, massive holes, insane ruts… and yet, people were still going full throttle.
For me, it was rougher than what we get in a Grand Prix. They built jumps… the takeoffs, honestly, were like walls. Even in a Grand Prix, we never have jumps that send you flying that much.
A lot of riders said it was getting really dangerous. They changed the jumps a bit and smoothed out the ruts for the second motos, but there had already been two categories before us guys, so it was still rough everywhere.
You focused on sand riding during the off-season this year. But looking at your planned schedule as a privateer, the only sand race you have is Riola Sardo. Why focus on sand now? Aren’t you worried this preparation might hurt your performance on hardpack?
Guillod: To be honest, I’ve only had one day on hardpack, and that was my second day in Spain. Other than that, I’ve only ridden in the sand. But I don’t think 15 days of sand will erase my 28 years of experience on hardpack.
Maybe I’m wrong, I don’t know. Maybe I’ll be lost in Argentina. I won’t know how many clicks to adjust my suspension because I haven’t ridden much on hardpack. Maybe I’ll get arm pump too. But I’ll manage.
You’re no longer with Honda SR, but you didn’t have to be with Honda SR to work with Yves Demaria. Why did you stop working with Yves?
Guillod: With Yves, it was always something special. He was more than just a coach. We had a real bond. I really appreciate all the hours he put in with me. But we reached a point where we weren’t on the same page anymore. We decided to stop working together. But we’re still on good terms, same with Josse. I really want to thank Yves because he’s the one who helped me get back into the MXGP top 10.
Was your separation from Honda SR mutual, or was it more one-sided?
Guillod: The deal Honda SR has with Yves Demaria is for him to train two riders. Since Yves and I weren’t on the same page anymore, that also meant I couldn’t stay with the team for 2025. When my collaboration with Yves ended, so did my time with Honda SR. Personally, I really wanted to end things on good terms. Just because you don’t agree on something doesn’t mean it has to turn into a war – because you never know what the future holds.
You finished in the MXGP top 10 in 2023 and 2024 with a solid team. But despite your results, you didn’t get a factory ride for 2025. How do you plan to improve as a privateer?
Guillod: One advantage in this sport is that the difference isn’t just about the structure or the bike – it’s really about the rider. That’s what I’ve believed in since November 1st, when I started training. Every morning, I wake up telling myself that I’m the one who can make the difference.
Maybe I’m completely wrong, and I’ll fail. We’ll see. But I don’t think I’m wrong about that.
If you still don’t have any opportunities after the Swiss GP, would you consider racing in the U.S. outdoors, or would the budget make that impossible?
Guillod: That’s a good question. When we look at the U.S., it’s great to hear that riders get prize money when they finish a race. You hear about amateurs making money over there. The problem is that going there costs a fortune. So, you have to weigh the pros and cons.
But I’d really love to do an outdoor round at least once. Is this the right season to do it? Maybe. I have no idea.
The “advantage” of not having a contract is that I can do whatever I want, whenever I want. The only little issue is that I don’t have a dime. But if I get good results early in the season, people will keep believing in me, and it’ll be easier to find sponsors and keep going.
Of course, if I’m finishing 20th, it’ll be a lot harder. But if I keep working the way I am and ride in races like I do in training, I think people will want to support me.
So the plan is to show up in Argentina on a stock 450 as a privateer, finish in the top 10, then shake hands with the factory team bosses and tell them, “See you in Cozar” ?
Guillod: Yeah, that’s exactly it.
Last season, GateDrop.com interviewed David Luongo, and his statements sparked a lot of reactions. From what I gather, you seem less critical than some riders – you seem to understand and even explain his point of view. Is that right?
Guillod: Well, now that I’m a privateer, I see things differently. For example, all private teams get 300 kilos of free freight to send their bike and equipment to overseas GPs. I’m sending 180 kilos – one bike, two sets of wheels, a spare stock exhaust, a toolbox, and some spare parts. Thanks to Infront’s support, I can do this race without spending too much.
Since Honda SR is a private team, they get 2x 300 kilos. It probably doesn’t cost them much to go to Argentina – maybe even less than traveling to Latvia or Sweden with their truck. You’d have to ask them.
It all depends on your perspective. Sure, the guy finishing 8th in a GP doesn’t make money, but if he has a good contract, he does. That’s the key. At Honda SR, we had bonuses for each point scored and for top-10 GP finishes. In the end, we earned money. Every rider has something similar in their contract.
For factory teams, the bonuses are usually for top 3 moto finishes, maybe even top 5. It used to be for the overall GP, but in our sport, anything can happen – you can win the first moto, lead the second, and then your bike breaks two laps from the finish.
That’s why they switched to moto bonuses. I think a moto win is worth €7,500 if you’re on a factory team. That’s for 30 minutes of work. That’s huge.
I don’t have a contract, but if I podium in Argentina, will Yamaha step up? I’m still representing their brand, riding their bike with their logos. Logically, they should pay me a bonus as a privateer. I think they would.
So if I understand your point of view, the championship promoter has set up a structured system that allows riders to make a living – even if it’s not directly the promoter paying them?
Guillod: Yes. The teams and manufacturers pay, not the promoter. What the promoter does helps teams secure more sponsorship money, which then allows them to pay the riders better.
That doesn’t mean nothing should change, though. Maybe we could create a “privateer” category like in MotoGP. Riders like Paturel, Pancar, and myself could get some benefits or bonuses for competing as privateers. In MotoGP, Dorna gives financial support to independent teams and riders. That could help some privateers keep racing and fill the starting grids.
When you talk to Herlings, Prado, or Gajser, they don’t care about these struggles. These guys make €500,000, €1 million, or even more per year. Even top 6 riders are earning €200,000-€300,000.
Again, it all depends on how you look at it.
I know people who earn half of that while sitting in a warm office chair all year, taking zero risks. People who have no knowledge of anatomy because they haven’t spent the last 15 years visiting hospitals after crashing on a bike.
Guillod: That’s the problem with our sport. We always say that football players take fewer risks than we do. But let me tell you, football players generate a massive economy. That’s why they have such huge salaries.
Maybe instead of asking Infront to help factory teams, we should ask for support for independent riders. That might allow more riders to compete for the full season, which would also increase visibility – something our sport struggles with.
And why not ask manufacturers to contribute? In the U.S., there’s a “contingency” program that rewards non-factory riders. You can get $10,000 from Yamaha if you win an event on their bike, for example. Not that many privateers will win, but the bonuses are distributed throughout the top 20…
Guillod: Exactly. A lot of people criticize Infront, but if we look at what’s done in the U.S., why don’t we criticize manufacturers in Europe? That’s something we could implement, and it wouldn’t cost them much.
They could say, “Every time a rider finishes in the top 10 of a world championship moto on our bike, we’ll give them €1,000.” It would give the brand a good image, benefit them, and help me out too!
