| Author | Message | ||
     Stephen J Heimers (Sparkster632) |
Stu, I havn't heard of the front cyl.problem your talking about.Over here everyone adds an extra heim joint(stabilizer) from where the frame ground strap bolts thru the swing -arm block straight up thru the battery shelf to tabs welded in the back of the box.You guys do this.(Im buying a scanner Sunday,you know the old picture worth a thousand words thing)The Buell factory recommended the mod. for road racing. Are you jetting on a dyno,or reading plugs.The CV carb likes still air,on the dyno it wouldnt matter but on the track you should run the cover.Have you ever checked your cylinder head temps,Iuse an infared temp gauge. Sounds expensive but they cost like 90.00 or so.My kid races aircooled karts(4 strokes) we jet according to cyl.head temp,on methanol we look for 415 degrees F ,on leaded 110 I look for 400 F on the Buell,although Ive come off the track with 468 F on the rear with no damage. Its paramount to run synthetics.Can you get your hands on one of these temp guages(pyrometer)? Can you get the Dynojet Thunderslide kit over on your side of the pond? Marty, Im thinking with the wider tank on the X1 your gonna run into problems,you should call Henry Duga(Buell Race Support)he'll know what you should do. Do you have BMC's #? Paul, You'll definetly feel the difference if you pull out the stator,the motor revs much quicker no doubt about it!Thanks for the info on the battery. Over n out, Sparky | ||
| Dave Tomczyk (Davet) |
Marty, I just got a set of low bars for my X1. They are made by Tommaselli and fit in the stock clamps and sit on top of the triple tree. Not true clip-ons but pretty low. If you've seen pics of the bars that Eurocomponents uses, they are very similar but far less money ($60.00 Canadian) The controls will just hit the tank at full lock. I got them from a accessories catalog at the dealer. Go to my page http://community-2.webtv.net/dtomczyk/DavesPage/page2.html and about half way down there's a pic of me doing a burnout, you can see how low they are there. | ||
| Paul Batts (Xlwp) |
Marty, I run the Crossroads clip-ons http://www.nvo.com/crossroads/displayroom/skudetail.nhtml?uid=10071 I did a lot of research on this and these were the best value for MY money. I love 'em. I've got mine set up kind of low. Don't know about what you road racers like.    Hope this helps. PB | ||
| Martyh |
Thanks guys for the info. Right now I think I'm leaning towards a set of 54mm Vortex Clip-ons. They look really sturdy and the bars look very easy to replace. Not that I think I'll be replacing them at all, but it is best to prepare! I'll let you guys know how it turns out. Take care, Marty Hunt '00 X1 CCS#979 | ||
| Martyh |
Anybody fiddling with any winter racebike projects lately? The chatting seemed to taper off a little in here. Hope to have more racers talking soon. Talk to you later, Marty H '00 X1 CCS#979 | ||
| Sparkster632 |
Man I got so many Buell Race projects going on I dont even have time to post about em.....Sparky | ||
| Frenchbuelldog |
Dave, about these Tomaselli bars, from where do they come , i mean do you know where your dealer buy them. I'm searching that desperately, i've seen some true clip on at a German shop Hein Gericke, but still not available . | ||
| Frenchbuelldog |
Dave, about these Tomaselli bars, from where do they come , i mean do you know where your dealer buy them. I'm searching that desperately, i've seen some true clip on at a German shop Hein Gericke, but still not available . Christophe, thanks | ||
| Davet |
I got them through my dealer Deeley's House of Buell from a distributor named Motovan. You'll have to look through their website to find them. | ||
| Frenchbuelldog |
Thanks Dave . | ||
| Frenchbuelldog |
Just found them , 90 dollars. Think i'll take them. Christophe | ||
| Detroit |
OK I have been reading through the archives here and I am taking my racing class for a liscense in april. I want to race my buell. I have a 98 S1. From what I have been reading this first year I should concentrate on suspension and handling issues. I have some questions for racing, What DOT tires work best on the buell? I live in Michigan does anyone know what class my Buell will run in the GLRRA? Any info would be much appreciated. Thanks | ||
| Chuck |
Detroit, Don't know much about racing Buells . . . but a little about racing tires. Used to work for ICE MOTORSPORTS who worked as a distributer for Sport Tire Services (west coast Dunlop). DON'T . . . I repeat . . . DO NOT skimp on your tires. If you do, what you "save" on tires, you will spend on crash damage. Play it safe and "stick" with either Dunlop or Michelin race compound tires  --- | ||
| José_Quiñones |
From roadracingworld.com, this could be called As Pro Thunder turns Part I..... At least three AMA Buell Pro Thunder races will be run in conjunction with WERA National Challenge Series events in 2001. Three rounds of the Pro Thunder Series were dropped from the AMA Pro Series to accommodate double-header Superbike races, at Road Atlanta, Road America and Mid-Ohio. At press time, plans called for those events to be replaced with Pro Thunder rounds at WERA National Challenge Series races at Portland July 1, Summit Point August 5 and Road Atlanta October 28. A fourth round of the AMA Buell Pro Thunder Series may also be moved to a WERA race. The normal Pro Thunder purse will be paid at the rounds run in conjunction with the WERA races. The move is the first result of a new AMA and WERA cooperative affiliation. AMA Pro Thunder Champion Jeff Nash condemned the AMA decision to run at least three AMA Pro Thunder races with the WERA National Challenge Series in 2001. In a phone interview with Roadracing World, Nash said "You go AMA racing to go AMA Pro racing. I don’t see the point of going to WERA races to do AMA racing. I feel it is definitely a step backwards for the class, and I’m surprised and disappointed yet again. I’ve tried to have an open forum, open communication with them at the AMA the whole time and I’ve not heard a response. Nobody has ever called me back. It shows how interested they are. I’ve had many calls from guys in the Pro Thunder ranks and everyone is very disheartened with how we’ve been treated, the whole lack of communication and lack of respect for the privateers. It’s very typical that nothing been discussed with us and no great research has gone into any kind of decision that’s been made. "It’s been done totally in-house without any input from anybody in the class, as far as I can make out," continued Nash. "The most basic thing is that you don’t even get called back. It’s just a matter of respect, as in a business situation; the basic professional aspect of returning a phone call, can’t even be upheld by the AMA. I don’t think (AMA Director Of Professional Competition) Merrill Vanderslice has any professionalism. The whole program, the whole emphasis is to look after 15 factory Superbike riders and screw the rest of us. They forget that the AMA Pro Racing circuit is made up of 400 totally keen privateers who spend every moment they can and every cent they can racing motorcycles, purely for the love of the sport. My earnings for the year, including Championship bonus, totalled $10,780 for winning an AMA Championship, which wouldn’t cover my tire bill. If I had anything positive to say I’d like to say it, but there being no sort of forum or lines of communication open, there’s really nothing positive to say about the whole thing. It’s been totalitarian bullshit, really. The Russian Motorcycle Association, as per Joseph Stalin. There’s nothing good there." Buell Motor Company Chairman and Chief Technical Officer Erik Buell said January 25 that he knew about proposed changes to AMA Pro Thunder rules and venue prior to their being enacted and had ample opportunity to comment, because he called the AMA and spoke to AMA Pro Racing Director Of Competition Merrill Vanderslice personally. According to Buell, riders who didn’t know about the proposed changes should have called AMA officials and asked if any rule changes were pending. Buell was an AMA racer and Harley-Davidson engineer prior to forming the company that bears his name; Harley-Davidson now owns 98 percent of the company and Buell owns 2 percent. "They notified us before they made the changes (to the Pro Thunder rules)," said Buell in a telephone interview with Roadracing World. "I make it a point to talk to them (AMA officials) and just check on things. They didn’t call me on the phone. Usually about 2/3 to ¾ of the way through the season I always want to call and ask what the plans are for next year. That’s when they told me they have an issue with the time schedule. The dual Superbike races were becoming a real nightmare with not enough practice time, and they were getting a lot of complaints from riders in different classes. So we had a debate over who would have to move and that it would probably be Pro Thunder. They talked to me about (taking Pro Thunder off of the National schedule) and said that they were considering that. I don’t have any final results from them on what they’re gonna wind up doing. I think what they do want to do is tie it into WERA more." AMA Pro Racing officials didn’t issue an official announcement of the planned move of three Pro Thunder races to WERA events, but they set off a Pro Thunder uproar when they issued a Competition Bulletin dated November 28 and revealing that Ducati 748s will be restricted to 750cc for the 2001, instead of the 800cc allowed in previous years. Besides winning the 2000 AMA Pro Thunder Championship on a Ducati 748, Nash also owns and runs Advanced Motorsports, a shop specializing in high-performance Ducati parts and work. It might be reasonable to expect that AMA officials would have consulted Nash before making the displacement rule change, but Champion Nash learned of the rule change through the AMA Pro Racing Competition Bulletin he received in early December, just like everyone else. The trouble is, Nash first heard of the rule change after he had built four new 800cc motors for customers who planned on racing Ducatis in the 2001 AMA Pro Thunder Series. "For them to make a rule change without consulting anybody is typical AMA," Nash said in a phone interview from his shop on December 27. "I understand that they are trying to make the class equal (for the Buells) and all of that. Whatever we need to do to make the series more interesting, I’m all for it. I think the Pro Thunder class is one of the only classes where a privateer can go ride the AMA. It’s popular, a fun class to ride, and it’s competitive. But you have to wonder where their thoughts really lay for the future." Although he is going to work with his future competitors, Nash’s 800cc customers are facing $3000 worth of parts and labor to get back to 748cc. "We never really found any advantage with going to 800cc in the new motor," Nash said. "My bike was a 748. Craig’s (Connell) bike was a 748, and he had no trouble whooping everyone. That’s basically because of the new motor and its ‘shower-type injectors.’ I suggested to the AMA that they add a clause to the new rule allowing 1999 and older models be 800cc. The new 748 engine will make as much power as an old-style, 800cc motor. I know more than a couple of guys who have bought used 800cc bikes to get into the class that are now going to require more money and still put them at a disadvantage power-wise from the start." Nash pointed out that the Pro Thunder class has no representation on the AMA Pro Racing Advisory Board and that riders and teams in general have no opportunity to comment on or object to new rules prior to their announcement. Nash suggested that in the future AMA officials should have meetings concerning future rule changes, and allow affected riders to comment well in advance of the rule taking effect. | ||
| José_Quiñones |
As Pro Thunder Turns, part II.... AMA Pro Racing officials have a history of making rule changes without timely notification of racers prior to the rule change taking effect, either without considering—or simply ignoring—the impact on all competitors, another AMA racer charged. In an e-mail sent to AMA Pro Racing National Tech Manager Rob King and copied to Roadracing World, racer Dr. Michael Dube, MD, wrote "I raced several rounds of Pro Thunder in its inaugural season in 1998, on a 750cc Honda Hawk, and was looking to step up to a more competitive bike for 1999. I began work on an 850cc SuperHawk project just before the rule change to allow Ducati 748s was announced. I complained to you at the time that it would result in 748s dominating the class, and suggested several things, including limiting them to 750cc. Unfortunately, my 850cc SuperHawk proved uncompetitive in PT in 1999. Again at the end of the 1999 season, I made some suggestions regarding displacement (limiting the 748s or increasing the limits on non-desmo Twins). When it became apparent that these suggestions were not going to be taken, I made the jump to an 800cc Ducati for 2000. I had more success, with my personal season highlight a fifth place at Willow Springs. Just before Willow, I had a second 800cc motor built, as a spare and looking forward to Daytona. I think you can imagine my disappointment upon hearing the recent announcement that desmo Twins would be limited to 750cc for 2001. This will not, as you suggest, reduce costs. It will cost no more to take a stock 748 and build a full race motor under the new rules than it would to build an 800; in fact it might very well cost more as racers attempt to match the output of an 800cc motor. It will also be very costly for me (and others) to downsize an 800. I estimate at least $4000 per motor to downsize my two fresh, Daytona-ready 800s. "As soon as the 2001 schedule was announced this past fall," continued Dube, "I began arranging my work, vacation and on-call schedule to accommodate racing at five rounds: Daytona, Road Atlanta, Road America, Mid-Ohio and Virginia. I sat down to complete my Daytona entry and noted that there were now no PT rounds scheduled at three of those five events. It is neither feasible nor rational for me to invest the money required to downsize these 800cc motors to participate in just two AMA rounds in 2001. All of my racebike investments towards the end of 2000 were geared towards continuing (with) the same equipment in 2001. It does not appear possible for me to compete in the AMA again in 2001 under the current rules and schedule, which was to be my final year of racing at the National level at age 42. To say I am angry is an understatement. If there is any chance that you will consider rational arguments as to why these changes should be reversed, I will be happy to share them with you." Outrage over last-minute changes in AMA Pro Thunder rules continued to escalate in January, with several racers charging that AMA Pro Racing seems determined to kill the class for good. Typical reaction to the changes announced in a November 28-dated bulletin that reached racers in December came from racer and AMA Charter Life Member Mark Hatten, who told Roadracing World, "I raced Pro Thunder at Mid-Ohio in ’99 and ’00 on my BBM 500 (a 500cc Honda Single in a TZ250 chassis). I did okay for a 200-pound guy on a 50-horsepower Thumper, finishing 15th in ’99 and 19th in ’00. Both my racing partner and I bought Ducati 748s this past fall with the idea of doing all the 2001 AMA races east of the Mississippi (we’re in Ohio). Like most folks, I first read about the rule changes on the internet. Even after being directed to the AMA website, it was very difficult to find the rule change announcement. The release was dated November 28th, it popped up on the internet about a week later, and I finally received the bulletin in the mail three weeks later (I live about 30 minutes from AMA headquarters)." Hatten included a message he sent to AMA Pro Racing, which read, in part, "I still can’t believe…that changes this sweeping were made a mere three months prior to the first race of the season. It’s no secret that the majority of 748s running in the class are running at 800cc. While I don’t disagree with restricting the Ducatis to 750cc, I strongly disagree with making this change 90 days before the start of the season. Do you realize what is involved in this change? Cylinders—rebored and plated. New pistons. Crank rebalanced. Fuel injection Eprom change. Head modifications. To change that back, you have new cylinders ($1500), pistons ($600), crank rebalance ($300), fuel injection Eprom ($200). If you’ve increased the valve size to take advantage of the larger bore, add the cost of a new set of heads into the equation (minimum $1000 used). That’s $3600, excluding the labor, to make a bike legal for the first race in three months. Sure, maybe you can sell the used pistons/cylinders/heads to offset some of the costs, but I don’t think there will be a bull market on used, now-obsolete 800cc parts. This doesn’t seem to me to be achieving your stated goal of ‘help reduce costs.’ Again, I don’t disagree with the new displacement limit—in fact, I wondered why it was raised to 800cc in the first place. I do disagree with making this change so late in the game. Other sanctioning bodies try to give advance notice when making such a substantive change. Perhaps now would be the time to announce this change for the 2002 season? By imposing a 380-pound weight limit on the entire class, you’ve eliminated any single-cylinder motorcycle from the class. I finished 15th in 1999 and 19th in 2000 on my 250-pound Single. Sure, I wasn’t anywhere near the front (although Ducati SuperMonos and the Wood-Rotax bikes have run in the top five before), but I was one more bike on the grid, and added some interest to the class. You’ve also eliminated those folks who ran two-valve Twins like 900 Ducatis (including Squalos, Bimotas), who use light weight (approximately 320 pounds) to try to overcome sub-100 horsepower. Not to mention the SV650s, Honda Hawks, etc. etc. Did you really mean to do this? "Aside from narrowing the field down to two motorcycles, the 380-pound weight limit really doesn’t impact the majority of the riders on the 748. Other than a few of the class leaders, you’d be hard-pressed to find too many 748s that are under 380 pounds. It takes a boatload of carbon-fiber, magnesium and money to get a 748 below that. "I realize the AMA takes heat no matter what they do," continued Hatten. "Hell, I worked for Pro Racing way back when, so I know what it’s like from both sides of the table. But it’s decisions like this, that appear to be not-too-well-thought-out and made without perhaps fully realizing the ramifications, that make me join the rest of the people out there who scratch their heads and say, ‘What the hell was the AMA thinking?’" In responding to racer inquiries, AMA Pro Racing Director of Competition Merrill Vanderslice admitted that "since the inclusion of the Ducati 748, Pro Thunder has certainly suffered competition-wise. These new regulations are aimed at pulling some of that back and keeping this class viable. We believe that the weight requirement is an achievable minimum for the motorcycles that are truly competitive…It is our opinion that the SV650 is much more limited by its displacement than by this weight requirement. A change was clearly needed to help level the playing field and keep this class viable. One can never be sure that an overall weight requirement is the answer, but it has worked for us in Superbike and Formula Xtreme." In his specific message to Hatten, Vanderslice stated that he really didn’t think "the rest of the people out there" are scratching their heads and wondering "what the hell was the AMA thinking", and that he thought Hatten could join that small group or Hatten could look at the big picture and realize that the days of Pro Thunder are limited if there isn’t more multi-brand competition up at the front of the class. Vanderslice’s reply made Hatten wonder: "Considering that a total of three non-Ducatis made it to the podium (two thirds and one second) in Pro Thunder in 2000…why it took until November 28 before this decision was made. If it wasn’t obvious at the end of 1999 that the 748/800 was the bike in the class, shouldn’t have the light gone on sometime during the 2000 season?" Hatten continued, "If the AMA doesn’t think another season of one-brand competition is going to be healthy for this class, how in the world will a 380-pound weight limit, which will basically eliminate any bike other than the 748 and the few Buells that show up, do anything but ensure Pro Thunder is a one-bike class? You’ve basically eliminated all the other bikes, and you certainly aren’t going to find people jumping ship from Ducati to Buell. Vanderslice said if they don’t get some close competition up at the front with more than one brand in this class, its days are probably numbered," wrote Hatten. "Seems like they’ve created a self-fulfilling prophesy to me. BTW, after cooling down (barely) regarding the short-notice displacement and weight changes, I recently learned they’ve dropped Pro Thunder at the three most popular AMA weekends—Mid-Ohio, Road America and Road Atlanta. How did I discover this? From the AMA website? A Pro Bulletin sent to license holders? Nope. As always, they sent a season entry form with the new year’s license package. Careful inspection of the 10-point type on the entry form showed there was no ‘PT’ box to check for those three races. Sigh." The effective date of a new AMA rule banning the use of hydraulic, pneumatic and electric quick-lift devices in pit stops during AMA Superbike races has been postponed until 2002. In a December 29 e-mail responding to a question from Roadracing World, AMA Road Race Manager Ron Barrick wrote "The Pro Racing Board decided that the implementation of the rule regarding powered stands be delayed until the 2002 season due to the fact that some teams had started preparing equipment for 2001 with the 2000 rule in mind." The reversal of the powered-lift rule apparently came about because members of the AMA Pro Racing Board of Directors listened to complaints from factory Superbike teams. No word if the same reasoning will be applied to the rule change limiting Pro Thunder displacement to 800cc instead of 750cc. In off-the-record communication with Roadracing World, several members of the AMA Pro Racing Board of Directors have mentioned planned revisions in AMA rule-making procedures, including timely notice and an opportunity for participants to comment before rules are approved and finalized. But AMA Pro Racing has not made any official, public announcement of any such revisions, which are strongly opposed by AMA Pro Racing staffers, who claim that all the required input can be had from the Road Racing Advisory Board. Critics point out that the Road Racing Advisory Board is hand-picked by AMA Pro racing staffers and is non-representative of the paddock at large, with several groups of what AMA Pro Racing likes to call "stakeholders" being ignored in favor of members affiliated with factory Superbike teams. Nevertheless, AMA Pro Racing staffers have denied culpability in the late announcement of rule changes that have enraged Pro Thunder competitors. Speaking on condition of anonymity, a high-ranking AMA Pro Racing official placed the blame for the late rule changes squarely on the shoulders of the AMA Pro Racing Board of Directors. According to the official, the recently announced changes in Pro Thunder displacement and weight rules were presented to the directors mid-year but were not acted upon until late last fall. "They hire us to do a job, and then they don’t let us do what we want to do. They second-guess everything we say and do, and they don’t know what they’re talking about," said the official. "Then when the •••• hits the fan, we get blamed and people say we’re not professional. It’s not us, it’s these guys on the board of directors who don’t know anything about racing." A member of the AMA Pro Racing Board of Directors reached by Roadracing World and asked about the charges declined to comment on the record. Criticism of AMA rules and rules enforcement isn’t limited to Pro Thunder competitors. Attack Performance Racing owner Richard Stanboli told Roadracing World that an AMA ruling on what constitutes a legal Formula Xtreme bike is vague and confusing, and allows the type of subjective enforcement that is typical of AMA Pro Racing. A new rule for 2001 requires that at least 50 percent of the frame of an eligible machine be used, but the rule doesn’t define how "50 percent" is measured. "I asked for clarification on the new rule," Stanboli said. "Is that volume, mass, weight, length, surface area? They didn’t really clarify it as much as I would’ve liked. " Instead, Stanboli said, AMA officials told him that the Yamaha YZF-R1/R7 hybrid he built for the 2000 season and is now trying to sell would be legal even though Stanboli admits that it has nowhere near 50 percent of the original YZF-R1 frame by any possible definition. According to Stanboli, the AMA men said that they just needed to see 50 percent of the original frame to determine that it is from the original, eligible motorcycle. "This class was designed to be an unlimited class with unlimited modifications," said Stanboli. "It’s based around the fact that you could run a big engine in a small chassis like the old 7/11 Suzukis. We went after that class with the same intention. Now they’ve muddied up the water even more. Now that all of the major motorcycle manufacturers have 1000-based motorcycles that are competitive, the AMA can go one of two ways. They can say screw it and say that they all have to be 1000-spec motorcycles and have Superbike-type frame rules that say that you can add bracing but can’t remove. Or they can say, I don’t care if you build a prototype chassis as long as the engine comes out of a bike that is a legitimate streetbike. But they just said that they need to see 50 percent, which makes it real subjective. Either the rules are made to give those guys a lot of discretion, or they didn’t think it through." | ||
| Xlwp |
All, Please help. Can someone tell me where I can get the belly pan/undertray that I have seen on "Lightning Series" Bikes. Thanks PB | ||
| Chuck |
Try Air-Tech or some other race body supplier. The magazine Roadracing World should have a complete listing of suppliers in their advertiser's index. If nothing else, give the editor, John Ulrich a call. He is very resourceful. | ||
| Xlwp |
Thanks Chuck PB | ||
| Jimh |
The belly pan comes direct from Buell. Call and ask for Henry Duga. Jim | ||
| Ralph |
Can someone help me out with how to get started in racing. I'm just wanting to get some learning in without having to go to Kaliforia. I guess my big crime is not living on a coast. bighairyralph | ||
| Mikej |
Ralph, Step 1. get bit with racin' bug. Step 2. buy books and video to feed racing bug. Step 2a. Keith Code's books and video, and a few other books and videos. A Twist of the Wrist, A Twist of the Wrist II, Soft Science of Road Racing Motorcycles , Sportbiking: The Real World , Sportbike Performance Handbook Step 3. locate available tracks within your comfortable commute zone. I call it a commute zone because you'll be spending so much time traveling to and from the track it will seem like a second job at times, only funner. Step 4. get a bike and start prepping it for track use. Suspension, engine, gearbox, tires, spare wheels, basically depending on how serious you are you may end up with enough spare parts to build a complete bike from scratch, but don't do that or you need double the spare parts, then will build two more bikes, then 4 times, then build 4 more, then 8 times, then...... Step 5. try to find a regional track day or class. Learning Curves, Motorcycle On-line Learn to Race Step 6. determine if you want to stay in a weekend warrior amateur classification, or if you want to get more serious and licensed to race. Step 7. say goodbye to most of your family and friends, tell them you'll see them in a few months to a few years, and then go racin'. I decided a long time ago that I enjoyed riding too much to get too serious about it. Enjoy. | ||
| Ralph |
Mikej, I guess I wasn't clear. What I need is help with Steps 3 and 5. Heartland Park in Topeka, KS is the closest track but I need more information on clubs that use that track and schools that visit it. Heartland Park itself is virtually unable to help me. I'm sure if I had the money to rent the track for a weekend for myself the situation would be different. I need information on clubs and the tracks they use. In the middle of 'merica prefered. I ain't hauling my bike to Willow for the weekend. bighairyralph | ||
| Chuck |
Ralph, try WERA | ||
| Tripper |
Ralph; Heartland Park has no Bike Road Racing that I can see after visiting their web site. Pridmores school is making a 2 day visit this year. That definately would be worth the drive down. | ||
| Jimh |
Ralph, check out CCS's site http://www.formulausa.com/ccs/index.cfm The midwest region will be at Heartland Park June 16-17th. See you there!!!! Jim CCS #944 | ||
| Ralph |
Chuck, I checked out WERA a few months ago. Just plain to far away. Thanks. Wish I weren't in the middle of nowhere. Jim, got SFX's number from Heartland. Didn't have the web site. Thanks. bighairyralph | ||
| Ralph |
Trip, I checked Pridmores CLASS schedule and they don't mention visiting the area. Do you know something they aren't mentioning? I'd go in a heart beat. Oh, by the way Jim, you may very well see me there. Looking forward to it. bighairyralph | ||
| Tripper |
I don't know Ralph, it was on the schedule a few days ago and is gone now. Also the CCS date noted above is not reflected on the Heartland Park schedule. Things may be in flux with new managemant at the track so check back often. Here is the tracks website. Heartland Park Australian GP is live on Speedvision, gotta go. | ||
| S2no1 |
BHR, Don't forget that Hallett is just another skip from Heartland. This is the website. http://www.hallettracing.com/ Arvel | ||
| Tripper |
BHR: It is young Jason Pridmores STAR Motorcycle school that is coming to Topeka. Check here for the schedule |
