From a press release issued by SPEED Channel:

2 wheel tuesday host experiences “ride of his life”

Speed channel’s greg white takes flight in f-16 fighter jet

Greg White, host of SPEED Channel’s 2 Wheel Tuesday, experienced the ride of his life last week as he took flight with the 178th Fighter Wing at the Air National Guard Base in Springfield, Ohio. White was in the air for nearly two hours, taking part in six air-to-air combat training simulations.

“The coolest thing about going up in the F-16 was the fact that it was not your typical civilian ride,” White said. “We actually went up and got to dog fight with two other F-16s. We flew to the 178th Fighter Wing practice area and got to experience a total of six head-on engagements — and we were the target! The only problem was, when we started a 6-G turn, there was no warning!”

White’s experience will be shown in a multi-part feature beginning Aug. 3 at 8 pm ET on SPEED Channel’s 2 Wheel Tuesday.

“…there is a certain thrill when you go out and carve things,” said Maj. Zane Brown, an instructor pilot who goes by the call sign ‘Insane.’ “So, when you’re not doing 500 knots at 100 feet, it’s nice to do 100 knots at five feet — that way, it is some of the same thrill.”

First deployed in 1979, the F-16 reaches a speed of Mach 2, equivalent to twice the speed of sound. With a flight range of more than 2,000 nautical miles, the jet costs more than $26 million.

“The ride was one of the coolest things I have ever done in my life,” White said. “Maj. Bernie Willis, an F-16 Flight Instructor for the Ohio Air National Guard, contacted me about a year ago. When we got close to Mid-Ohio for the AMA Superbike Series we started to talk about doing this ride. It was great to see how things panned out and the fact that we (2 Wheel Tuesday) got to experience what it’s like to take a ride in one of the fastest and most agile aircraft in the world — it was unforgettable. The fact that it is all on tape and will air this week is even better.

“Since the ride, I’ve found out just how many people want to go up in a fighter jet,” White added. “I have had a ton of people tell me how jealous they are. I graduated college from Embry-Riddle Aeronautical University and I can tell you, the jealously stretches from the motorcycle racing world to all my college buddies who went on to become commercial pilots.”

The experience also gave White a new appreciation for the Air National Guard and a connection between the world of motorcycle racing and the world of the fighter pilot.

“In addition to the actual flight in the F-16, we got to sit down with one student pilot, three flight instructors and one ex-fighter pilot to discuss the mentality of a fighter pilot vs. a motorcycle enthusiast,” White said. “It is truly amazing how similar a fighter pilot and a professional motorcycle racer think. That is one feature on 2 Wheel Tuesday that will be both entertaining and open up some eyes into the psyche of fighter pilots. This week we are going to have a great show!”

In 2004, SPEED Channel is the exclusive U.S. cable home for many of the top motor sports series in the world. In addition, SPEED’s weekly programming schedule brings car enthusiast television to Prime Time Monday through Thursday. Now available in more than 67 million homes in North America, SPEED Channel is among the fastest growing sports cable networks in the country and the home to NASCAR TV.

Copyright 2004, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

WOW! What a great idea! A one bike Pro National Cup series that produces close racing and anyone has a chance of winning. Do the Italians know something that we don’t?

I have stated in the past that the AMA needs an entry level class that can allow youngsters to hone their skills, learn national tracks, and race against veterans as well as introduce them to the American racing fan. It would have been better as a 125cc Grand Prix class, but that is a moot point and sore subject with this author.

I propose that the AMA eliminate one of the four classes that currently exist and replace with a single brand style cup race with a spec tire. The three other classes should be tiered so times reflect a stepping stone up to the premier class. It still amazes that Supersport bikes go as fast as the modified bikes.

Each motorcycle and tire manufacturer would have the opportunity to bid on a three-year contract to run their cup race with the AMA Chevy Superbike Series. The winning bidder is chosen obviously by which one offers the best deal for the RIDERS!

The market value of a televised race series is worth millions to a manufacturer. So much so that a manufacturer could provide all the race bikes. This would be much like Yamaha did in England with the RZ cup where all the bikes were identically prepared. The riders each pulled a key out a hat to determine which bike they raced. The action was intense and anyone could win.

Let the bidding begin and the best manufacturer win.

The question is, which class to get rid of?

Marcello del Giudice
Las Vegas, Nevada


See related post:

7/29/2004 California Superbike School Instructor To Race In Italian CBR Cup

Copyright 2004, Roadracing World Publishing, Inc.

Friday’s World Superbike Qualifying Results From Brands Hatch:

1. Pierfrancesco Chili, Ducati 998RS, 1:27.990
2. Gianluca Nannelli, Ducati 998RS, 1:28.246
3. Noriyuki Haga, Ducati 999RS, 1:28.425
4. Marco Borciani, Ducati 999RS, 1:28.518
5. Lucio Pedercini, Ducati 998RS, 1:28.525
6. Regis Laconi, Ducati 999F04, 1:28.726
7. Leon Haslam, Ducati 999RS, 1:28.734
8. Troy Corser, Foggy Petronas FP1, 1:28.795
9. Chris Vermeulen, Honda CBR1000RR, 1:28.869
10. Giovanni Bussei, Ducati 998RS, 1:28.978
11. Sebastien Gimbert, Yamaha YZF-R1, 1:29.132
12. Steve Martin, Ducati 999RS, 1:29.175
13. Mauro Sanchini, Kawasaki ZX-10R, 1:29.228
14. Chris Walker, Foggy Petronas FP1, 1:29.301
15. James Toseland, Ducati 999F04, 1:29.430
16. James Ellison, Yamaha YZF-R1, 1:29.704
17. Piergiorgio Bontempi, Suzuki GSX-R1000, 1:29.795
18. Garry McCoy, Ducati 999RS, 1:29.849
19. Ivan Clementi, Kawasaki ZX-10R, 1:29.880
20. Craig Coxhell, Honda CBR1000RR, 1:30.087


More, from a press release issued by Foggy Petronas Racing:

Satisfactory start for FPR at Brands

Foggy PETRONAS Racing riders Troy Corser and Chris Walker both expressed satisfaction with their initial progress on the opening day of the eighth round of the Superbike World Championship at Brands Hatch today.

Troy finished the day eighth fastest with a time of 1:28.795 while local hero Chris was 14th with a time of 1:29.301. While golden oldie Frankie Chili set a blistering pace of 1:27.990 under the hot Kent sunshine, both FPR men were pleased with the performance of the FP1 on Pirelli race rubber.

Troy said: “I am reasonably happy to be that close on the first day – only a few tenths off third. I feel good on the bike, which is handling well and the mapping has improved the roll-on and roll-off connection of the throttle. We are just losing little bits of time on the straights. But I still think we can pick up a tenth here and there and I am pretty confident I can get into the low 28s tomorrow. We are going in the right direction with race tyres even though it was probably the hottest track temperature we’ve had at 47 degrees. I tried a qualifier but only went a tenth quicker. The grip was better and, now that I have got the feel for it, I know I can go quicker on it tomorrow. I have also been going from one bike to the other, testing out the new clutch. But I have got used to the old clutch so, while the new one feels different, I’m not yet sure if it is better yet.”

Chris said: “All in all it was a good day. I’m `smashed’ to be down in 14th but I have been running seventh or eighth all day on race tyres and that is good news. The settings were good straight out of the box and the bike was running well and working well. There are a couple of places on the track where the bike is a little down on power so I just need to let the brakes off a bit more in a couple of the faster corners! I didn’t get a good time on my first lap on the qualifier so went for it on the second. When I went through the dip at Dingle Dell the hugger hit the exhaust, broke off and sliced the tyre, so I wasn’t able to go any quicker on that lap. We changed the fork settings in the morning and the improvement was like night and day. Apart from that we have just been working through rear tyres and tweaking the suspension here and there.”


More, from a press release issued by FGSport Group:

FRIDAY QUALIFYING

CHILI THE EARLY CONQUEROR AT BRANDS HATCH

FRANKIE GOES TO PADDOCK WOOD: Pierfrancesco Chili (PSG-1 Ducati 998) slotted his 998RS/999 hybrid machine into the provisional pole position spot with a best first day lap of the 4.197km Brands Hatch circuit. The 40-year-old Italian’s prowess was closely contested by a whole field full of competitive runners, but his experience as a former Brands Hatch winner proved to be the difference on day one as he set a best of 1:27.990.

PRIVATE PACE: Gianluca Nannelli (Pedercini Ducati) was a surprise second fastest on day one, his performance particularly impressive as he is running a 998RS Ducati, not one of the more powerful big bore Ducati machines which now pack the SBK grid. The 30-year-old Italian has had some impressive rides in his rookie season in SBK, after and up and down career in Supersport. A good day for the Pedercini team saw team principle Lucio Pedercini qualify fifth, ahead of both factory Ducati machines.

BORCIANI BOOST: With only ten minutes of qualifying left the name of Marco Borciani stood proudly at the top of the time sheets, the DFX Ducati 999RS rider proving to be a potent threat once more after only one day of track time. His fourth overall is still a more than creditable position, with his double Superpole winning team-mate Steve Martin down in 12th.

NORIYUKI NOW: Noriyuki Haga (Renegade Ducati 999RS) slipped himself into the top three places after a late charge through the order on his locally entered Ducati. His team, sporting a new pit backdrop from sponsors Koji, also had Leon Haslam in the upper echelons, seventh overall with a time of 1:18.734, 0.744 seconds from provisional pole.

DUCATIS DUKE IT OUT: Regis Laconi (Ducati Fila 999F04) was the best of the works Ducati riders, but he struggled to cope with the privateer onslaught on day one, riding his fast but fickle Ducati Fila machine into sixth place on the time sheets. James Toseland (Ducati Fila 999F04) his team-mate, suffered more set-up woes as he qualified only 15th, 1.440 seconds from Chili and in 15th place.

THREE OVER FOUR: Troy Corser (Petronas FP-1) used a revamped engine and mapping specification to take the last spot on the overnight second row, his eighth place fully six places ahead of his team-mate Chris Walker. Brands was always going to be a challenge for the riders of the 900cc Petronas triple, but Corser at least was in less trouble than double SBK race winner from the previous round, Chris Vermeulen, who spend most of his two hours of practice trying to find a workable set-up for his Ten Kate Honda CBR1000RR. Nonetheless, Vermeulen was the fastest of the four-cylinder riders, on a track that clearly favoured the booming twins in the early stages. Top Yamaha R1 rider proved to be wild card entrant Sebastien Gimbert (Yamaha France), in 11th place.

TIME WARP: Garry McCoy (Xerox Ducati 999RS) had a tough introduction to Brands Hatch, completing day one in 18th place on his Ducati 999RS, with a total of 25 riders taking part in the first day of action.

SUPERSPORT: An exciting first qualifying session, held on idyllic conditions, delivered Ten Kate Honda rider and championship leader Karl Muggeridge to the top of the provisional qualifying order. His best time of 1:29.200 was 0.354 seconds ahead of second quickest rider Fabien Foret (Yamaha Belgarda, and 0.425 better than third place man Kevin Curtain (Yamaha Motor Deutschland). The Yamaha/Honda wars in the early stages were added to by fourth and fifth place men Sebastien Charpentier (Klaffi Honda) and Muggeridge’s team-mate Broc Parkes.

Final qualifying for each class takes place on Saturday 31 July.


More, from a press release issued by Troy Corser’s publicist:

SECOND ROW FOR TROY ON OPENING DAY

Troy finished the first day of qualifying at Brands Hatch, with the eighth fastest time and a place on the second row of the provisional grid. Troy was happy enough with the work done today and is optimistic of further improvements in tomorrow’s two sessions and Superpole.

Provisional pole was set today by veteran Frankie Chili (Ducati) who posted a lap of 1:27.990, two tenths quicker then his nearest rival Gianluca Nannelli (Ducati). Third fastest today is Noriyuki Haga (Ducati), with Marco Borciani (Ducati) completing an unfamiliar-looking front row of the grid.

TROY – 8th, 1:28.795
I’m reasonably happy with today and second row is fine at this stage. Also, I’m only a few tenths off third place, so I know there’s more to come from me and the bike. The bike feels good and the engine feels nice and clean and the throttle response feels better. The mapping has been improved and really the only thing we are missing out on is that acceleration and quickness getting to top speed. Today I spent quite a bit of time trying out the new clutch. I think it is better, but I’m not sure yet. It’s probably because I’m so used to the feel of the old clutch, and this feels quite a bit different. The ‘slipper’ part feels different to what I have been used to. Really, I’m not sure yet, which I will use. The track felt a bit greasy today, but now that one day has gone, quite a bit of rubber has been put down and tomorrow should be better. I am confident that I can pick up a few tenths here and there and get into the low 1:28s tomorrow.


More, from a press release issued by Ducati Corse:

STEADY START FOR DUCATI FILA DUO IN BRANDS OPENING SESSION

Brands Hatch (UK), 30 July 2004: The Ducati Fila pairing of Regis Laconi and James Toseland got off to a steady start in the first qualifying session for round 8 of the World Superbike championship with sixth and fifteenth quickest times around the 4.197 km Brands Hatch circuit.

Despite setting only sixth quickest time, Laconi used the one-hour session to good effect and was confident with both the set-up of his 999 F04 and his choice of tyre for the race.

“I’m feeling quite confident, we were working well in qualifying and I was only using one tyre, because I was happy with that one. I did 23 laps with it and it performed well” declared Regis. “We also tried something on the rear shock and it was a bit better and I think we can improve tomorrow. The bike is handling well all the way round the circuit, but in the second split I’m losing a bit of time. I know why and I know where because I need more traction when opening the gas but I am feel sure we can find something extra for tomorrow.”

Championship leader Toseland was disappointed with his Friday qualifying performance, but is confident he and his Ducati Fila team will sort things out for tomorrow.

“Today was a bit frustrating really, we’ve just got to get the bike handling better, that’s all” commented James. “The bike doesn’t really feel comfortable, the rear is skating going in and coming into the faster corners the front is diving. We just need to find a better set-up. I don’t even feel fast, I felt like I was four seconds off the pace, instead it was just one-and-a-half!. We’ve tried some things that have given no improvement so we need to find a better solution for tomorrow.”


More, from a press release issued by Xerox Ducati Nortel Networks – Scuderia Caracchi:

Unsatisfactory the debut day for the team at Brands Hatch

Black debut day today for the team Xerox Ducati Nortel Networks in the eight round of the World Superbike championship around the 4197 meter Brands Hatch circuit, in the East surrounds of London. Garry McCoy, at his absolute debut on this track, set only 18th quickest time in the first qualifying session in the afternoon, after a day full spent to learn a totally unknown and very difficult track and used to find the best setting for his 999RS Xerox Ducati Nortel Networks.

“I didn’t know Brands Hatch at all.” – commented Garry McCoy at the end of the day. “It’s actually a very difficult and demanding track and I’m spending more as my used time to understand it. I’m not happy at all for my result today. There are several blind corner and, while in some part of the circuit I’m fast like the top, as in the second split time for example, some other part, as in the final and the first one, just behind the finish line, I’m not able to manage at the best. We’ve got a few things to try out tomorrow with the suspensions setting, so I’m sure we’ll be much further up the timesheets at the end of the qualifying, I know that this isn’t our true position se tomorrow I’ll make a big effort to improve, it has to be better.”

Worst situation for Miguel Praia, with a couple of broken engines, just returning from the technical revision, in the day and with any qualifying time from the timekeepers.

“A terrible day.” – spoke frankly Miguel at the end of the practice. “Just on this track totally unknown for me and where I have to practice for long time I broke an engine after four laps in the morning session, and during the qualifying session I broke the engine just during the first lap, so the timekeeping service didn’t record any qualifying lap time. And you have to know that they were two engines just returned from the technical revision, just the same that happened in America.”

Copyright 2004, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

The best noise I have ever heard was a Honda 250 six ridden by Mike Hailwood during a demonstration in front of 100,000 car fans at a South African F1 Grand Prix event back in the early 1970s. To see all 100,000 people stand and cheer as the lone Honda raced around the track was unbelievable and the sound was incredible.

Yes, bikes can make great noises.

But too much noise will kill racing.

Unfortunately virtually every track in the USA and Canada is facing ever-increasing activist attention to the noises coming from their car and motorcycle events with the results that more and more are being forced to apply sound controls. It is highly probable that some will eventually be forced to cease operations unless they find ways to contain sound effectively.

The reality is that, no matter how much we, the enthusiasts, understand the emotional value that race vehicle noise adds to our enjoyment of our sport, the same does not apply to the vast majority of neighbors of race facilities around the nation.

The reality too, is that there is an ever increasing tendancy for persons who do not appreciate our sport to resort to more and more effective activist methods in their attempts to not just remove the “noise” but to eliminate entirely what they percieve to be the nusiance and other negative impacts of race tracks in their communities. The Internet has become a major weapon used by such groups who no longer restrict themselves to fighting their local tracks but who now offer assistance and advice to groups all over the country.

The consequence is that noise is becoming the biggest single factor in preventing or limiting the growth of new facilities and slowing or stopping the ongoing development of existing facilities in the USA and Canada and will have a huge future effect on limiting use at existing tracks in the future.

For this reason I was saddened to hear of the experiment to run open pipes at Moroso. Not because I do not understand the value to the fans but because of the negative implications and the message being sent by this action. A potentially fatal step if followed by other groups at other tracks.

I speak with some level of authority.

At any one time, over the past six or more years, I have been involved in the development or potential development of between 10 and 15 tracks at any one time, most of which have not resulted in completed facilities (which have averaged around two per year over past seasons). A very significant reason for these many proposals going away has been the opposition raised by noise activists or by the potential for such activism.

It is pointless to note that the real impact of noise is far less than that suggested by activists or that the perception of noise pollution is far worse than reality. It does not matter than many tracks live comfortably with their neighbors or that many neighbors have moved close to existing tracks, knowing that noise was present and now fight to control that same noise. It does not matter that tracks provide great economic benefits to an area as well as valuable recreation, safety and other factors.

All that matters is reality and the reality is that, in this day and age, our sport and industry is coming under greater and greater pressure from community groups, activists, environmental agencies and their activist groups, social engineers, the media and other pressure groups and that we will eventually have to find effective ways of lowering the end sound emitted by racing cars and motorcycles.(Noise is just one activist’s issue. Freedom to ride on open lands, or in closed communities and freedom to chose whether to wear helmets are all examples of other activism that has or will result in ever more stringent controls being placed on motorcycle recreation and sport).

I am not calling for immediate, drastic action but offer what is more a heads-up awareness comment that the industry and its participants and fans are going to have to begin the process of establishing an orderly and controlled reduction of noise at our events at some time in the near future.

If we do not do it, noise controls will be forced on us.

Many tracks are already required by local authorities to apply their own limits, even tracks as well established and as valuable to their communities as Laguna Seca. More tracks will inevitably be required to apply limits by their community agencies, counties, cities or town planning commissions. Every single new track has to face ever more stringent noise ordinances as part of their permitting procecedures.

The problem with this is not just that riders and drivers will have to comply if they want to race on these tracks, the noise standards will vary from track to track making it very difficult and expensive for competitors to comply with varying standards and sound testing procedures around the country.

The answer has to be for the race industry, the sanctioning bodies and clubs to work together to develop a common noise standard that will be acceptable to competitors and communities alike, which can then be used as the basis for future court rulings (which are inevitable) and community standards. Far better for the noise limits to be established by the industry than have it rammed down our throats at unacceptable levels.

And believe me, some of the levels that I have seen proposed by community groups are drastic in the extreme!

Unfortunately, the answer to noise control cannot come from the tracks themselves. It is almost impossible to retro fit effective noise barriers to existing tracks because of the inefficiency of even the best existing systems and because of their extremely high costs. For example a 16-feet-high earth wall of around 1000 feet can cost more than $90,000 to install using basic dirt, will have limited effect and may not be considered acceptable by uncooperative community engineers. More expensive professionally installed sound control walls will run as much as $500 per foot, so a 1000-feet wall could cost nearly a million dollars and may still not eliminate problems with aggressive anti-noise activists.

No track in the USA can afford costs such as these, given the the long distances typically needing to be covered, so they would have to increase track use fees considerably. Consequently the cost would be far better shared by the thousands of users on a one time, relatively small expenditure per user basis.

Activists are getting increasingly into monitoring sound themselves (thanks to easily available noise meters) and even if these are typically very inaccurate all it takes sometimes is a single example of excessive noise to trigger action by community noise enforcement authorities that can result in large fines or immediate closure of an activity on the track. So a single car or motorcycle that does nopt comply with track limits can lead to major problems. It’s getting that critical in places and can only get worse.

There are many issues involved in noise that will and are being faced by track owners today. They include obtaining and retaining permission to operate; legal and engineering costs; increasing limitations on the number and size of events; limitations on use days, even the possible limitation of the number of users on a track at a given time. They make it extremely difficult to improve facilities, because any approach for construction permits for such things as track additions, extensions and even safety modifications can bring with the permits a conditional requirement to reduce noise at the facility. These are real issues being faced every day right now by many facilities and this is only the beginning of years of future fighting to maintain the use freedoms we have enjoyed in the past. Any trend to increase noise will have major negative implications and will make it more and more difficult to win these battles.

Yes, we all like the sound of racing engines, just as we like watching World War Two fighter aircraft but we live in the 21st Century now and noise is something that is no longer acceptable to the communities in which we have to live
and operate.

I know that my comments will likely result in round condemnation from many motorcycle and car racers and enthiusiasts but I have witnessed at first hand many instances of anti-noise activism and have come to recognize that this is an increasingly powerful and energetic source of anti-motorsport activity that has the potential to severely impact our sport.

Note for example that Arizona Motorsports Park was closed down by activists who started working together using noise as an issue, and who, when the noise issue was invalidated by scientific tests continued to work together to find other ways to close the new facility. And they succeeded.

Alan Wilson
Castle Rock, Colorado


See related post:

7/28/2004 CCS Florida Experimenting With Unmuffled Racebikes

From a press release issued by Kawasaki, which seems to contradict various Internet rumors:

JAMES STEWART AND KAWASAKI SIGN AGREEMENT

Team Chevy Trucks Kawasaki Racer Signs through 2006

IRVINE, Calif.— James Stewart, the young supercross-motocross phenom from Florida, today signed a two-year agreement to continue with the Kawasaki motorcycles that have taken him to multiple national championships, at both the youth and professional levels. The announcement was made at Kawasaki Motors Corp., U.S.A. (KMC) headquarters by Bruce Stjernstrom, director, professional racing.



“James has been part of the Kawasaki family since he began under the Team Green™ banner,” said Stjernstrom. “We agreed quite a while ago that Kawasaki was the best fit for James going forward,” continued Stjernstrom.

Stewart, 18, is considered by many to be the most talented young professional to slip into racing gear for the now burgeoning sport that draws tremendous stadium crowds as well as attracting an expanding national television schedule. His recent 125 Eastern Region AMA THQ Supercross Series title was just one among many that the affable racer has won since beginning his on-track career at the age of four. The Haines City, Fla., resident signed his first contract with Kawasaki in 1993, when he was seven years old, and he will soon pass all of the sport’s other 125 class competitors in total victories, all while riding his Kawasaki KX125.

According to Stjernstrom, Stewart will race 250 class motorcycles in both the 2005 AMA Chevrolet Motocross Championship and in the stadium-based AMA THQ Supercross Series.

Stewart said “Kawasaki has been like home for me since my early days as a Team Green rider. They have a bike that I’m really comfortable with and that will be a really big advantage as I make the step up to the 250 class.”

“I feel like I have some unfinished business here with Kawasaki. Everyone knows that the 250s are the big leagues of our sport and I’m looking forward to the challenge of winning at the next level,” Stewart concluded.

“The talent exhibited by James over the past several years is indicative of the type of positive influence he brings to everyone associated with him, and it also is a solid indicator of what the future holds for him, and Kawasaki,” said Stjernstrom.

Kawasaki Motors Corp., U.S.A., (KMC) markets and sells at wholesale Kawasaki motorcycles, ATVs, personal watercraft, utility vehicles, power products and general-purpose engines. These product lines are sold through a network of more than 1,500 independent retailers. KMC and its affiliates employ nearly 2,400 people in the United States, with approximately 400 of them located at the Irvine, California headquarters.

Kawasaki’s tagline, “Let the good times roll™”, is recognized worldwide and the brand is aggressively carrying its heritage of power, performance, leading-edge design and exhilaration into the 21st century. Information about Kawasaki’s complete line of recreational products and Kawasaki affiliates can be found at www.Kawasaki.com.

Copyright 2004, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

I was there the day John Glover cut that deer in half (at Sears Point). I was also there the next race weekend. First lap of the first race after lunch I was in 4th place going around Turn 2 at the top of the hill when I saw a deer leap OVER the leader three places ahead of me. I was real worried he had a buddy that was going to try to jump over me. Fortunately the deer was flying solo that day.

Seems several deer lived in the extensive bushes near the water treatment pond. They spread Puma pee around the track perimeter after that. Didn’t have much effect, though, since the deer were already living inside the track. The deer finally stopped being a problem after the bushes they lived in were cut down. Remove the habitat to remove the critters. Nothing else works.

Robert Baldwin
AFM #47-retired
Sebastopol, California



FIRST PERSON/OPINION

Via e-mail:

I recently saw on the Food Network that deer cannot stand the herb rosemary. According to the show host, they will not even attempt to pass through it. I’m not sure if it would work in West Virginia’s climate but you never know.

Eric Robinson
Natrona Heights, Pennsylvania


See related posts:

7/30/2004 Another Deer Story, From Blackhawk Farms

7/30/2004 More On Hitting Deer At Summit Point…And A Possible Remedy

7/29/2004 Motorcycle Racer Hit A Deer At Summit Point In April

7/28/2004 Kart Racer Killed In Collision With Deer At Summit Point Raceway

Copyright 2004, Roadracing World Publishing, Inc.

According to news reports in England, Kawasaki is recalling the ZX-10R to replace possibly defective front wheels.

Read about here:

http://www.motorcyclenews.com/nav?page=motorcyclenews.articles.articleCategory.article&resourceId=1105680&articleCategory=NEWS_NEW-BIKES

Copyright 2004, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

With regards to hitting deer at Summit Point: I’m not sure of the exact year – just know that it was in the mid-to-late 1990s. During either one of the WERA or CCS races a member of Duc Pond Racing hit a deer on the front straight of Summit Point raceway. I believe it was at the start of the front straight, coming out of turn 10.

Natasha Louis
New Castle, Delaware
www.yorclub.com


FIRST PERSON/OPINION

Via e-mail:

I am by no means an expert on deer but have heard of a solution that people here in the PacNW use to keep deer out of their yards. They purchase coyote or wolf urine (not sure how or from whom) and make a perimeter of it around their yard to keep them out. I’m not sure if it would work around such a large area as Summit Point, but maybe it hasn’t been thought of yet and is worth trying.

Tyson Silva
OMRRA #199
Lake Oswego, Oregon



AFM used a similar solution in the 1980s–spreading mountain lion urine–after John Glover cut a deer in half with his TZ250 at Sears Point Raceway. A possible source for the stuff is http://www.predatorpee.com/…Editor

Copyright 2004, Roadracing World Publishing, Inc.

Friday Morning World Superbike Practice Times From Brands Hatch:

1. Pierfrancesco Chili, Ducati 998RS, 1:28.394
2. Noriyuki Haga, Ducati 999RS, 1:28.525
3. Regis Laconi, Ducati 999F04, 1:28.646
4. Leon Haslam, Ducati 999RS, 1:29.225
5. James Toseland, Ducati 999F04, 1:29.335
6. Marco Borciani, Ducati 999RS, 1:29.361
7. Chris Vermeulen, Honda CBR1000RR, 1:29.387
8. Troy Corser, Foggy Petronas FP1, 1:29.405
9. Craig Coxhell, Honda CBR1000RR, 1:29.457
10. Gianluca Nannelli, Ducati 998RS, 1:29.518
11. Steve Martin, Ducati 999RS, 1:29.538
12. Chris Walker, Foggy Petronas FP1, 1:29.729
13. Giovanni Bussei, Ducati 998RS, 1:30.009
14. Lucio Pedercini, Ducati 998RS, 1:30.438
15. Mauro Sanchini, Kawasaki ZX-10R, 1:30.488
16. Ivan Clementi, Kawasaki ZX-10R, 1:30.636 17. Piergiorgio Bontempi, Suzuki GSX-R1000, 1:30.772
18. Sebastien Gimbert, Yamaha YZF-R1, 1:31.140
19. Alessio Velini, Yamaha YZF-R1, 1:31.314
20. Warwick Nowland, Suzuki GSX-R1000, 1:31.437
21. Garry McCoy, Ducati 999RS, 1:31.501

25. James Ellison, Yamaha YZF-R1, 1:32.930 (1 lap)

From a press release issued by Team Valvoline EMGO Suzuki:

Team Valvoline EMGO Suzuki’s Chris Peris will miss upcoming rounds of the Canadian Superbike Series and an August 10-12 Michelin tire test at VIR due to injuries sustained in a crash during practice at Mid-Ohio last weekend. Peris, 18, is from Calgary, Alberta, Canada.

According to his father, Fernando Peris, Chris Peris “has a third-degree tear of a ligament–just about disconnected–in his left ankle and a swollen thumb. The crash he had was worse than he thought. Hard to believe he was even able to ride. Basically, he has one good ligament on his ankle…”

Peris, who rode to a career-best 8th in the AMA Supersport National at Mid-Ohio after the crash, will be out of action for at least three weeks.