From a press release issued by Suzuki:

NO SEASIDE JAUNT FOR SUZUKI TEAMSTERS

MotoGP, Round 15, Australian GP, Phillip Island, Victoria – October 20, 2002:

TEAM Telefónica MoviStar Suzuki riders Kenny Roberts and Sete Gibernau go to Australia for the penultimate GP of the 2002 season with serious intent. Phillip Island’s clifftop location overlooking the Bass Strait may make it one of the most picturesque circuits of the year, but the scenery will just be something that flashes past at high speed.

At the front of the riders’ minds will be two other matters. The first, obviously, is to get the best possible result at a fast and rhythmic circuit that irons out machine differences and rewards smooth and creative riding skills – and where Kenny Roberts still holds the lap record.

The second is to continue the fruitful task of gathering data and experimenting with different technical solutions as the 990cc four-stroke prototype Suzuki GSV-R nears the end of its first race-development year.

Results have been improving significantly after the mid-point of the season, but the focus is less on this year than next. Senior factory race-department engineering staff, including the engine’s designer Kunio Arase, have been at the last two races at Motegi in Japan and Sepang in Malaysia, having face-to-face meetings with team engineers and riders as they finalise plans for next year’s Mk2 version, incorporating the fruits of the first year of public development of the all-new concept.

That doesn’t rule out another set of good top-10 or better results at the Australian circuit. The sweeping layout, with high-speed corners running one into the next, a minimum of hard braking, and a downhill straight approached from a set of fast corners, is a favourite with riders as well as fans – and the Suzuki pair are no exception.

The nature of the classic circuit, on an island south of Melbourne, often leads to very close racing, and last year’s last-ever 500cc two-stroke event was a vintage, with nine riders passing the chequered flag within little more than two seconds after jousting for almost the full distance. Gibernau was the last man in the group, after catching up from a poor start. Roberts also finished in the points, but out of touch after getting boxed in at the start, preventing him from repeating his runaway performance the year before.

This year, the Suzuki – youngest of the new-generation Japanese factory four-strokes – promises that the riders will again be able to run with the pack. The design is still undergoing development, against machines with a full 12 months or more of testing.

The smooth rhythm of Phillip Island might tip the balance in favour of Suzuki.


KENNY ROBERTS – A TRACK WHERE YOU CAN FLY
“Phillip Island is one of those tracks where if the bike is working well you can really fly, but little problems can cost you a lot of time. We’ll hope to avoid them, and our approach will be the same as at all these last races – to go there looking to improve the bike and give the engineers as much feedback as we can towards next year’s machine. We’re not just racing for this GP, but also for next year. It’s hard to say if the track will favour us or not.”


SETE GIBERNAU – BE REALISTIC, BUT BE HOPEFUL TOO
“We have to be realistic, the race could be hard. But I had a very good race there last year on the Suzuki, finishing less than three seconds behind the winner. I like the place, and I’m confident I’m capable of good results. This is a development year, and that is our real focus.”


KUNIO ARASE – ENGINE DESIGNER
“I have attended the last two GPs, and now I go back to Japan to continue working on next year’s machine. We’ve learned a lot from working with the riders and the team pit crews, and watching the other bikes, and I already have some good ideas. In fact, we’ve already started drawings for things that will improve the engine braking performance. We have some quite different solutions, but they are still secret for the present. We are confident of a big difference next year.”



RACE DATA
Phillip Island
Circuit Length: 2.764 miles / 4.448m.

Lap Record: 1:32.743 –107.282 mph / 172.654 km/h.
KENNY ROBERTS (Telefónica MoviStar SUZUKI,1999)

2001 Race Winner: Valentino Rossi (Honda)

2001 Race Distance: 27 laps, 74.624 miles / 120.096 km

2001 Race Average: 42:22.383 – 105.667 mph / 170.055 km/h

2001 Fastest Race Lap: 1:32.993 – 106.996mph / 172.194, Max Biaggi (Yamaha)

2001 Pole Position: M Biaggi, 1:31.984

2001 S Gibernau: Ninth, qualified fourth (Telefónica MoviStar SUZUKI)

2001 Kenny Roberts: 15th, qualified 12th (Telefónica MoviStar SUZUKI)

Copyright 2002, Roadracing World Publishing, Inc.

An e-mail from Australia, from Desiree Crossman, with John Hopkins:

Subject: G’day from Down Under!

Hello all,

Well, it’s been awhile since I’ve written because we have been traveling, and the line in my motel room doesn’t work so I’ve been running around trying to find a line to connect to. We arrived in Melbourne on Tuesday morning. From the airport, it was a two-hour ride to the Island. But we stopped to get something to eat at a small cafe in the country before getting to the Island. But we are here.

The area that we are in is nothing but country. It’s quite nice and it looks alot like the midwest with farms, cows, horses, etc….though they don’t speak with a western drawl. Melbourne looks alot like America and it’s nice to go to a country where they speak fluent English. In Malaysia, English is a second language there but here it’s a bit better. When we stopped in Singapore for our connection, they, too, speak English. BUT, they speak sssoooooooo fast that it would totally pass you that they are speaking English. They are probably the fastest English speakers I have ever encountered.

Anyway, back to Australia. Yes, we are out in the sticks here but more like country. The island is really nice, the little town is a small racing town where everything evolves around bikes. It’s pretty neat, they also have surf shops, cafes…it’s your average small town and around it are huge pastures and farms. The island isn’t very big, but big enough to hold a Grand Prix.

The weather, here, however is freezing cold! It is so cold, it’s a complete change from Malaysia. John loves it, he say the tires might actually work in this type of weather.(Let’s hope so). We also saw little joeys(kangaroos), they are the cutest things. There is a small petting type farm that is a home to the joeys and they are so tiny. John is doing a Dorna trip to go pet them, I envy him.

Righto, I have to go now but wanted to let you know that we are down under and it’s pretty cool. Hope all is well. The Bali tragedy is hitting here pretty badly. Sete Gibernau and his sister were supposed to go there for a small holiday before heading to Aussie Land on Sunday evening but luckily they didn’t go. It’s really sad, it’s their 9/11. Hopefully the GP will help get their minds off of it.

Des

From a press release:

Gearbox International, importer of Suomy helmets, is now accepting resumes for the 2003 road racing season. Please submit resumes via e-mail to Donny
Schmidt at [email protected] or snail mail at:

Gearbox International
950 Gilman St. #800
Berkeley, CA 94710

Deadline December 31, 2002

From a press release issued by Honda:

HONDA RACING INFORMATION

2002 MotoGP World Championship, round 15
Australian Grand Prix, Phillip Island
October 18/19/20

HONDA RIDERS READY THEMSELVES FOR THE PENULTIMATE CHALLENGE

The strain and adrenaline surge of three flyaway MotoGP races, held over three consecutive weekends, culminates at the wondrously sculpted Phillip Island circuit in Australia this weekend; one of the most popular races on the 16-round MotoGP calendar. For riders, teams and support staff alike, Phillip Island will nonetheless be reached with a sense of relief that the taxing trio of Pan Asian races are about to be completed. Motegi in Japan was the first halt on the whistle-stop tour, then the steamy haze of Malaysian circuit Sepang, and now the southbound circus descends on the environs of Australia’s second city, Melbourne, on 18/19/20 October.

Phillip Island, located two hours drive from the city, on the Southern tip of the state of Victoria, has been a MotoGP circuit for many years, alternating with the Eastern Creek track near Sydney on occasion, although ‘The Island’ is now a virtually permanent fixture on the GP campaign trail.

The generally grippy 4.445 Km circuit features every type of corner and undulation imaginable and is unsurpassed as a test of rider racecraft and machine-set-up, with suspension and chassis solutions having to be matched to the heavy braking loads, slow hairpins and flat out cornering forces generated by the track’s unique topography. Picturesque and welcoming, the ocean-side track can nonetheless feature extremes of weather, although all expectations are for a much cooler event than the previous Japanese and Malaysian races.

Valentino Rossi (Repsol Honda Team RC211V) has scored no fewer than 10 race wins out of the 14 events thus far, winning the title in Brazil with four races to go. Until that point only two riders had overcome the surge of the Tavullia rider, the last man to win a 500cc Championship and now the first rider to secure the title in the new 990cc four-stroke era.

Since his Rio rampage Rossi has yet to win another race, having to settle for second at the last race in Sepang and being put to the samurai sword in Japan by Honda’s latest four-stroke ‘rookie’, the veteran premier class competitor Alex Barros (West Honda Pons RC211V).

Suffering from the wrath of two new factors which were avoided in the early season – a clutch of previously undiscovered set-up problems and simply more and more competitive riders mounted on the 990cc four-strokes Rossi acknowledges that he has some serious work to do to follow up on his 2001 Phillip Island race win. Nonetheless his enthusiasm for the Victorian circuit is clear in his pre-race comments.

“For sure I look forward to racing in Australia. I love the circuit and have some great memories from Phillip Island,” he stated after the race at Sepang. “We did test there before the season, but we tested at Sepang before the season and that didn’t seem to give us any advantage! We’ve had some problems with the bike’s set-up over the last few races. It is moving a lot on the brakes, much more than at the beginning of the season. We need to look at what we have changed and maybe go back to some of the older settings. We sometimes get new parts but I am not so sure we are going in the right direction sometimes. The competition at the front is strong now. We need to improve for the last two races of the season.”

Tohru Ukawa (Repsol Honda Team RC211V) battled hard in the last few races, also experiencing some previously unknown set-up problems on his officially entered V-5, although it all came together nicely in Sepang.

“I like the circuit at Phillip Island and am looking forward to the race,” said Ukawa. “At the moment I have a good feeling from the machine. The team worked really hard in Sepang and we managed to get good power, good drive from the engine and a good feeling from the suspension, which allowed the tyres to work well in difficult conditions. I nearly crashed several times in the race but that was because the battle was so fierce! Let’s hope we can find the optimum set-up for Phillip Island so I can keep the pressure up for the rest of the season. We have two races left and 50 points to fight for and I am now only seven points behind Biaggi, who is second in the championship. Second position is my target!”

For the aforementioned Barros, his season has been transformed since his first exposure to the awesome RC211V four-stroke at Motegi, a race he won. Setting pole at Sepang, Barros led the race for some time, before tangling with the world champion, eventually settling for third place.

“We have taken two podium finishes, one of them a win, since we received the four-stroke, so we have been successful from the start,” said Barros in the run-up to Phillip Island. “I am glad to have been given this opportunity and I hope to continue our good form through Phillip Island and take another win or two in the last two races. The bike is easier to work on than the two-stroke as well and that helps a lot.”

Loris Capirossi (West Honda Pons NSR500), Barros’ team-mate has been battling hard on the two-stroke NSR, and qualified an outstanding fourth at Sepang. As he himself predicted, it was to be a different story in the race, with the increasing numbers of four-stroke competitors swamping the former 125 and 250 World Champion on Sepang’s two long straights, pushing him to ninth. Phillip Island is a very different circuit to Sepang, and maybe there Capirossi will experience less of a disadvantage than of late.

“I think Sepang is the worst possible track for two-strokes, but still we finished top in the race-within-a-race,” said the Italian rider. “I hope to not only do that again but finish higher up the order at Phillip Island. Our task is not getting any easier with so many four-strokes coming onto the grids – and there will be another one at Phillip Island as well.”

Daijiro Kato (Fortuna Honda Gresini RC211V) was one of the riders blessed with four-stroke power mid-season, and despite some great rides the reigning 250 Champion has yet to score a race win in his rookie year of premier level competition. He was particularly disappointed to have a no-score at Motegi and a fifth at Sepang.

“Now I have to think about Phillip Island and find a victory, this fifth place is not my maximum performance,” said the lone Fortuna rider.

Jurgen van den Goorbergh (Kanemoto Racing Honda NSR500), will be joined by wild card rider Shinichi Itoh (Kanemoto Racing Honda NSR500) at Phillip Island, each continuing development of Bridgestone’s MotoGP tyre programme. As van den Goorbergh himself stated at Sepang, the main factor holding back his set-up and race performances is the sheer workload at races.

“Our main problem is that when we arrive at the track we have to spend a lot of time sorting through many tyres, to find out which combination is going to perform best,” affirmed van den Goorbergh. “This costs us a lot of time.”

Tetsuya Harada (Pramac Honda NSR500) has found his return to the premier category particularly tough, as he helps to develop Dunlop’s MotoGP product on a somewhat outgunned two-stroke. He looks to Phillip Island to improve on his season best of tenth place, searching for race-long longevity of grip at each race.

Robby Rolfo (Fortuna Honda Gresini NSR250) scored a battling third place at Sepang, to maintain his third place in the 250cc championship, and will be looking for at least another podium at Phillip Island.

“Set-up will be crucial at Phillip Island, and if we get the right setting I hope to take at least a podium, especially after scoring third at Sepang, a track on which we lost out on acceleration somewhat. I really want to win a race and we will, as always, try our best to get it.”

Rolfo’s team-mate Emilio Alzamora (Fortuna Honda Gresini NSR250), out for a race mid-season as he recovered from an arm operation, sits eighth in the championship but has been rallying his colours in the last race or two.

“At the end of the Sepang race I was running the same pace as the leaders, so with good work in qualifying I will be trying to keep that pace throughout the race.”

Three Honda wildcards will join the Phillip Island tempest of 250cc talent, and they are Peter Taplin (EMS Racing Honda RS250R), Mark Stanley (Stu Avant – MSR Elf Honda RS250) and Brendan Clarke (Team Armstrong Honda RS250) Daniel Pedrosa (Telefonica Movistar Jr Team Honda RS125R), cruelly robbed of second place after a shortening of the race distance in the 125ccc Sepang race, will be going for a win and nothing less at Phillip Island. He injured his back and feet in a big pre-race accident at Sepang but still challenged for the lead throughout.

“I think my back and feet injuries will be a lot better by the time Phillip Island comes around. I was pleased to run at race pace at Sepang and I will be trying to win in Australia.”

In addition to Pedrosa’s team-mate Joan Olive, and the other Honda 125 regulars, there are a gaggle of local Honda wild cards in the Island mix. Peter Holmes (Holmes Earth Moving Honda RS125R), Tim Inkster (CMSA Protectaprint Honda RS125R), Jeremy Crowe (Ruffnuts Honda RS125R) and Sepang entry Joshua Waters (Waters Racing Honda RS125R) make up the short handful of local hopefuls. The final race in the inaugural MotoGP season takes place at the compact and bijou circuit of Valencia on November 3, two weekends after the Phillip Island race.

From a press release issued by Pirelli:

Yes, Pirelli’s For Real

PIRELLI AIMS FOR FORMULA-USA CHAMPIONSHIP SWEEP AFTER WINNING WORLD SUPERSPORT CHAMPIONSHIP

(Rome, GA) This weekend in Daytona, it’s for all the marbles. And Pirelli and its DOT Supercorsa radial – could walk away with the lion’s share of the five major 2002 Formula-USA National Road Race Series championships. This, fresh on the heels of the Supercorsa’s first World Supersport championship, thanks to the factory Honda Ten Kate race team and Fabian Foret.

(No, we’re not making up the following statistics): Coming into this weekend’s F-USA Daytona final, Pirelli and the DOT Supercorsa hold both first and second places (Craig Connell and Michael Barnes, respectively), and seven of the top ten points positions in Unlimited Superbike. Pirellis have won 10 of the 14 Unlimited Superbike races thus far in 2002. At the last round in Portland, 15 of the 18 bikes were on Pirelli in Race One, 14 of the 17 in Race Two including sweeps of both race podiums. As if that weren’t enough, in the first race, Pirelli and Michael Barnes broke both the PIR class and outright track records!

In the Pro Sportbike Series, a giant hole would have to open in the earth and selectively swallow the top five points leaders before Pirelli could miss a chance at claiming the championship. Connell, Larry Pegram, Barnes, Lee Acree, and Matt Wait are the five. Supercorsas have won five of the seven ’02 Sportbike finals, and were on 16 of the top 20 at Portland, including another podium sweep and another Michael Barnes class track record.

Pirellis are on eight of the top nine in the Buell Lightning championship chase, including the first two places. They’ve won all seven 2002 series races thus far, and took the top five spots and seven of the first eight at Portland. Oh, and what’s-his-name and his Pirellis blasted this class track record, too, on his way to the win; Dave Estok was second. “Barnie” leads the championship, with Clint Brotz second.

In Thunderbike, Pirelli has won two of the six finals; Jeff Johnson leads the championship on Supercorsas. While in Unlimited Grand Prix, five of the seven finals have gone to Pirelli. As for the company’s championship chances in GP, Geoff May and Mike Himmelsbach – number one and number two lead six of the top 10 riding on Pirelli.

And in answer to the question you haven’t asked: Yes, Pirelli and its Supercorsa radial are for real. And the results are proving it.

From a press release:

Jake Zemke Joins Honda/Erion Racing For 2003 Season

Zemke parlays his successful ’02 Formula Xtreme season into factory-backed ride for’03

FLORENCE, Ky., (Oct. 16, 2002) – After a highly successful 2002 AMA/Chevy Truck U.S. Superbike Championship season, OMS Sports client Jake Zemke got the ride he was looking for as he’ll spend next year with the Honda-backed Erion Racing Team, competing in the AMA Formula Xtreme and 600cc Supersport classes.

Also, Zemke’s deal with Honda includes a full-time superbike ride with one of Honda’s race teams in 2004.

“I couldn’t be more pleased with the way things have turned out,” said Zemke. “I worked very hard last year and, despite a couple bad breaks, wound up tied (at year’s end) for the points lead in the Formula Xtreme class. I’ve had a great relationship with Honda and Kevin Erion over the years and look forward to this coming season and bringing another championship back to the Erion Racing Team.”

Erion Racing president Kevin Erion has been representing Honda as a factory satellite team for ten years. In those ten years his riders have won eight AMA titles. And he’s looking forward to getting his ninth title this year with Zemke. “I’ve known Jake for six years, four of which he’s been associated with our race program,” said Erion. “I’ve really studied Jake’s slow, methodical growth path – which is something I like very much. Jake doesn’t go out and take too big of steps, which is key when discussing longevity in this sport. He came close to the Formula Xtreme title this year and we’ll be expecting that he win it next year.”

Erion continued: “Equally as important to his riding skills is the fact that Jake has a very warm personality, is always ‘up,’ always smiling and always happy to be there and be part of the sport he loves. Jake has a real positive effect on everybody he works with, especially the fans.”

Zemke’s relationship with Erion racing includes a factory-backed Honda contract he’s equally excited about. “The help from Honda made it easy to put together the deal with Erion Racing,” explained Zemke. “And all this means I’ll have the best possible equipment available, with the best crew of mechanics and race technicians putting it all together. This will take a lot of pressure off me in that all I have to do is go out and win races – and that’s the fun part.”

Added Honda’s Chuck Miller, manager of Honda’s Motorcycle Sports Program: “We’re pleased to have Jake re-join the Honda/Erion racing family. As far as Honda’s concerned, Jake’s one of the top up-and-coming riders in the sport for sure. His road racing and dirt track experience will set the stage for him to move into superbike racing in the not-to-distant future.”

Zemke will race both the AMA USA Formula Xtreme (2nd overall in 2002) and AMA 600cc Supersport (8th overall in 2002) classes in 2003.


(Editorial Note: Zemke is apparently being replaced on the Bruce Transportation team by Australian Marty Craggill.)

From a press release issued by AMA Pro Racing:

2003 AMA Superbike rules now set, period of public comment results in modifications

The 2003 AMA Chevy Trucks U.S. Superbike Championship will mark an exciting period of transition for America’s premier motorcycle road-racing series. Beginning next March in the season kickoff at Daytona International Speedway, 1000cc multi-cylinder Superbikes will race side-by-side with 1000cc twins and 750cc-based multi-cylinder machines.

AMA Pro Racing first proposed this new formula in June to reflect the changing motorcycle marketplace and provide opportunity for more teams to compete in the series. A public comment period resulted in one major change to the proposed rules. Traditional 750cc four-cylinder machines now will be allowed 2 millimeters of cylinder overbore for a displacement close to 800cc in an effort to keep existing 750 Superbikes competitive in the period of transition to the new specifications.

“It’s always tough to find the proper balance when implementing a new racing formula, especially in a series that means so much to so many,” said Scott Hollingsworth, AMA Pro Racing CEO. “Our technical staff came very close to hitting the mark in the original proposal, and after the public comment period I’m confident that we’ve struck a good balance that allows a wide variety of racing machinery to be on equal footing.”

“We are trying to put the best racing product on the track for the benefit of fans and teams,” said Merrill Vanderslice, AMA Pro Racing director of competition. “Our goal is to have close competition in 2003, and we will consider minor adjustments to the rules as needed to balance competition.”

Vanderslice added that the rules package also addresses the changing market, as many new motorcycles are expected to be eligible for competition in 2004 under this AMA Superbike formula.

In an effort to establish a global technical specification for Superbike racing, AMA Pro Racing met with other national governing bodies and the technical arm of the FIM. Although a consensus could not be reached at this time, AMA Pro Racing remains hopeful that a single specification can be achieved in the future.


2003 AMA U.S. Superbike Championship rules

Only approved motorcycles are permitted in AMA Superbike competition. AMA Pro Racing will accept homologation applications only from motorcycle manufacturers or their distributors.

1. Allowable engine displacements and basic homologation requirements:

A. 551cc – 750cc four-stroke, four cylinders:

Engines with displacements originally within this range may have cylinder bore increased by a maximum of 2mm, with the resulting displacement not to exceed 800cc. Stroke must remain stock.

Homologation requirements will remain the same as current (2002) Superbike requirements, including street certification in an FIM member country and a minimum number of units imported into the US for sale.

B. 551cc – 900cc four-stroke, three cylinders:
551cc – 1000cc four-stroke, twin cylinders:

Homologation requirements will remain the same as current (2002) Superbike requirements.

C. 901cc – 1000cc four-stroke, three or more cylinders:

This is a new displacement category offered as an option beginning with the 2003 season.

Homologation requirements include street certification in the U.S. and a higher minimum number of imported units relative to current Superbike requirements.

2. Weight:

Minimum weight for all Superbikes will be increased to 370 pounds from the current 355 pounds.

3. Other major technical regulations:

Except for the items previously noted, 750cc four cylinders, 900cc three cylinders and 1000cc twin cylinders will be subject to all current (2002) Superbike technical regulations for the 2003 season.

1000cc equipment with three or more cylinders will be subject to the following major technical regulations:

A. Frames must be stock except for the addition of strengthening gussets and the removal or relocation of accessory brackets (same as current rules).

B. Aftermarket forks, shocks and swingarms will be permitted. Forks/shocks will be subject to claiming rules (same as current rules).

C. Aftermarket wheels (except carbon composite) will be permitted. Rear wheel maximum width is 6.25″ (same as current rules).

D. Aftermarket brakes (except carbon composite) will be permitted (same as current rules).

E. Aftermarket fairings and body work will be permitted (same as current rules).

F. Cylinder heads may be ported and machined, but altering of valve angles will not be permitted.

G. Aftermarket valves, springs, retainers and other valve-train components will be permitted. Valves must be stock size and same basic material as original equipment.

H. Aftermarket camshafts will be permitted, but cam lift and resulting valve lift must be no greater than stock.

I. Stock cylinders and cases must be retained. Machining will be permitted (same as current rules).

J. Aftermarket pistons, rings, pins and connecting rods will be permitted (same as current rules).

K. Stock crankshaft must be retained. The only allowable modifications are balancing, polishing of bearing surfaces and attachment of accessory drives.

L. Homologated transmission gear sets (one optional set of ratios per approved model) will be permitted. Optional sets will be price-controlled and must be available to any legitimate AMA Superbike competitor.

M. Aftermarket, stock-type (wet type cannot be changed to dry type) clutches with back-torque limiting characteristics will be permitted.

N. Homologated fuel-injection throttle-body assemblies (one optional type per approved model) and aftermarket air boxes will be permitted. Modifications to throttle bodies will not be permitted. Optional throttle bodies will be price-controlled and must be available to any legitimate AMA Superbike competitor.

O. Aftermarket ignition systems will be permitted (same as current rules).

P. Charging systems and starters will not be required (same as current rules).

Q. Aftermarket exhaust systems will be permitted (same as current rules).

Copyright 2002, Roadracing World Publishing, Inc.

Superbike World Champion Colin Edwards has posted on his website that he’s going to race an Aprilia on Michelin tires in the 2003 MotoGP Series.

To read his post, click here:

http://www.colinedwardsii.com/phorum/read.php?f=10&i=99&t=99

From a press release:

Yates and Sidi renew their agreement together.

Team Yoshimura Suzuki rider Aaron Yates has signed on for yet another year wearing Sidi boots.

“Double A Ron” Sidi’s 2002 Supersport champion has once again chosen to stay with a good thing, Sidi boots, for the upcoming 2003 season.

Those who know Aaron know he uses words sparingly, as you can imagine this made for a unique exchange during the contract negotiations. When offered double his previous year’s salary by Motonation’s Czar of Sales and Marketing, Alex Baylon, Aaron gasped and said simply “okay.”

Aaron will be competing in the Sidi Vertebra-2 boot as well as the Vertebra Race version of the Vertebra series of racing footwear.

For more information log on to www.motonation.com

From a press release issued by Galfer:

Attention Racers

Galfer Braking Systems is currently accepting race support resumes for next 2003 racing season.

All resumes need to be sent to:
Galfer Braking Systems
57 W. Mc Farlane
Ventura CA 93001
Attn: Sandro Milesi