From a press release issued by Suzuki Canada:

SUZUKI SWEEPS CANADIAN SUPERBIKE SERIES
THE Suzuki Slogan – “Own the Racetrack” rang true in the 2002 Canadian Superbike Championship Series, with Coors Light Racing Team Suzuki riders bringing home the Championship in all three Pro classes and numerous other Suzuki riders showing strong performances.

Although Jordan Szoke had already secured the #1 plate in the Superbike class, he was intent on extending his winning streak at the Shannonville final round. It looked like his plan was on track when Jordan went out in qualifying and recorded the Pole setting time after just two laps.

Teammate Francis Martin qualified his GSX-R1000 in fourth, putting two Suzukis on the front row. As it turned out, Jordan’s race was a short one when he lost traction and slid off the track.

But the Superbike victory podium belonged to Jordan when he was presented with the “Canada Cup” and his #1 Plate in front of a capacity filled grandstand. Congratulations again to Scott Miller of Fast Company and his hard working crew for their outstanding effort with Jordan’s GSX-R1000 Superbike and the championship quest.

The Pro 600 Sportbike title was still up for grabs entering the final round with Coors Light Racing Team Suzuki rider Clint McBain leading the series by 6 points over Kevin Lacombe. Clint had led the series right from the first round and was not about to see his efforts go un-rewarded. To add to the drama, Jordan Szoke and Andrew Nelson had also entered the race and, back from an early season injury, veteran Steve Crevier was looking to prove his abilities.

The Championship battle ended quickly when Clint’s closest rival, Kevin Lacombe crashed in the second lap. Knowing the #1 plate was his; Clint rode to a safe 5th place finish. Further up the field, Ugo Levert scored a 2nd place finish on his Diablo Suzuki GSX-R600 and secured the HJC Pro Rookie of the Year Award with Jordan Szoke finishing 3rd after letting Ugo by in a very sportsmanship like gesture to ensure Ugo’s high placing.

The Pro Open Sportbike title would also be decided at the Shannonville round with Coors Light Racing Team Suzuki rider Francis Martin holding an 11-point advantage over Clint McBain and his Blackfoot GSX-R1000. The outlook was promising as it looked like a Suzuki would wear the #1 plate, but which rider was still unknown. With traction being a concern as the track surface was becoming slippery as the day progressed, Francis knew he had to ride smartly and stay upright for the Championship to be his. Closest non-Suzuki rider to have a shot at the title was J-F Cyr who would have to finish well ahead of Francis and just ahead of Clint if he was to have any chance. For the Suzuki riders, position would be key as well as finishing the race. The race itself was a test of nerves for the crews as positions juggled back and forth and all the “what if” scenarios played out. In the end, Coors Light Racing Team Suzuki rider Francis Martin brought his Fast Company prepared GSX-R1000 home to a safe 5th place finish and secured a Championship Victory.

Adding to the Suzuki Sweep, the Inside Motorcycle “Tuner of the Year” award was presented to Blackfoot Suzuki Racing’s Chuck Downie. Chuck and his Team did an outstanding job all season long on Clint McBain’s GSX-R600 and GSX-R1000.

With all three #1 plates in Canadian Pro racing being awarded to the Coors Light Racing Team Suzuki riders, the Suzuki GSX-R has definitely proven the “Own the Racetrack” slogan is more than just words.

From a press release issued by HM Plant Ducati:

Get the kit!

HM Plant Ducati’s official website, hmplantducati.com is offering visitors the chance to own a piece of SBK history.

Neil Hodgson and James Toseland have each donated a set of their own custom-made Axo Sport race leathers, boots and gloves. Included in the list are the riders’ two Suomy Gunwind helmets. These items, which have been seen in action by millions during the 2002 Superbike World Championship, will go to the successful bidders in an exclusive charity auction currently taking place on the team website.

All proceeds from the sale of this priceless collection of HM Plant Ducati memorabilia will be donated to the Bishop Auckland Children’s Hospice, registered charity number 1044816. This is the official charity of GSE Racing’s title sponsor HM Plant, so not only will the highest bidders be getting their hands on some historic kit, they will also be donating much-needed funds to an extremely worthy cause.

Riding like Neil and James may only be a dream, but looking like them could easily become a reality. These items are not replicas and cannot be purchased anywhere other than at hmplantducati.com.

Bidding is underway now and will continue until midnight on 5 November.

Log on to www.hmplantducati.com and click on the banner on the top right of the page when it flashes up the auction details.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

REDUC Sportbike Association has organized a raffle to benefit seriously injured racer/motojournalist Papa Thiam.

A $25 entry earns a chance in a random drawing for a grand prize package valued at over $4000. The package consists of a set of Kushitani leathers courtesy of Kneedraggers.com, Sidi racing boots donated by Sidi, Teknic racing gloves provided by Teknic, an Arai Quantum helmet from REDUC’s Bob Buchsbaum, one free set of Pirelli tires donated by Pirelli and a free, 2003 REDUC membership with unlimited REDUC track days during 2003. Entries must be received by Friday, September 27 for the drawing, which will be held September 28 at a REDUC track day at Pocono International Raceway in Long Pond, Pennsylvania. Winners need not be present to win.

To enter, send a check or money order payable to Papa Thiam with your name, address, phone number, e-mail address and any other necessary contact information on a business card or business-card-sized piece of paper or index card via U.S. mail to:

Papa Thiam
P.O. Box 1180
Forked River, NJ 08731-6180

Multiple entries should include one piece of paper with contact information for each entry.

All proceeds from the raffle go to Papa Thiam.

Thiam suffered spinal injuries in a crash at Summit Point Raceway in Summit Point, West Virginia Sunday, June 9 during a WERA Regional weekend and was paralyzed from the neck down. Thiam, 30, fell during a race and hit a tire wall in front of a dirt embankment in turn three, suffering damage to his C4 and C5 vertebrae. Thiam, originally from Senegal, is a financial analyst for an airline and is based in Washington, DC. His writing has been published in Roadracing World, Sport Rider and the now-defunct American Roadracing. Thiam was also very active with the REDUC track day club.

For additional information on the REDUC raffle for Papa Thiam, call REDUC at (215) 413-3825, e-mail [email protected] or go to www.reduc.com.

From a press release issued by Honda:

UKAWA HOLDS KEY TO ROSSI’S RIO TITLE BID

Honda hero Valentino Rossi (Repsol Honda Team RC211V) heads to South America this week ready to secure his fourth World Championship in just seven years. The remarkable 23-year-old has dominated this year’s first-ever MotoGP series, winning nine of the first 11 races, and carries an 89-point advantage into Saturday’s Rio Grand Prix. If he wins the race, with sole title rival Tohru Ukawa (Repsol Honda Team RC211V) fourth or lower, Rossi will be crowned World Champion.

The Rio omens are good for Rossi. The Italian has been victorious on his last four visits to Jacarepagua, in fact he’s only once failed to win at the circuit, during his debut 125 GP campaign way back in 1996. He won the ’97 Rio 125 GP on his way to that year’s 125 World Championship, he won the ’99 250 GP to clinch that year’s 250 crown, he scored his first dry-track 500 success at Rio the following year and last November he won the season-ending Rio 500 GP, having already wrapped up to the last-ever 500 title. So he obviously gets on well with the bumpy and slippery track.

“For sure it would be good to win the title in Rio because it’s a great place to party!” smiles Rossi, who enjoyed a riotous title-winning celebration at a Rio yacht club after his 250 victory three years ago. “But the only important thing is to win the title, ‘when’ doesn’t matter. I think we can have a good weekend because we sorted a few problems at Estoril two weeks back. Since Brno we’d been having some braking trouble, it was difficult to get the bike stopped but that’s fixed now, so I’m enjoying riding the bike again.”

Rossi’s overall Honda record is phenomenal. Since joining the marque at the start of the 2000 500 season, he has won 22 premier-class GPs from 43 starts. But winning again on Saturday may not be enough to hand him the title with the Pacific, Malaysian, Australian and Valencia GPs still to go. Team-mate Ukawa is also pretty handy at Jacarepagua, situated close to the South Atlantic coastline 20km outside the city of Rio de Janeiro, and if the Japanese finishes in the top three, Rossi will have to wait a few weeks longer for his coronation. Ukawa took pole position for last year’s Rio 500 GP, when, like Rossi, he was riding a Honda NSR500, though he crashed out of the race. And he’s finished on the Rio 250 GP podium on three occasions, in 1999 and 2000, when he finished second, and in 1997, when he was third. Also, Ukawa is on fine form at the moment, finishing third at the last three GPs, despite suffering the effects of two big accidents.

“I want to continue the good podium run I’m having at the moment,” says Ukawa who is most concerned with defending second overall from Max Biaggi (Yamaha), who is just 12 points further back. “My third place at Estoril increased the gap between me and Biaggi and I need to keep it that way for the rest of the season. I like the Rio track, I’ve had three 250 podiums there and last year I scored my first-ever 500 pole at the circuit. This year I must make sure I don’t crash again, I can’t afford to lose the points.”

If Rossi’s focus is aimed at securing the MotoGP title, Brazilian Alex Barros (West Honda Pons NSR500) is concerned only with winning his home GP for the first time. Barros has been contesting World Championship events in Brazil since 1988, scoring his first home-country points the following year when he finished tenth in the Brazilian 250 GP, then held at Goiania. In ’92 he took eighth in the Brazilian 500 GP at Interlagos. And two years ago he came within 0.970 seconds of winning his home GP when he chased Rossi over the line at Jacarepagua. But the 32-year old from Sao Paulo knows that he will have a difficult job trying to stay with Rossi’s RCV V5 four-stroke.

“It will be another difficult race for us, because Rio is a fast track,” says the top two-stroke MotoGP rider who hopes to have his first race on an RCV at the Pacific GP on October 6. “The four-strokes are much faster than the 500s in a straight line, there’s no way we can even hold their slipstream, so they’ll have a big advantage down the main straight. I think we can be faster through the curves, I know I’m really quick through the final section of the circuit, and I know I’m very strong on the brakes, which is useful at the end of the big straight. But it’s a case of weighing up the time we gain and the time we lose, and overall the four-strokes will be faster. The only time we really have an advantage is on Friday, when the four-strokes are starting from zero on set-up, because this is their first time at the track.”

Daijiro Kato (Fortuna Honda Gresini RC211V) aims to get back on track at Rio after recording a no-score at the Portuguese GP two weeks ago. Racing an RCV V5 for only the second time, after he’d finished a brilliant second in his Brno debut, Kato slid out of the rain-lashed GP. “I want it to be dry for Rio!” smiles the reigning 250 World Champion who won last year’s damp Rio 250 GP. “Estoril was difficult for me because I’ve had so little time on the bike, it was wet for much of the second day of practice and then it rained heavily for the race. If the conditions are better at Rio I believe I can fight up front, just like I did at Brno. Rio is never an easy track because it’s slippery even when it’s dry, especially if the weather is hot. Riding the RCV there will be very interesting!”

Barros’ team-mate Loris Capirossi (West Honda Pons NSR500) also tumbled at Estoril and he too hopes to be back in the points at Rio. “But I think we will have trouble staying with the four-strokes,” says Capirossi, who has only once finished on the podium in Brazil, when he took third place in the 1999 Rio 250 GP. “Maybe the weather may intervene like last year, because the confusion could help us close the gap on the four-strokes.”

Tetsuya Harada (Pramac Honda NSR500) expects a challenging weekend at a track that has never been kind to him. The Japanese finished outside the top ten in his two previous premier-class outings at Rio, in 1999 and 2000, and never did better than second in his various 250 rides at the track. “Much will depend on the conditions, sometimes Rio is very slippery, other times it’s just a little bit slippery,” he says. “This will be my first time there with a V4 500 and we’ll need all the set-up time we can get, so I hope the track isn’t too dirty when we start practice on Thursday, and I hope it stays dry.”

Jurgen van den Goorbergh (Kanemoto Racing Honda NSR500) had been hoping for his best result of the year in the rain at Estoril but he was sidelined by a quickshifter problem after running third in the early stages. “That’s sometimes how things turn out you’re all set for your best result, then something tiny goes wrong,” says the Dutchman. “Rio will be interesting for us because it’s got a strange surface, but Bridgestone have been making some good strides forward, and I’m sure they’ll have something good for the conditions.”

In the 250s, Robby Rolfo (Fortuna Honda Gresini NSR250) plans to put the memory of a miserable Portuguese GP well and truly behind him. The Italian was given a stop-and-go penalty for allegedly jumping the start, but came back superbly to finish fourth, just 23 seconds down on winner Fonsi Nieto (Aprilia). Without the controversial penalty, he would surely have won the race. “I was robbed, there’s no way I jumped the start,” says Rolfo. “For Rio I want to get the best-possible result to erase that memory. I need maximum points, though it’s going to be tough for me to catch Nieto in second overall.”

Rolfo’s team-mate Emilio Alzamora (Fortuna Honda Gresini NSR250) had a great race in Portugal, taking sixth place in his comeback ride following surgery to correct ‘arm pump’ problems. “The surgery seems to have worked really well,” says the Spaniard. “So now I’m just looking forward to getting back to riding like normal. Rio is always a complicated weekend because the asphalt is in poor condition, but it’s the same for everyone, of course. If we can work well during the first two days of practice, I’m confident I can get a good race result.”

Daniel Pedrosa (Telefonica Movistar Jr Team Honda RS125R) comes to Rio holding third overall in the 125 World Championship, just five points behind second-placed Manuel Poggiali (Gilera) and a further 23 behind series leader Arnaud Vincent (Aprilia). The 16-year old took a brave tenth-place finish at Estoril, despite a mid-race fall, but had hoped for better after taking pole position for the fourth time this year. “We got the bike perfect for the dry but then it rained for the race, that’s the second time that’s happened this year!” he smiles. “Rio is quite difficult because it’s so bumpy, but we got the bike working well at Estoril. It’ll be an important race because I’ve not given up on the title yet. I just hope it doesn’t rain again because I don’t like riding in the rain.”

Team-mate Joan Olive (Telefonica Movistar Jr Team Honda RS125R) is chasing a place in the World Championship top ten. A no-scorer at the past two GPs, Olive knows he needs a good points haul at the next few races. “Luck was against me again at Estoril, maybe it’ll be better at Rio where I had one of my best rides last year,” says Olive.

GP racing stays out of Europe for the next month, with the Pacific GP at Motegi, Japan, followed by the Malaysian and Australian GPs on the following two weekends. The 2002 season concludes back in Europe, at Valencia in Spain, on November 3.

From a press release:

THE DUCATI SUPERBIKE FAMILY OF MOTORCYCLES – 2003

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999S

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With more Superbike titles than all other marques combined, Ducati innovates and evolves its Superbike family of motorcycles with no-holds-barred racetrack performance and unique style. This year the new and revolutionary 999 Testastretta and 749 Testastretta join the classic 998 and 748, which will remain available only in standard versions. These are motorcycles that seem to be in motion, even when at rest, confirming their forward-thinking Italian design. And of course only the highest quality components and race proven engines, suspension and braking systems ensure that the Ducati Superbikes continue to lead the way.

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749S

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The new Ducati 999 Testastretta and 749 Testastretta represent the evolution of the formula that has dominated the world of Superbike racing for more than a decade. The Ducati approach to motorcycle design requires the constant and evolutionary development of engine and chassis technologies to create motorcycles of lasting value for their enthusiasts.

The 999 and 749 are revolutionary in the sense that they are the next step forward in Superbike design – and a generational leap ahead. They feature traditional Ducati trademarks – trellis frame, L-Twin engine, and Desmodromic valve actuation – together with all-new elements like CAN line electronics, new aerodynamic solutions, asymmetrical exhaust system, responsible clean-air compliance, focus on rider ergonomics, design modularity and ease of maintenance.

The classic Ducati 998 and 748 utilize the race-proven ALS450 trellis frame, superior Brembo brakes and fully adjustable suspension front and rear for no-compromise handling and stability.

For 2003 Ducati Superbike models technical specifications, click here.


DUCATI SUPERSPORT FAMILY – 2003

Through decades of constant design evolution, the Ducati Supersport and Sport models have become modern motorcycling icons – with a reputation for great handling, lightweight, smooth power delivery and versatility. Today, the Ducati Supersport family continues to respect and improve the already proven formula of the original. The Ducati Desmo L-twin engine and trellis frame are still a winning combination.

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800SS

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This year Ducati introduces its most exciting Supersport family ever with four new models: 620 Sport and 800 Sport – Supersport 800 and Supersport 1000 DS.

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620S

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For the first time, the Supersport family includes a new, lightweight entry to the family – the 620 Sport. Economical and easy to handle, but high in performance, it includes all the key features of the big Ducati Supersports. A fuel-injected Desmo engine and trellis frame combine to ensure thrilling performance and confidence-inspiring Ducati handling. Available in a full or half fairing, the 620 Sport delivers distinct Italian design and performance in a package that’s easy to ride and inexpensive to own.

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1000SS

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Low-end power delivery and simple construction are featured on the 802 cc engine of the 800 Sport and Supersport 800 models. The 800cc engine which replaces the 2002 750 cc engine, features increased power by more than 10 HP. Furthermore, it features a 6-speed gearbox as opposed to the 5 speed gearbox of the 2002 Supersport 750 to fully maximize the new engines sport potential. Also new this year, the king of the class – the Supersport 1000. With its new Dual Spark (“DS”) 1000 cc engine, fuel-injection and advanced suspension it is the most advanced and highest performance Ducati Supersport ever.

A confidence-inspiring ride and built with quality throughout, the Supersport and Sport models are a great way to enter the world of Ducati sport motorcycles.

For 2003 Ducati Supersport models technical specifications, click here.


THE DUCATI SPORT TOURING FAMILY – 2003

The Ducati sport touring tradition began way back in 1957 with the humble 175TS (Tour Sport), a favourite of chief engineer Gianluigi Mengoli. He notes “compared to the standard 175 Ducati, the TS added more power and comfort with a two-up seat and a relaxed riding position. Today’s ST family is much the same; comfort, lots of power and great handling”. The Ducati formula of comfort, luggage capacity, a racing-inspired chassis and suspension results in a versatile motorcycle that satisfies the most demanding sport enthusiast.

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ST4S

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The Sport Touring family fulfils its Gran Turismo principle with a more relaxed riding position and some of the most powerful Ducati Desmodromic 90° L-twin engines. Adding the Superbike-derived trellis frame, fuel-injection, computer engine management and the latest race-tested braking and suspension systems guarantee confident and capable road manners.

This year, the Ducati Sport Touring range includes the ST2, ST4, ST4s and the all new ST4s ABS. The addition of an advanced Anti-lock Braking System (ABS) to the ST4S line opens a new dimension of safety and confidence in any touring conditions.With 4 different models, highly differentiated in performance and equipment, the Ducati Sport Touring family is aimed at satisfying a wide range of Sport Touring customers, and delivers optimum performance whether touring, sports riding or racing on the track.

For 2003 Ducati Sport Touring models technical specifications, click here.


DUCATI MONSTER FAMILY – 2003

Since its inception, the Monster has defined a new way of motorcycling. This year, Monsters are available in four different engine capacities: the 620, the all new 800 and 1000, and the radical 916cc S4. Unique hand air-brushed tanks, billet aluminum parts, carbon fiber covers, multiple exhaust systems and literally hundreds of customizing parts to change the look and enhance performance are available. A DUCATIPERFORMANCE customizing catalog is standard equipment with each new Monster.

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M1000S

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The new engines of the Monster family are the most important new feature for 2003. The two engine displacements of 2002 (750cc and 900cc) have been replaced with two new displacements (800cc and 1000cc).

The 800cc engine, which replaces the 2002 750cc engine, features increased power by 9 HP and has a 6-speed gearbox, as opposed to the 5 speed gearbox of the 2002 Monster 750, to fully maximize its sports potential. The 800cc engine also features a new all aluminum clutch basket and plates for a lighter bike and reduced inertia.

The top-of-the-range Monster air-cooled engine 1000 DS is equipped with the new dual spark 1000cc engine. The 1000 DS engine features a new all aluminum clutch basket and plates. This reduces weight and noise, and increases acceleration due to the reduced inertia of the new lightweight clutch. In addition, the Monster 1000 DS uses a high performance dry clutch.

For 2003 Ducati Monster models technical specifications, click here.


THE DUCATI MULTISTRADA FAMILY – 2003

The Multistrada 1000 Dual Spark (DS) is a versatile, new-generation sport bike that delivers extraordinary performance and design while offering the possibility to ride wherever there is pavement. The Multistrada represents a new family of bikes in the Ducati line-up — a high spec bike with Superbike componentry that offers much of the convenience, storage and flexibility of the big enduros.

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Multistrada 1000 DS

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The Multistrada 1000 DS will be launched with a full line of dedicated accessories, parts and apparel. At Munich, Ducati presented its first set of Ducati Performance accessories including: integrated side panniers, luggage rack, carbon fiber accessories and parts, mud guards, sump and variously sized windscreens. Future accessories include customisation kits to create sport, touring and high performance model versions.

After its launch in Milan in 2001, the prototype underwent continuous testing and technical refinement; many of the bike’s components have been rethought, reworked and improved upon. The Munich prototype reflects these changes and advancements – each of which enhances the performance of the vehicle. Today, the bike is approximately 95% production-ready. A press launch of the bike is currently planned for early 2003 with production slated to begin in March 2003. The bikes will be manufactured at the Ducati factory in Bologna, Italy.

For 2003 Ducati Multistrada technical specifications, click here.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

His manager and mother has confirmed that 27-year-old Australian Anthony Gobert has signed with Austin Bleu Bayou Ducati for the 2003 AMA Superbike season.

“Yes, Anthony has signed with Austin Bleu Bayou Ducati for 2003,” wrote Gobert’s mother and manager Sue Gobert in a September 17 e-mail to Roadracingworld.com. “We are very excited about next year. It is sad to leave Yamaha as Anthony has had a wonderful association with them. However, the thought of racing a Ducati again is so appealing that Anthony couldn’t resist.”

Which brand of tire Gobert will run is yet to be determined. The Austin Bleu Bayou Ducati team ran Michelins in 2002.

Anthony Gobert is currently in Australia recovering from surgery to remove the screws inserted into the leg he broke at Road Atlanta in May. Gobert originally planned to have the screws removed the Monday after the last AMA race at VIR but put it off for an extra month, according to sources on his former Yamaha team.

Aaron Gobert has another year left on his contract with Yamaha, while Alex Gobert is currently unsigned for 2003.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

The 2003-versions of the Honda CBR600RR and the Kawasaki ZX-6R are very good, say Miguel Duhamel and Tommy Hayden.

While spectating at the WSMC Toyota 200 on Sunday, September 15, American Honda’s Al Ludington reported that Duhamel rode the new, 2003-model CBR600RR at a photo shoot at California Speedway in Fontana, California in mid-August. According to Ludington, Duhamel said the street version of the all-new CBR600RR was faster than his 2002-model CBR600F4i racebike.

Ludington also confirmed that he will be the crew chief for both Duhamel’s Supersport and Superbike efforts in 2003.

Unable to keep from smiling any time the subject of his new, 2003 ZX-6R was brought up, Hayden said he got to test the new Kawasaki in Pahrump, Nevada two weeks before the AMA season finale at VIR and came away impressed.

“I rode a streetbike for a photo shoot,” said Hayden after taking fourth in the WSMC Toyota 200 on a hot-rod, 636-engined version of his 2002 AMA Supersport Kawasaki ZX-6R. “I couldn’t push it real hard because it was the only one in the country, and they told me I couldn’t crash it or I was in big trouble.

“I’m excited about it. I think it’s gonna have tons of potential with everything on it, and it’s really gonna be adjustable. I hope we can get it pretty soon so I can start testing on it because fuel-injection and a bunch of stuff is gonna be new to me. I want to be dialed in before we get to Daytona.”

With Joey Lombardo returning as his crew chief for 2003, Hayden (along with teammate Tony Meiring), will also race a 636cc version of the Kawasaki ZX-6R in AMA Superstock races.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Willow Springs International Raceway wants to bring the WERA National Endurance Series 24-hour race back to Willow Springs, says track owner Bill Huth.

“I’m going to talk to WERA about getting the 24-hour to come back,” Huth told Roadracingworld.com on Sunday September 15. “I like the 24-hour. It doesn’t make any money, but it’s a race and I like that. And the people like it.”

One of the keys to the race, according to Huth, is the time of year it is held. “Sometimes I think that race should go earlier, like in August or September because it’s warm at night. It gets cold in this desert at night. So it’s better to have it, I think, in July or August. Of course, it’s hot in the daytime. Certain things are good, certain things are bad.”

Located in the Mojave Desert in Rosamond, California, Willow Springs has hosted several WERA 24-hour races, most recently in 1999 and 2000.

WERA National National Endurance regulars have said the 24-hour race at Willow Springs causes financial hardships — the cost of tires, race fuel and travel for the one race effectively doubling their season budgets. Most WERA National Endurance teams are based in the Eastern half of the United States.