LAKC, February 10, 2008. Cal-Speed, Fontana

The LAKC club race in Fontana turned out to be another great race day for Carlee. In HPV 1 she had the fastest time during practice, and secured 3rd position for qualifying. In the heat race she finished 2ndnd position, shot in to try and pass Carlee on the final turn, but Carlee was ready for him and secured the win! Junior One ended pretty much the same as HPV 1 although this time Carlee qualified 2nd, finished the heat in 1st and continued to battle it out with Jake Craig in the main. After lapping at least 3 karts, the white flag came out with the top three in hot pursuit of the checkered flag with more lap vehicles approaching. Lady luck was again on Carlee’s side and as they rounded the final turn, once again Jake Craig made his move and Carlee was ready once more, and raced to the checkered flag to secure her second win of the day! behind Riley Reyes, then the main started with Riley having engine trouble and not starting, the main then became a battle with Jake Craig and Michael Womack with the three of them rounding the final turn almost 3 deep. Jake Craig, in 2

This turned out to be a great weekend for Carlee! 4 races and 4 wins! Her next race will be the IKF Region 7 at Buffalo Bills in Primm, NV.

Frequent visitors to this humble web site are used to us announcing our racing plans for the new year in January or early February. Here it is nearly March and visitors have found the site almost abandoned, having had no changes since December. The reason was largely that we didn’t know what we were doing. It wasn’t indecisiveness on our part but due to a general insatiability in the TaG category.

Late last year there was a outright uprising due to the Vortex Rok TT’s (the engine our team uses) performance by Buddy Rice (yes, the Indy Car driver), Joel Miller, John Zartarian and Victor Cabrera, Jr. at the SKUSA SuperNationals in Las Vegas. Despite an entire season of racing in which the Rok TT lap times were at best matching the Parilla Leopard’s, people with a financial interest in maintaining the Leopard’s market dominance in North American TaG racing began pressuring the governing groups to penalize the Rok TT based on the results of this one race. To understand the dynamics here, the Parilla Leopard is the category’s standard, having gotten into the category very early. There have been approximately 9000 Leopards sold in the NA market in the last 7 years compared to 500 Rok TTs sold in the last year. So you can see how thousands of panicked voices can influence the people trying to run things. Leopard owners and dealers that felt threatened by the arrival of the Rok TT quickly formed an ugly mob calling for more handicapping weight to be added to karts using the Rok TT. Interestingly, when the same drivers that were in the top 5 in Las Vegas raced on a similar course (a temporary track set up in a parking lot – Stars All-stars in Orlando) two weeks later, they didn’t dominate and had best laps on par with the Leopards and Rotaxes proving to the sensible people that the SuperNat results were a fluke or simply a reward for better preparation.

For us, adding more weight to our karts was not an option. Because our drivers are so light, healthy and fit we already have to add 30 – 40 pounds of lead and another 15 pounds (which the Leopard masses had been screaming for and which WKA in their endless ineptitude conceded to) would be just ridiculous. In addition to taking advice from Leopard stock” concept of TaG racing. The problem is that a “box stock” anything doesn’t do much for all the 2-cycle engine builders that are struggling to keep busy and look to WKA leadership to help them out. Further, WKA approved the use of front brakes in TaG, the only non-shifter class now to allow front brakes. The idea was presented nobly as a safety feature but for people that have been watching WKA’s motives for years, the move was simply a way to allow karts shops to sell about $1000 worth of equipment to mount front brakes on existing karts. Or to sell new karts to racers replacing their “100cc” chassis for “125cc” chassis that come with front brakes. dealers and engine builders on how to penalize the Rok TT threat, WKA decided to permit modifications to the Leopard and Rok TT that were contradictory to the original “box

We saw nothing but parity from the Rok TTs in a season of racing against Leopards, Rotaxes, Bilands and Motori 7s so we crossed WKA (which sanctions the Midwest Sprint Series and the Great Lakes Sprint Series) off our list for 2008 but TAGUSA (which most other clubs thankfully use for TaG rules guidelines) was expected to do their own thinking and we could do nothing but wait for their ‘08 rules to be published in January. When the rules did come out in January every engine’s rules were set except the Vortex Rok TT’s which was listed as TBA. TAGUSA was going to re-test the Rok TT and set what it believes will be rules to retain parity with the other engines in the class.

In waiting for TAGUSA to do their testing and announce their findings we were completely prepared to sit out the 2008 season while we let the situation settle if necessary. Three different sets of rules; front brakes, no front brakes; 10 pounds more, 15 pounds more, 0 pounds more; engine mods, no engine mods… it was getting really stupid. Our argument in this debate was that if the engines were found to have an advantage (despite a year of race results that indicated there wasn’t) additional weight shouldn’t be the equalizing penalty because many, if not most, of the people that bought the 500 Rok TTs did so based on the weight the governing bodies set after initial testing. Suddenly many of those owners would have engines that no longer “fit” them and the values of those less-than-one-year-old engines would plummet (such a thing never occurs to WKA). Instead of adding weight, changes could be made to the engine to reduce perceived advantages: Specifying (exhaust pipe) flex length, restricting intake or exhaust, mandating base gasket thickness to change port timing. The one that made the most sense to us is the easiest: spec’ing head gasket thickness which would not only take compression out of the engine but would in turn reduce internal stress and give it improved longevity.

As we neared the end of February, neither TAGUSA or Stars of Karting had completed their testing of the Rok TT and neither had announced the medications they would impose, if any, to maintain parity to the Leopard. Press releases and industry forums could provide very little insight as to what is really going on behind the scenes so we made a last minute decision to attend the KMI Kart Expo in Chicago and try to get some answers.

The first glimmer of hope was from our old friend Curt Puluzzi owner and editor of National Kart News. He had been speaking with Marty Casey, the technical director of TAGUSA who had told Curt that they weren’t sure they were going to do anything but if they did it would not be a weight penalty. Later we spoke to Andre Martin of TonyKart Florida who, as a Vortex importer or distributor, seemed to be able to speak with authority to the situation. He felt that an exhaust restrictor might be the solution and that a header exchange program could be in the works. While he could say for sure that would be the final solution, he also said that additional weight would not be imposed. Lastly, discouraged by the TAGUSA booth being empty every time we stopped by (which was about 4 times both days) I gave up on trying to get an official comment from TAGUSA. Eric however managed to run into Dave Larson of TAGUSA and in spite of what was described as Dave’s uncooperative demeanor, Eric was able to get confirmation from him that the Rok TT would not receive additional weigh for 2008.

So while this news won’t be good for the Leopard crowd waving their torches and beating on the castle door, we left the KMI show at least knowing that we were not going to have to sell our Rok TTs and reinvest in new engines yet again. Instead we can turn our attention to the usual concerns like race schedules that work for us and budget. Right now with the cost of fuel and the economy in general it looks like we’ll return to our racing roots and run as many races as we can with our home club Mid State Ohio Kart Club as much as we can. There is even a notion floating around that this Old Man might run the club’s Masters class. We’re already stocking up on Advil.

[ Source ]

OLATHE, Kan. –

Diana Harker

Three time Division Five Champion and 2007 Brute Essence of Racing Award Winner, Randy Meyer has announced that he will be foregoing the driving duties of his A/Fuel Dragster for the 2008 season to focus on improving the teams performance and will instead hand the driver responsibilities over to new ‘young gun’ and rookie driver, Diana Harker. A highly respected member of the NHRA Drag Racing family, Randy Meyer has had a successful career spanning over 30 years of racing as Driver, Team Owner and Crew Chief from AHRA Pro-Comp to IHRA Top Fuel and NHRA Top Alcohol Dragster. A highlight for Meyer and team came in 2003 as Team Owner and Crew Chief, Randy Meyer tuned current Top Fuel Driver, Alan Bradshaw to an NHRA Top Alcohol Dragster Championship cementing the Meyer Racing Team as force in the Alcohol Dragster ranks.

Meyer’s decision to sign Harker as driver for the team came after a successful debut in late 2007 where the Harker-Meyer team campaigned across four events at both the National and Divisional levels of the NHRA Lucas Oil Series. The 2008 season will see Harker and Meyer competing at a scheduled 12 races comprising of 7 National and 5 Divisional events on the Lucas Oil Series and the team will proudly represent Headman Hedders, ARP, Aeroquip, Taylor Cables, Solder Seal Gunk, Aeromotive, and Meyer Truck Center.

Diana Harker

“After a disappointing 2007 season, I’ve decided to forego the driving duties and focus solidly on improving the performance of this new car and to make sure it is once again up to our standards. I did not have to look very far for a replacement driver, Diana has proven that she can do the job very well and represent my team professionally. There is a new attitude and exciting times ahead for Randy Meyer Racing and I am proud to have Diana be apart of it.” said Meyer

Second generation Alcohol driver, Diana Harker is no slouch when it comes to racing. Having already had an extensive 11year drag racing career in Australia, the 24 year old rookie is looking to follow her twin sister, Kate’s example and gain much needed seat time in the A/Fuel Dragster ranks. Having made the transition to the United States in early 2007, Harker spent the year learning the ropes crewing on her father, Steve’s Alcohol Funny Car along with Sister, Kate’s A/Fuel Dragster ride owned by Tom Conway.

“I can’t tell you how excited I am to finally have the opportunity to be competing this season on the NHRA Circuit and to be working with such a great professional team is a dream come true. Randy Meyer is a fantastic teacher and I have already learned a great deal from working with him and his team and I can’t thank them all enough for this opportunity.” said Harker

The Harker-Meyer Team will make their first debut race at the GatorNationals, March 13-16 in Gainesville FL but will first make a stop at the Eastern Spring Test Nationals in Valdosta GA March 6-8th in preparation for their debut.

[ Source ]

Thanks again to Erica Ortiz for sending us this article..

DAYTONA BEACH FL (2-12-08) – Gabi DiCarlo was doing a masterful job avoiding everything that the competition was throwing at her during the first 35 laps of the ARCA 200 at Daytona International Speedway. The Great Clips Race Team that DiCarlo drives for had her in a position that was bound to reward the talented driver with a fantastic finish. She had already avoided two huge crashes that had decimated the 43 car field and was running in the 12^th position. Everything was in place for a challenging run to the end of the 80 lap season opening race, when Gabi was forced to radio to the crew that she had just lost the brakes on the Great Clips Chevrolet Monte Carlo.

Crew Chief Barry Dodson and his young crew thrashed on the racer and did a great job in returning some of the cars stopping ability but the team found themselves 7 laps down to field.

“We had a great opportunity for a top ten finish, the car was good and Gabi was driving her heart out,” said Dodson. “We did a lot of testing with this car and never had a bit of trouble, I hate it that this one got away.”

Even with the adversity of the brakes, Gabi was still able to make the best of her first Daytona start with a fine 20^th place finish. The season looks as promising as ever as the Great Clips Team heads to 2^nd race of the year at Salem Speedway on April 13^th

 

 

 

A Driver’s Life for Me: If You Want to Get Noticed, You’ve Got To Be Noticeable

The Great Sponsor Search

by: Lisa Klassen

 

 

I sat in the ACT booth at last year’s SEMA show signing autographs and smiling for photos. With nearly every signature came the question: “How did you get all of your sponsors?” It wasn’t that long ago that I didn’t have any sponsors. I was a punky kid, sneaking into the Vegas show, handing out photocopies with a picture of my rally car. “Hey, check out my website!” was my favorite line as I handed out another flier to an unsuspecting passerby. That was the start of the great sponsor hunt, and since so many seem interested, I thought I would share some pointers.

The Look

The most important principle to understand is that you and your car are an advertising vehicle for potential backers. As such, sponsors usually want someone who stands out from the crowd but will be a good representative. They want to see how you run your team and how you behave, so take care of your car and crew. Keep your ride clean and take care of your sponsors’ vinyl. While nonessential, matching team shirts still look very professional, as does a tidy service area

Be a Messenger

Learn how to communicate effectively. Sponsors will sign a lesser driver over a better one because the less-skilled pilot had great communication skills and was media savvy. Although drivers would like to think it’s all about the guy behind the wheel, the reality is we’re racing for our sponsors. It’s our job to promote them in return for their support. When a potential sponsor evaluates how you handle your team, they can reasonably assume that’s how you will treat their company.

Love the Media

A trick to learning effective interviewing is to watch motorsports on television and take note of how each driver conducts the Q&A. One of the most important things to do is to interject your sponsors into everyday speech – Rhys Millen is extremely good at doing this. Whenever he talks about his car, it’s not simply “the Solstice” but “the Red Bull Pontiac Solstice GXP.” If you don’t have sponsors yet, a team name is a good substitute.

As a new racer, plenty of resources are available to help develop your career. The first must-have is a website; there are plenty of free web hosting services that have easy-to-use software to help anyone build a page. The best sites contain these basics: news, a biography, information about the car, a schedule of events, photos and contact info. What really make a website standout are videos, merchandise, and extras like a blog. It is of critical importance to place links to your sponsors’ sites prominently throughout your site. I’ve been running my websites for nearly four years and every single one of my sponsors has said that the content on positively affected their decision to sign up.

MySpace and other networking services are excellent ways to meet other racers, make new fans and get noticed. Another great self-promotion tool is to take part in message boards. You should remember to keep your sponsors and industry contacts in the loop, and always let them know what’s going on through email updates. Whenever you send out messages, always be sure to include links to your site and those of your sponsors. And when you create an account for your team, remember that you are a professional, representing your team.

Set Goals

Aside from you and your car, the most important thing you need to develop is a prospectus that tells your sponsors who you are and what you would like to accomplish. Create a header with the name of you and/or your team for the top of the page. Use formal English and a business letter format.

Your introduction should briefly say something about you and your goals. Be specific in the next paragraph: What series are you going to run? What car will you drive? Then take another paragraph for yourself: Who are you? What have you accomplished? What makes you stand out? The final paragraph should address specific sponsorship requests: What exactly do you need? How are you and said company a good match? What can you do for them? This final question is the most important. Emphasize it in closing. Make sure your contact information is included.

When attending auto shows like SEMA, I often make about 20 copies of this prospectus and put them into binders to hand out to serious sponsors. Remember, appearance is everything. And when you ask for something, keep it realistic. Companies will offer you mostly product at first, but may also offer cash as you develop a relationship with them.

Stay tuned for part 2, where I’ll sit down with some of my sponsors and ask them what they’re looking for and what you need to seal the deal - LK

[ Source ]

BWRDC Junior Champion and Student with the Race Driver’s Academy Cassey Watson, 16, has committed to the 2008 Junior Ginetta Championship and to York based team Tockwith Motorsport.This is not the first time the Worcestershire teenager has raced a Ginetta, having used the category twice before to break some impressive records. In 2006 Cassey drove six consecutive races in 3 different cars at the MSVR Junior Festival to break the record for most races in 24 hours. Then in 2007 she returned to attempt to become the first driver to stand on the podium in all 3 Junior Championships, SAXMAX, TCar & Ginetta, a feat she acheived at the very first attempt at Anglessey in round 1.

2008 will be Cassey’s last year as a Junior so this time she has commited to a full championship campaign and will run in a team for the first time.

Cassey says, “We have had 4 test days with Tockwith Motorsport so far and being in a team enviroment is filling me with confidence. Simon, (Simon Moore Team Owner), is terrific to work with and has already set the car up perfectly for me, this is the best car I have driven and I can’t wait for the season to start.”

The high profile BTCC support championship gets under way 29th March at Brands Hatch where Cassey will find herself going head to head for victory against a Motorsport Dynasty. Josh Hill, son of F1 World Champion Damon and grandson to legend Graham Hill, will also be on the grid.

Cassey said, “We already knew that the championship would receive massively increased coverage when it became part of the BTCC package, the biggest domestic championship. Then we heard about a massive TV deal with ITV4. However now with the famous Hill name back on the grid the eyes of the world will be on us, I can’t wait!”

Melanie Troxel entered the volatile world of nitro Funny Cars with few preconceived notions. The Avon, Indiana-based Top Fuel veteran knew converting from her 300-inch wheelbase dragster to the shorter confines of a nitro-burning Funny Car would provide the challenge of a lifetime.

Those who know the six-time (two in Top Alcohol Dragster) national event winning Troxel admit she’s up to any challenge. Funny Car will prove no different.

Add into the mix an off-season of uncertainty with Funny Car chassis design specs and sponsorship issues, Troxel’s first days behind the wheel were anything but a walk in the park.

“We did a lot of testing in the pre-season, I had only two full passes to get my license,” Troxel admitted.

Add into the mix a broken chassis on the team’s primary test car, a vehicle updated to the 2008 S.F.I. specs, and Troxel was forced into the team’s back-up car not only for the balance of the Phoenix test but also at the season-opening NHRA CARQUEST Winternationals in Pomona, Ca.

Troxel never flinched at the challenge. She headed into Pomona and responded in her unique competitive way by leading qualifying for one session on Saturday before settling into the third seeding for Sunday’s final eliminations. Her early successes was, in a manner, Troxel’s way of thumbing her nose at the bad fortunes which had beset the team before they even turned a tire under power in 2008.

“The two passes that we made in Pomona were literally my third and fourth passes to the finish line in a Funny Car,” Troxel said. “I’m still quite a rookie. It’s given me a lot of confidence just to have the car down there and to reassure myself that I’m keeping up with the car. I’m still making adjustments to the way I drive the car.”

“We try not to do competitive things around our house. No good would come from that.” – Melanie Troxel

Of course, it doesn’t hurt when your husband is competitive Funny Car driver Tommy Johnson, Jr., driver of Kenny Bernstein’s Monster Energy-sponsored entry.

“I’ve listened for years to Tommy talk about how much more aggressive you have to be with these cars,” Troxel said. “I know that but when you get in the car your instincts take over and after 10 years of driving dragsters it’s hard to break those habits. I’m literally having to, in the four seconds that the car is going down the track, you literally have to just react; you’re not thinking, ‘oh yeah I have to be more aggressive about this, you just do it.”

Troxel has previous experience in a Funny Car, but not of this caliber and certainly, not of the nitro-burning persuasion. She is, by her own admission, getting a serious dose of on-the-job training. She credits the Gotham City Racing crew led by veteran tuners Brian Corradi and Mark Oswald as an asset in the high-speed learning curve.

“Every pass I’m breaking habits and hopefully making new ones,” Troxel said. “I’ve got a great group of guys to work with that have been absolutely supportive and there’s no pressure over there. If we don’t qualify then we don’t qualify kind of thing. That’s made it very enjoyable for me.”

Is the Funny Car experience like driving a Cadillac? Not hardly, if you ask the freshman standout. Troxel said the demands of her time in the cockpit are greatly increased.

“You know what’s funny is that after I made a couple of passes — I think my first 2 passes — in this car after Vegas we were like a 4.82 and a 4.81, which were pretty good passes for the car. I was like ‘oh really is that good?’” Troxel said.

“I didn’t really know and you don’t get the sensation I think obviously for a couple of reasons,” Troxel pointed out. “The Funny Car is not as quick as the dragster, I’ve got 4.45 in the dragster and we’re not ever going to come close to that, at least not anytime soon in the Funny Car. It was less of a sensation of quickness and speed for me but you’ve got that body around you, you’re a lot busier.

“It’s not to say that it’s less exciting I mean you don’t get quite the sensation of speed but you’re a whole lot busier and working a whole lot harder to keep that car in the groove.

At this point, she cannot tell a good pass from apple butter. A good pass to her, at this point in the game, is not measured in elapsed time but whether or not her Dodge Charger Funny Car makes it to the finish line under power.

“I’ve got 4 passes to my name so far so I don’t know,” Troxel admitted. “The guys are like hey did you know you were on a good pass? I’m like, ‘no I knew it was going to the finish line and that was great. That’s how I judge passes right now. If we can get to the finish line in a groove then that’s a great pass. I don’t have a real good feel. I feel what the car is doing and I’m actually enjoying how much more feedback this car gives you than a dragster.

“You can hear what the engine is doing so much more clearly — and feel what the car’s doing. I’m still learning what I’m feeling in the car. All of these sensations are new to me. As far as knowing how hard it pulls to be on a really good run I haven’t quite got to that point yet.”

Troxel held a special press conference with the media on Saturday following her incredible No. 3 qualifying effort, and in the midst of that gathering the reporters tried their best to goad her into doing the one thing that used to irritate her as a Top Fuel driver – make a comment about how easy Top Fuel driving is when compared to the challenge of a Funny Car.

“I wouldn’t go that far,” Troxel responded to the trademark questions while smiling to her publicist. “A lot of people have tried to get me by saying which do you like better? I don’t have enough passes yet to say which I like better. I’m having a great time right now and I knew that this would be quite a challenge, which is kind of part of the reason that I liked it. I’m having a good time right now and they’re two totally different things.

”I spent years listening to the Funny Car drivers talk about how easy the dragsters were and how hard the Funny Cars are to drive so I would not even go there now to my old dragster buddies and say anything about those cars. It’s much more of finesse; it’s still a skill to be able to finesse a dragster and not be able to drive it the way you drive one of these. It’s just a different skill set that you use for that car but like I said I’m having fun with this car right now so that’s all that matters.”

Troxel’s last experience behind the wheel of a Funny car was a decade ago when she piloted an alcohol Funny Car. Her experience was limited to earning a license and performing in a match race. The second major difference that many dragster drivers turned flopper drivers point is the visibility factor. That level of vision is greatly decreased within the confines of a Funny Car.

“It’s a little bit to get used to,” said Troxel. “You don’t see near as much of the track but to be honest it’s better than I expected. I had experience in a Funny Car before this program, enough to know that when they lowered the body I was going to be ok and I wasn’t going to freak out in there. I’ve heard Tommy talk for a couple of years now about how much worse the visions getting, how much higher the dog house is getting in there and you can’t see much of the track.

“I had been in the car and hadn’t had the body down so I was expecting it to be really bad. We actually towed up to make my first pass still never had the body lowered and they were like hey you want us to put the body down? I was like yeah that would be good I’d like to see what I’m going to be seeing out there. I was pleasantly surprised but I don’t have a reference point to go off of but just to listen to Tommy talk it was better than I expected.”

There’s somewhat of a misnomer that mandates a Funny Car driver must be of above average upper body strength. Troxel has heard the talk and she doesn’t necessarily subscribe to the theory.

“I’d say when you’re actually driving and going down the track it’s not something that enters my mind,” Troxel said. “I can’t actually sit there and think, ‘Wow I can’t. This is hard to do.”

“I can tell you just towing the car around it is an enormous difference when you’re just towing around,” Troxel continued. “So you know that even going a little faster it’s going to be a little bit easier that it is definitely tougher to steer than the dragsters. Off and on all my life I’ve been into lifting weights and doing things so I kind of think that I’m better than the average as far as upper body strength so I wasn’t really concerned with it. It’s definitely harder but I don’t think it’s so much harder that somebody couldn’t overcome it if they wanted to do that you could pretty easily.”

But, there is an inherent difference as Troxel found out on one of her full runs.

“Coming off the end of the track — you know your coasting down your coming around, the first time I did that at this track they’ve got the end of the wall and some hay bales down there,” Troxel confided. “I started going down and I’m not going to make it. I’m like, ‘what do I do?”

“With one hand I couldn’t make it around the corner, it’s that hard to steer the car so it’s definitely a big difference.”

Troxel wouldn’t mind flexing her muscles following the impressive performance in Pomona, but her humble nature and consideration for her spouse keeps the emotions in check. Johnson failed to make the 16-car cut in Pomona.

“I was heartbroken for Tommy — that’s incredibly frustrating as a driver,” Troxel said. “They’ve got a new deal going on over there so it may take just a little longer to gel and everything. I’m sure they will come back at the next race and be just fine. This is kind of what we talked about people make a big deal about when you guys come up to race each other and you meet each other in the final round. Hey that’s great, if we both make it to the final round that’s a good day for everybody.

“It’s times like Pomona when one of us is doing well and the other isn’t that kind of rubs salt in the wound a little bit.”

All will be fine on the home-front for Troxel and Johnson on those weekends because of an unwritten rule.

“We try not to do competitive things around our house,” Troxel said. “No good would come from that.”

[Source: Torco Racing Fuels]

What started out as a simple gathering of riders on the MXGirls.com Chat Forum, is now becoming the Ride Day of 2008 and everyone is welcome! Gates open at 8:00am. On March 2, 2008 MXGirls.com will be hosting a Ride Day at Milestone Motocross Park in Riverside, California. The day is going to be filled with rider comradery and fun. Looking forward to having many of the Women’s Motocross Association Professional and Amateur riders participating in the day’s event, being on site for their fans. XCorps TV will be on-site filming the entire event for cable TV Broadcast!! We will have some highly recognized and respected local dirt bike educational and skill trainers on the premise, willing to work with true beginner women riders from the ages of 12 and up, supplying motocross gear and bikes during the session and seasoned women riders beginner through advanced who have their own bikes. If you are interested in participating in a free session of training please contact michele@mxgirls.com by February 24, 2008 to be scheduled into the day. Starting mid-day we will have the Vet Track closed off for women riders only. A great opportunity for you to take that much desired next step onto the motocross track or just to enjoy riding with all the MXGirls. All other tracks will still be open for everyone else.

Come check out vendor row, participate in the raffle and silent auction; details of how proceed will be donated can be found on the mxgirls.com website.

Visit MXGirls.com for more detailed information on the ride day, the raffle and the silent auction. Vendors and Activities listed on the website.

If you are interested in being a Vendor or donating product for this event please visit MXGirls.com and review the layout or contact Michele Johnson at 949-295-DIRT.

Thank you to our current event supporters: XCorps Television www.xcorps.com, Kawasaki, Coach3ride.com, WMA, Race Tech Suspension, Kelly Yancey @ Kamp KY, Transworld MX, Answer Racing, FMF Racing, Red Bull Energy Drinks, DVS Shoes, Pro Circuit, Spy Goggles, So Cal MX Training Mike Fedorow, Girlyz, GLTR, and Carl Stone Photography.

SAXMAX & Junior Ginetta driver Cassey Watson, 16, was at the BWRDC Awards Night last Saturday to receive her championship trophey after retaining her title of Junior Champion in 2007.

For the second year running Cassey more than doubled the score of the second placed driver. More astounding though is that Cassey would have placed 4th in the Senior Championship, had she been eligible by age, a championship which is open to every female racing driver in the country.

Cassey will now try and defend her championship title in 2008 in her last year as a Junior.

[Source]

Bentham’s Shelley Rogerson will contest her second rally of 2008 when she heads to Bournemouth on Friday (22nd February) to compete on the Rallye Sunseeker. The rally is the opening round of the MSA Gravel Rally championship.Shelley, 22, will be partnering Kington’s Andrew Burton in his Peugeot Cosworth. After taking victory on the Wyedean Forest Rally recently the pairing are hoping for another good result on the Sunseeker although with several top crews in World Rally Cars also contesting the event the competition will be tough.”It’s going to be hard to repeat our Wyedean victory, we know from last year how close the competition can be in the Gravel Rally championship,” said Shelley.

“We’ll do our best to be on the pace though and hopefully get a good haul of points to kick-off the championship. I’d like to thank my sponsors Co-ordSport, Legend Fires, AMG TV, Nicky Grist and Songasport and my friends Gary, Tim and Jason for their support.”

The rally starts on Friday night with a short stage in Bournemouth town centre. The bulk of the competitive mileage is on Saturday with 70 miles of gravel tracks in Wareham and Ringwood forests and the grounds of Somerley Park.

[Source]