Thanks for the coverage, I think?

The Sunday, March 7 issue of the Minneapolis Star Tribune had a story about the new Polaris EV. The story entitled, “Can Green Be Gold?” ran as an “exclusive” in the Sunday edition. I enjoyed some of the off-road-focused article and thought the author – David Phelps – did a good job of interviewing multiple sources and gaining feedback from Polaris about its new electric vehicle, but thought it was still too unbalanced.

Before I go on, I must say the Star Tribune has been less than kind to ATVs in recent years and has featured many one-sided stories (at least that’s my take) against the operation of OHVs. Many articles have focused on their alleged destruction of the environment, noise and even injuries and death. I was pleased to see the paper see the new EV as a positive business story, but displeased with so much focus on noise and the environment. And yet nothing concrete was mentioned about electric vehicles and their impact on our future environment. Nor how much of the environment it takes to build one/dispose of one compared to a normal gas-powered machine. In addition, what about the EV’s potential for indoor use (as one of my trusted colleagues pointed out)? No mention.

Even the story’s pull quote (which is in bold and as large as the subhead) featured Matthew Norton of the Minnesota Center for Environmental Advocacy and not someone from the U.S. Military, Polaris or its defense team. He said, “The Quiet is a huge benefit. It will alleviate a lot of the discord that happens when people are forced to live near lots of noisy machines. But it will not alleviate soil disturbance and damage to vegetation.” (Source: Star Tribune)

A better quote would have been from Matt Homan, vice president of the Polaris off-road division, when he said, “You’re saving money on gas and you’re paying for the benefits of stealth and being green.” (Source: Star Tribune)

Here are the other hidden verbal attacks on our current OHVs/ATVs.

The story describes current ATVs as:

Noisy, disruptive to the environment, scary for wildlife (so is man!) and disruptive to herds and multi-acre neighborhoods.

Here’s the most opinionated and unnecessary portion of the story, “Norton added that quiet machines might also allow riders to go places they shouldn’t be, such as private property, without alerting others to their presence.” (Source: Star Tribune)

Action Alert! CPSC to develop rules for SxS’s

Action Alert!  Side by Side owners and enthusiasts need to stand up and be heard.  Now I don’t have a huge interest in (ROVs) Side by Sides but here is a link to a preformed response that will be sent to the Office of the Secretary, CPSC. Personalize the message all you want. The Americans for Responsible Recreational Access (ARRA) have made it easy to take just a minute or two to voice your opinion.  Follow this link to the Americans for Responsible Recreational Access (ARRA) Link to personalize your message

ATV Trails: Knott County, Kentucky

My good buddy Bill Reed, who I met roughly five years ago while visiting the Hatfield McCoy Trail System and has been an ATV Sport test rider, was manning the Knott County, Kentucky, booth at the 2010 Indianapolis Dealer Expo. Seeing the West Virginian in a booth that represented the state of Kentucky drove me to ask him a few questions. The first and most obvious question was “Why are representing Kentucky?” Another, “Are you moving from West Virginia?”

Reed’s answers explained everything and stated that he decided to sell his little motel in Gilbert, W.Va., and move the entire family to Kentucky to assist with the creation of OHV trails in the southeastern Kentucky county, which is known as “The Elk Capital of the East.”

The Knott County OHV system is scheduled to open (tentative) this fall. Of the four riding areas, only No. 1 Mine Made Paradise Park — which features a training center — is slated to open this year. The remaining three trailheads (No. 2 Fire Trail, No. 3 Brushee Fork Trail and No. 4 Red Fox Trail) are slated to open in 2012.

Mine Made Paradise Park has literally hundreds of miles of trails for ATVs, side-by-sides and dirt bikes on only a small portion of the 43,000 acres of privately owned land. The trails are professional designed and marked. In order to appeal to a wide variety of users, the system will also feature campgrounds and cabins (to open soon). The on-site Training Center is dedicated for closed-course ATV and motorcycle training and is the lone facility in the Appalachian region, according to Knott County.  For more info on the Training Center, visit www.kcrtc.com or call (606) 233-0080.

Knott County, Kentucky, is slated to open in the fall of 2010.
Mulit-Use Trails

Not only will the Knott County trails cater to ATVs, UTVs and dirt bikes, but they also will be open to equestrian, with more than 100 miles of trails dedicated to horseback riding. The Knott County brochure says the Annual Trail Rides (May 7-9 and Oct. 1-3, 2010) are expected to attract more than 10,000 riders from 12 states.

For More Detailed Info, download the PDF here:

http://www.wmthcorp.com/knott co document.pdf

Area Attractions

With more than 10,000 Elk in the area, visitors can take a break from riding and participate see all the horned animals with Saddle Up Elk Tours. The area also has a Sportsplex, Carr Creek Lake & State Park,  Artisan Center, skate park and museum and settlement school.

Lodging:

For lodging in the Knott County, Kentucky, area click Hotels/Motels/Other.

CONTACT:

(270) 792-5300; (800) 532-1622

www.knottcountyadventure.com

Related Links:

http://www.wmthcorp.com/

http://www.trailsrus.com/

http://www.knottcountytrailriders.com/

How it came to be…

The power sports industry is some what at a cross roads in my opinion.  The manufactures are trending to wards more discipline specific machines, following what the motorcycle side of the business has been doing for the last 20 years.  Example Yamaha’s YFZ450, you have the “R” model more focused to wards motocross racing and the “X” model that is focused to wards off road/woods racing. The differences are subtle (just like their motorcycle brethren), but enough to make each model more specialized to the needs of  that particular discipline.

This prompts me to look back at the older models that I have had experiences with and somewhat compare to what we have today. First off in the past an ATV was sort of a generic term for any machine with 4 wheels. The general public barely had a grasp on the concept that there were two different types of machines under the the umbrella term ATV.  Of course we as offroaders know these two to be Sport and Utility.  Just recently added is the SxS market which now has its own division but that is another topic for another day.

Back to the discussion at hand.  I am going to look back at my own experiences with machines gone past, give a brief opinion of what I thought at the time as well as opine on if the model would be a good choice for someone looking in the used market. In this economy the used market is becoming a more prominent area for the new ATV rider as well as the established rider to find their next machine.

3 wheelers, I have already written about them and my introduction to riding through them so there is no need to rehash it here.

Team MGR rider Derek Hinrich on the 250X in one of its last races before retirement

1987 Honda TRX250X

 Starting off with probably hands down the quad I have had the most experience with.  This very ATV (pictured left) has been passed around our group so many times I forget who owned it when.  This thing did everything: race, ride, loaner quad, you name it.  My impression then: Excellent starter quad, 5 speed manual lets you control the power and when you want to shift just like a racer, but tame power for the beginning-intermediate skill level.  Ride is cushy and can handle moderate jumping.

Now: Still an excellent beginner ATV, bullet proof from almost every prospective.  Suspension is not all that bad but benefits from at least an upgraded rear shock.  This machine holds its value pretty well so as long as you don’t over pay when you buy it you should expect to at least get 80-90% of your money back when you sell.

 

Actual LT250R I have ridden, owned by Team MGR team mate Chris Flodine

1987 Suzuki LT250R

 This collectible gem can be credited with starting the sport/race ATV segment of the industry.  This particular model is the 3rd year of production featuring an update engine with a power valve and a variation of Suzuki’s first full floater link-aged suspension.  My impression then:  Wickedly fast on a motocross track.  Handles well, jumps straight, feels like a true race machine should.  Suspension is plush in the rough stuff but compliant for big g-outs and triple jumps.

Now: Still a very collectible machine.  A bit underrated and overshadowed by Honda’s TRX250R that was a response to this machine.  Engine can be finicky to tune and the power valve on later models are complicated and expensive to replace/repair.  Suzuki’s full floater might have been the best idea for a linkage type suspension however it had twice the parts of a conventional rocker arm type thus more parts to grease and wear out.  Suspension on used machines is usually thrashed.  Parts are not easily crossed between some model years.  Wickedly fast and still competitive in the amateur ranks.

 

1989 Yamaha YFS200 “Blaster”

 Yamaha’s entry level machine to capitalizing on the ever growing sport market.  Not quite a full size machine but not quite a youth machine.  My thoughts then:  This thing is terrible.  Feels like Yamaha went into the parts bin and just grabbed an engine from a street bike (converted to air cooling), frame, wheels and tires from other motorcycles and ATVs to produce a machine.  Engine is peaky and is all top end power.  Rear shock is mismatched to the frame and swing arm geometry.  Rear shock is a linkless design.   Suspension is not very adjustable and unfortunately what adjustment there is does not help the lack of damping this thing just bounces around.  The handling is not helped by the balloon type tires on the rear.

Now: Almost zero updates in its whole production run.  It took until 2002 for hydraulic front brakes to be added.  Previous models have drum brakes that are almost impossible to adjust so each functions equally.  Balloon tires? Really? Need I say more.  Best mods are to add some length to the swing arm, better shocks all the way around. Longer A-arms help stability.  Square profile “sport” tires in the rear.  Flywheel weight helps power delivery.  Know what your buying when buying used.  This ATV is not for everyone.

 

1995 Yamaha YFZ350 “Banshee”

 The legendary dune machine.  Yamaha originally developed this in response to Suzuki and Honda’s 250cc sport machines.  Using a variation of a 350cc twin 2 stroke street bike engine the Banshee lived up to its name.  My thoughts then:  I only had a brief encounter in a sandy trail area.  Blindingly fast in a straight line but suspension felt like it had none.  The length helped the straight line stability and off the line launches, but was a major hindrance in the trails.  The thing just would not turn without deliberate effort.  Motocross track, nope not without some serious modifications to the suspension and engine for better more palatable power delivery.

Now:  If your into strictly dune riding this is the machine, even in bone stock for this machine will climb, jump and out run most anything (with the right rider).  Unfortunately this is all the machine does good.  Its not a very good trail machine nor a race machine for the track.  Extensive modifications can be made to it though to make it handle terrain better but it will cost you.  This machine is not for everybody, expect used machines to be molested in some way and plan on tuning it to your liking before you will feel comfortable on it.

Team MGR rider Chris Flodine on his 400EX

2001 Honda TRX400EX

 The machine that rekindled the sport ATV market in 1999.  Honda borrowed its tried and true 400cc engine from the XR400 dirt bike and threw it into a frame reminiscent of the 250R of the past.  My thoughts then:  Finally a machine that put it all back together again.  Similar in nature to the 250X of nearly a decade before it, the 400EX is just a larger package.  Plenty of power all around, decent suspension for track or trail with a bit of adjust ability out back, front shocks lacking but no more than other ATVs.  Aftermarket is plentiful with BBK’s and other parts to tailor it to the rider.

Now:  The 400EX started showing its age in about 2005.  It has seen no major update since its inception other than a reverse gear in 2006.  MSRP’s have steadily risen but performance has stayed stagnant.  Used machines are the best bet here.  The ATV as a whole is rock solid reliable.  Aftermarket parts are still plentiful.  Best mods include, better front shocks, different cam profile, exhaust and a few other ergonomic upgrades.  The machine is still a good ATV in stock trim for light racing, but serious racers look elsewhere.

 

2001 Yamaha YFM660R “Raptor”

 Yamaha’s answer to the question no one asked, “Bigger is better, right?”  The Raptor is the first of its kind, a big bore sport quad (excluding the LT500R of the past).  Engine borrowed from another one of Yamaha’s motorcycles not imported to the U.S.  My impression then:  Loads of torque.  The engine is a stump puller nearly identical to the Grizzly.  The whole package is compact if a bit top heavy.  Frame, suspension might be a bit under built for how much power the engine puts out.  Suspension is a bit stiff out of the box but has enough adjust ability to suit most recreational riders.  Not as at home on the track but if lowered a bit it can be made to handle well enough.

Now:  The 660 was replaced by the more capable and more well thought out 700R meaning you can only find these used.  In my opinion there is no reason to look for a used 660 now that there are used 700’s on the market.  The 660 was a half half hearted attempt to progress the big bore sport quad market but really this ATV doesn’t do much well in comparison to other models available on the used market.

 

2004 Suzuki LTZ400

Suzuki’s late to the party entry into the sport market.  Engine borrowed from the instant legend DRZ400 off road and dual sport motorcycle.  My impression then:  Wow! this is what the 400EX should have been.  Water cooled, modern shocks, light weight frame, powerful high reving engine.  This ATV is happy on the trail as well as the track.  Not much modification needed to be a competitive racer even against custom built 250R clones.  Aftermarket parts are plentiful to maximize the potential on and off the track.  MSRP not much more than the Honda.

Now:  The Z400 has seen steady updates and refinements over the years and recently adopted EFI.  Used Z400’s hold their value fairly well compared to other models.  Look for 2006 and up, those models feature fully adjustable suspension components.  Best mod on carburated machines is finding a Keihin 39mm FCR carburetor to replace the anemic CV Mikuni BSR36.  The FCR is found standard on early model DRZ400″E” models.  Also swapping camshafts from that bike will move the power up the rev range a tad making this an even more high performing ATV.

The 450’s….

I have only had brief encounters with the early 450’s, Yamaha’s 2004 YFZ450 (actually only a 440cc engine to comply with the ATVA rules at the time) and Honda’s TRX450R.  Both I thought were amazing at the time, but their was not much to compare to at the time.  Today they are pushing to wards more genre specific, motocross and off road.  This is a good thing, unlike the early years where every ATV was a compromise on all around performance.

There you have it my opinions on machines of the past that I have had explicit experiences with.  Some may agree and some may disagree.  Feel free to discuss it on our own ATV Magazine Forum

SxS debate, CPSC to Regulate ROV Utility Vehicles

ROV (Recreational Offroad Vehicle), Side by Side, SxS – how ever you want to say it you know what I am talking about.  The CPSC is at it again, conjuring up rules and regulations concerning these machines.  I have read the entire CPSC memo and here are my opinions on the bullet points presented in the memo.  The regulations center primarily around the “questionable” stability of these machines, as tested using two tests used to evaluate stability and handling characteristics of automobiles and trucks.lateral stability tests (SSF) static stability factor, vehicle handling test (SAE J266, dealing with under steering and over steering).  The CPSC also made recommendations on passenger retention systems and  as well as  technology to encourage use,  I am assuming they mean starter interlock devices and 4 point harnesses. [Read more]

DragonFire Racing Black Magic Long Travel Suspension System

Introducing Black Magic by DragonFire Racing. DragonFire Racing says it offers the “most state-of-the-art suspension systems in the SxS market.

Black Magic suspension systems feature lightweight chromoly-plated boxed A-arms, 300M axles, and Fox and Elka coil-over shocks. Suspension travel is in excess of 13 inches per kit. This is a direct replacement kit, often utilizing remote rear and front shock towers to provide the proper shock ratios and structural support necessary for the increased travel. [Read more]

Sponsorships the truth, myths, and legends

Sponsorships are something that seems to be everyone’s goal. No matter if your a hardcore racer or the casual weekend warrior, being sponsored seems to be the holy grail (excluding winning a championship) in the action sports genre. It is no different in the atv world. But how do you go about getting one (or many). They just aren’t being handed out at every event, nor are agents beating down your door wanting you to sign with them. You know someone is getting sponsored because you see advertisements and logos everywhere. Why get sponsored? How did they get them? Who can get them? Whats involved with being sponsored? Read on, as in this article I will let you in on some of my wisdom from being a sponsored rider as well as a sponsored team.  I will also try to break it down and answer those questions and do it in a layman’s point of view.

First we should define what a sponsorship is in its basic definition.  “To sponsor something is to support an event, activity, person, or organization financially or through the provision of products or services. A sponsor is the individual or group that provides the support, similar to a benefactor.” (en.wikipedia.org/wiki/Sponsorship)  One myth that most people think is that the word sponsorship means free, this is not entirely true.  While some types of sponsorships can have free product or services defined within the contract, most of the time sponsorship means some type of support either contingencies, monetary or discount schedules.  Sponsorships come in all shapes, sizes and colors meaning no two entities will support a rider in the same manor, but they do have a few things in common.

Application process, almost every company has an application process similar to applying to a job.

Contracts, nearly all companies will have you sign a contract.  In that contract will be all the stipulations of the sponsorship.  It will outline the responsibilities of the rider and the company sponsoring the rider.

Commitment, similar to what is outlined in a contract a company sponsoring a rider expects some commitment to attend various races or events in which there brand will get some exposure.

The following are some common misconceptions that people may have about getting and being sponsored.

Only riders that race on TV and get first place all the time get sponsored.

This is a myth.  Almost anyone with a desire to be sponsored can get some sort of sponsorship.  Whether you race in the National ATVA championships or just some local races you can be eligible for sponsorship.

Ok, I now know I can get sponsored, but why should I get sponsored?

Well the obvious reason would be to gain some support from an outside entity.  As stated before sponsorships come in all kinds.  Depending on the terms, a sponsorship can help curb costs of racing and riding events/races.  Sponsorships can also be helpful in building a resume’ for future racing endeavors.

What does it mean to be sponsored?  What are the responsibilities?

Well your specific responsibilities will be outlined in the contract you sign and or the commitments you agree upon.  There are however some common themes that all sponsorships share.  Being professional and presenting yourself in an appropriate manor, remember in most cases your part of the marketing plan for the company that is sponsoring you.  Attending many events or races.  Sponsors want their brand name out in the public, the more you do this the better you will look in their eyes and prospective sponsors eyes.  Consistency is key, you don’t have to be winning races to be consistent, even if you only place in the bottom 1/3rd as long as your always out there riding and fulfilling the commitment your sponsor will be happy.

Alright hotshot!  You make it sound so easy, how does one acquire these sponsorships?

Well not to discourage anybody but getting worth while sponsors does take some work.  As you may have already notice there are rarely any “scouts” out at the race tracks just looking for the next big thing. Rarely does anybody just pop onto the scene with a factory ride, most have to work for it, just like you.  The best places to start are with some of the sponsorship websites such as Loop’d and MXsponsor.  These are like social networking sites that companies belong to and accept applications through.  They both require a fee to apply for unlimited sponsorship requests, but what is really worth the money is you can build a page with your resume’, photos, and other media that prospective companies can view.  The key with these types of sites is you will only get out what you put in, don’t expect a company to take you seriously with just a photo and a grammatically incorrect explanation of yourself.  Take your time and really take the time to “sell” yourself with words on a page.

Not all companies register with websites such as loop’d Network or MXsponosor.  Those companies usually have their sponsorship contact information listed on their website.  Some prefer emailed resumes and some require postage mailed in resumes with photos or other media.  What ever the form of contact, be sure to do the work and provide the required material.  Also provide the best cover letter and resume’ you can.  A professional looking cover letter could be the difference between you and someone else getting the support, because most moto specific companies get thousands of applications every season.  You want yours to stand out from the rest of the applicants.  A hybrid concept of Loop’d Network is Team VRM (http://www.teamvrm.com/).  They procure the relationships with many companies and riders that get accepted into their program then get all the benefits that Team VRM has negotiated with all the companies they have relationships with.  Basically you apply with them and its like getting accepted by 15 or more companies.  In my opinion its one of the most cost effective ways to reduce the costs of racing.

One of the other ways to attract a sponsor is to do some cold calling of non-moto type companies or even local businesses.  This is by far the most work but sometimes you can reap great rewards.  When cold calling you first have to explain to the company what sponsorship is and why sponsoring a rider would benefit their business or brand awareness.  It may take several meetings with them because the company has never thought about using marketing/advertising dollars in such a way.  This is where being a good communicator and promoting yourself are key.  You have two main goals, first sell them on the idea of sponsorship, second sell them the idea that you should be the one sponsored.

Remember all those English and speech classes you took in high school and college, here is where it all can pay off.  Sometimes the non-moto companies that you cold call are the ones that will give you the best support, the one thing to remember with all of this is make sure the company gets more exposure and exceed their expectations, doing so will increase the chances of you being carried on for the next season and possibly even more active support.

 

Well now I think I have it, but what types of companies or sponsorships should I look for?

This is entirely up to you, but if your ultimate goal is to build some sort of racing career you should focus on acquiring sponsors from companies that can provide practical products or services.  For example you might want the “prestige” of say a Monster Energy or DC shoes sponsoring you but in all respects getting free or discounted drinks or shoes probably won’t offset the cost of racing too much.  Focus on companies that provide things like tires, air filters, oil, or hard parts.  Discounts with companies like those can really offset the costs of racing making it easier for you to race more events and build your resume’ as well as get the exposure you want.

Lastly, is there any other helpful advice you can give?

I think sponsorships are great motivation tools, especially for children and youths.  It can give them confidence, give them goals to work for, responsibility of representing their favorite brands as well.  They also can emulate their favorite riders by having sponsors like the big guys.

The best advice I can give is to learn to self promote.  Talk yourself up and really sell yourself.  Try to create a “hook” that can make you stand out in the myriad of other riders out there.  Be outgoing and put yourself out there, not just on the racetrack but in every aspect of your life.  Don’t be afraid to ask, you will never get anything if you don’t ask.  Be ready for rejection, face it your not Tim Farr or Bill Ballance, you ARE going to get rejected a lot in this process, don’t let it get you down.  Along the same line, be humble and keep that ego in check, sure everyone likes to think they are “hot stuff” but face it someone is always better than you.

Of course I could go on and on trying to “coach” for every type of situation but it would be impossible.  Hopefully this gives you a basic idea about sponsorships and how to go about it.  My goal is to get people who thought sponsorship was not for them, get inspired to put a resume together and put it out there.  Feel free to contact me, I would love to help you be on your way to being a sponsored rider!

For further reading checkout this link.

What is sponsorship? by Robert Villegas Jr.

Redline Riot Side-By-Side

FIRST TEST: REDLINE RIOT 750 UTV
Pushing the Sport Envelope

Story by Bill “WBGO” Lanphier

While there are several UTVs to choose from, things have been decidedly lopsided. There are plenty of pure utility and sport/utility UTVs on the market, but, until now, only one pure-sport model, Polaris’ Razr. Now, enter the Riot.
Redline Performance, based in Minnesota, already had a head start on smaller but sporty roll-cage vehicles with its Revolt, a single-seater cosmetically reminiscent of Honda’s discontinued Pilot, and powered by a lightweight, Weber 749cc liquid-cooled four-stroke twin with EFI and a CVT (fully automatic) tranny. A turbo version of this motor is used in a Polaris snowmobile and is claimed to produce 140 horses. Yeow! FOR THE COMPLETE STORY, YOU’LL NEED TO GET THE SPRING 2009 Issue of UTV Magazine.

RIOT Side x Side
Redline TS750
Specifications

Model Name- RIOT
Model Number-1RLSR175FA
Engine-Weber Motors 749cc, liquid-cooled, 4-cycle, parallel twin cylinder, SOHC, 72hp
Chassis-Powder coated tubular space frame w/ 5-point harness
Body-Molded TPO body panels
Lubrication-Dry sump
Oil Capacity-3 qts / 2.84 ltr
Fueling-Port Injected EFI – Walbro EMS
Fuel Capacity-8.5 gal / 32 ltr
Coolant Capacity-1.5 gal / 5.7 ltr
Alternator-350 watt
Starting/Battery-Electric/12V – 30AH
Transmission-Continuously Variable Transmission (CVT) w/ Redline Proprietary F/N/R gearbox
Drive-Two-wheel shaft, rear wheel drive
Front Suspension-Double A-arm
10 in (25 cm) Fox Air shocks
18 in (46 cm) of true travel
Optional: 10 in (25 cm) Elka or
Elka Elite coil over shocks
Rear Suspension-Swingarm
10 in (25 cm) Fox Air shocks
16.5 in (42 cm) of true travel
Optional: 10 in (25 cm) Elka or
Elka Elite coil over shocks
Tires – Front/Rear-26 x 8.0 – 12 / 26 x 10.0 – 12
Gauges-Tachometer / Speedometer / Odometer
Wheelbase-84 in / 213 cm
Length/Width/Height-115 in / 68 in / 66 in
292 cm / 173 cm / 168 cm
Dry Weight-1078 lbs / 490 kg
Cargo box -2.8 cu ft / 79.3 L

For more info on the RIOT or the Redline Revolt, visit www.1redline.com or log on to www.atvmagonline.com.

DragonFire Racing Teams With Monster Energy Cernic’s Kawasaki

DragonFire Racing has partnered with the Monster Energy Cernic’s Kawasaki Team for the 2009 SX/MX Season.

“This partnership will allow us the opportunity to showcase our latest products at Supercross and the Nationals,” said DragonFire Racing’s David Crapo. “DragonFire Racing will be the host for the hospitality tent within the Monster Energy Cernic’s Kawasaki semi at these events. I am very excited with this partnership. Team Manager Billy Whitley likes to think out of the box, finding new ways to generate sales and promote products for his sponsors.”

“We at Monster, Cernic’s, and Kawasaki Racing are very excited to partner with DragonFire for the upcoming 2009 season,” stated Whitley. “DragonFire is the leader in the industry for ATV and UTV racing. Monster Energy Cernic’s Kawasaki is one of the top teams in motocross racing. With the exposure of the Supercross Series combined with the Canadian Outdoor Nationals, we feel that this is a perfect match.”

Jan. 3 Anaheim, CA
March 7 Daytona, FL
Jan. 10 Phoenix, AZ
March 14 New Orleans, LA
Jan. 17 Anaheim, CA
March 21 St. Louis, MO
Jan. 24 Houston, TX
March 28 Toronto, ON
Jan. 31 San Francisco, CA
April 4 Jacksonville, FL
Feb. 7 Anaheim, CA
April 18 Seattle, WA
Feb. 14 San Diego, CA
April 25 Salt Lake City, UT
Feb. 21 Atlanta, GA
May 2 Las Vegas, NV
Feb. 28 Indianapolis, IN

For more info, visit http://www.dragonfireracing.com/

Extreme Racing

 

 

 

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