Copyright 2002, Roadracing World Publishng, Inc.

I was watching the AMA supersport qualifying at Laguna Seca from the corkscrew this year, and heard the distinctive backfiring of Tommy Hayden’s Kawasaki shifting with the aid of an ignition kill quick-shift mechanism. I have had numerous discussions with various AMA tech officials over the years concerning spark boxes, and asked the officials that day about their position on use of ignition kill devices.

It would be nice to decide an issue like this on simple principles of supersport racing and cost. Unfortunately, the problem is technically complicated, and doesn’t lend itself well to simple considerations.

Let’s look at the recent history of spark boxes. Newer technology made competitively fair spark box performance progressively more difficult to identify and describe. It became obvious that “standard equipment” was a concept that the officials were not going to be able to fairly enforce.

Rulemaking and enforcement had to consider technology that included the ability to reprogram stock spark boxes in the pits, or select special ignition curves curves during operation . Because manufacturers need to ship motorcycles with ignition curves that limit engine operation to ranges where they are willing to warranty the motor, special racing curves or programming are not documented or disclosed to customers. Undocumented features on some spark boxes are selected using unusual sequences entered through the standard controls, like on/off switches. Others are selected using hidden switches, like magnetic sensors in the box itself. In these cases, the racer is gaining an unfair advantage through his crew’s knowledge of the stock equipment, not the equipment itself. The selection of special curves or programming can disappear when the battery is disconnected, the spark box is unplugged, or the feature is deactivated.

Because aftermarket spark boxes were readily available, it was reasonably fair to deregulate spark boxes so that ignition curves and rev limiter values can be competitively established, rather than granting factories the advantage of allowing themselves, and only themselves, to conceal and obfuscate the competition capabilities of stock spark boxes.

With ignition kill devices, the same thing is true. Even without any intentional design, spark boxes have the ability to function as ignition kill devices. I have placed gentle pressure on the shift lever as I reach max rpm, and allowed the rev limiter to stutter the motor enough for the shift to take place – full throttle and no clutch – with a clunk and a wheelie. Spark boxes that are specifically optimized to do this do a better job, and fall well within existing supersport rules. The existing rules also do not prohibit sensors on the shift linkage. With some technologies, a signal can make it back from the shift linkage to the spark box. So, given that it would be possible to implement all of the functionality of the best ignition kill devices within the existing rules, it does not make a great deal of sense to maintain a prohibition of separate ignition kill devices.

The lighter side is that the spark box manufacturers (who have not already done so to one degree or another) will likely alter their designs to include input from additional sensors for this feature, and embed this functionality within their standard products. Integrated ignition kill devices do not backfire like the bolt-on units, and the additional cost of implementing this feature is very small, especially if the rules allow simple wiring and sensors.

From the sound of the backfiring, I doubt that Tommy’s quick shifter was technically legal. If I were the official and it were up to me, I would have torn his bike down, and if I found that there was a wire that was not allowed or improperly connected, I would have disqualified him. A lot of “ifs”. But I would have also expected to hear a chorus of complaints about how most of the top bikes had quick shifters, and that I was unfairly picking on Tommy because his bike just happened to not utilize the level of technology that riders of other brands had access to.

Its a tough position. I appreciate the viewpoint that supersports should be unmodified from stock, but in this case I believe that the AMA’s choice is best for those without access to factory technology.

Jay Sherritt
Boulder, Colorado




I find it funny that the AMA works so hard at trying to make things look even on paper and yet they never bother to enforce the rules on those that have the money to break them…rather they accuse the $$poor$$ privateers of rule-breaking when they run faster than expected.

Someone mentioned NASCAR and their rules and how well they are both enforce and lived by. I know that NASCAR issues restrictor plate for some track to keep speeds down and fines teams for breaking rules…like using too many tires and shaving their springs. Their rules are worked out with all the teams and not just a few rich teams.

I am leaving the USA this winter and will not be watching AMA racing next year…but had I stayed here I’m not so sure I would have anyway. They can’t seem to stop looking foolish and making life miserable for both the racer and the fan.

Just a simple fan.

Tony Peters
Fort Meage, Maryland




Hey, somebody please tell Jim Rashid to race a Superbike. I remember seeing a 4&6 600SS bike @ Road America in the mid-90s dicing with the factory boys and if I recollect the machine made the podium. I thought that was fabulous.

Of course in due time I think it was DQd but I’m not sure. Maybe 4&6 needs to go Superbiking to best exploit their particular talent?

I haven’t commented before but, to me, this fellow is out of line. I just wish more people like him would find their level (he should run with the big boys) and quit trying to be a big fish in a smaller pond. The way I see it it may cost more to run a SBK operation but these bikes seem to be competitive for 3-5 years. I don’t like the AMA’s shrinking of the race programs and unless something happens, like the Japanese running races combined i.e. Superbike & FX, we’re gonna see the whole shebang just evaporate.

I know, I know mucho $$$ but somehow I think we’ve got to get everybody running the BIG class. I’m 49 and remember NASCAR in the mid-60s when the factories kept upping the ante. Technological nirvana, much as it has been for the last 15
years in SBK. I love the different solutions and various styles as well as the great tuners involved.

Phil Burre
Oradell, New Jersey





I would like to start out by agreeing with a couple of the readers who have taken the time to submit responses to Mr. Bell’s aggravated email submission. That is, your magazine does the cycling world a great service by providing a relatively unbiased, informative periodical that keeps the majority of us up to date with the goings on in the motorcycle industry and the surrounding events. For this I thank you and eagerly await the next issue.

The issue in hand is that Mr. Bell is upset in the incomplete comparison and contrast done on the two locations discussed.The real underlying reasons have been addressed by Alan Wilson and his email response made to steep all of this hot air blowing.

It is nice to read that there is someone quick enough to see the underlying problem in finding the proper venue for this event. The sad part here is the amount of selfishness and skirtitude that will surround the decision making process while finalizing the event location. My only hope is that there might be someone with enough foresight to see that if we do not pick the proper track location for this one time event we may not have the opportunity to host another event like this for some time.

The proper thing to do might be to have a large corporate sponsor support and assist the best suited private track to mold themselves in to the perfect sight. Some of these tracks might be the Barber Motorsports Complex, Laguna Seca, Las Vegas, or VIR. What ever the choice America, we must come together without bias or we may not have this chance again for some time. That would be another disaster for the USA, no matter what your ethnic background.

A moment of clearity, please.

Geoff Allen
CCS Expert #206
Fairfax, Virginia




I’ve heard many of the arguments, and all I have to say is if it is promoted correctly (copious amounts of advertising and a lot of fan fare), like what the promoters did for the return of the F1 to the US at Indy two or three years ago, people will show up in large numbers.

Case in point, Bikertoberfest:
– end of the riding/racing season for many in attendance, which is always a reason to send the year off with a celebration
– Daytona Beach – warm weather compared to the rest of the country (Homestead should be even warmer)
– lots of fan fare with thousands of people in attendance from all across the US and Canada, even some from Mexico and South America (granted many are not there for the race, but that’s part of the promotional activities)
– Hey, when you were in Daytona Beach for Bikertoberfest, didn’t you ponder driving the 4 hours to Miami to party? After driving half way across the US, what’s 4 more hours.

Another point:
– All people in attendance to races are not fans of racing. For a lot of people, it’s about the party; plain and simple. I bet all of us married guys/gals with uninterested spouses would stand a better chance at attending a race near Miami in October, than in many other places.

If Homestead is close to Miami (an major international city, unlike some of the potential venues), it probably has much more to offer, shopping, sites, more beaches, and lots of entertainment, than an Indianapolis can. Of course Las Vegas Motor Speedway Facility and Las Vegas the city aren’t slouches when it comes to motor sports and entertainment, but I’ve seen the infield track during the Ducati Revs American Weekend, I wasn’t that impressed (too short and far too narrow, I’m a Road American fan), although the overall facilities were extremely nice. There were also many racing or racing related facilities that surrounded the area outside the Superspeedway. It’s possible that a specially built course could be constructed that would add to the whole LVMS experience, so don’t give up on the possibility.

I can’t say much about Homestead because I haven’t seen it.

If the promoters for the US MOTOGP spend the money correctly, make the track something all amateur and professional racers dream of racing on, with a paddock unlike that which is provided at any other venue in North America, I’ll buy my ticket two years in advance just to see it close up. I’ll also hang out near the track in the evening because I heard the parties are insane. I’m sure it will dwarf my Friday/Saturday night experiences at the AMA rounds at Road America. Not to mention if DORNA can get the factories to act right and move more North Americans (Americans, Canadians, Mexicans and Puerto Ricans) to all levels MOTOGP racing, with plenty of wildcards offered to North Americans, it will work without a doubt no matter where you put it (within reason of course.)

If they act fast enough, maybe they can jump on the coat tails of Harley Davidson’s 100th Anniversary American Tour to aid the promotion efforts. And don’t forget the International Motorcycle Shows here in the US. We want to see the exotic GP bikes also. I can’t tell you the buzz I got when I saw Rossi’s RSW250, or Kenny Roberts’ RGV500, or Troy Corser’s Mille.

Sean Wyatt
CCS Midwest #629
Chicago, Illinois




And now a response from Jim Rashid:

Hi guys , just thought I would respond to that guy’s comments.

I am glad someone did remember when a true privateer race effort made the podium in a AMA 600 race at a true road course that is one of the fastest tracks in the world. Not only did we make the podium but we won with Todd Harrington riding. It was done on a Kawasaki with no help from Kawasaki. The month before that race I was told by the man running Kawasaki’s race program that I would not receive any help from them until we proved ourselves at the regional level. I explained we already did that as in the early 1990s the only bikes winning everything in our regional races were built by 4&6. He didn’t care.

At Mid-Ohio before the Road America round we finished 4th and 5th with Todd and Owen Weichel. Oh and by the way, our bike was found to be legal at Road America! So as the big fish in a little pond theory, you’re way off base! You couldn’t be a smaller fish than me. AMA 600 level racing is not for the competively challenged so why change anything to make it that way? Our goal in 600 was to beat as many factory bikes as possible.

For 2003 there are at least 20 factory-supported 600s, quite a little pond I guess. Yes, racing Superbike would be fun and no doubt we could be competitive–have a spare million or so we can borrow? Actually the 600 class is stronger than Superbike with its few factory entries, just look at the 750 Suzukisport bikes that finished so high in it last year. I could go on and on with this but I’m sure you get my point.

Jim Rashid
4&6 Cycle
Chicago, Illinois