Monterey (CA) — AMA Superbike Champion, Ben Spies has retained the services of Douglas Gonda to represent him in an endeavor to seek out new opportunities in world championship racing. The 23-year old factory rider signed a multi-year agreement with Gonda’s sports management company, Protac, Inc. Spies currently leads both the AMA Superbike Series and AMA Superstock series racing for the Yoshimura Suzuki factory team. “I worked with Ben early in his career. Since that time his mother Mary Spies has acted as Ben’s manager. She has done an incredible job for her son and I respect that a lot. When Mary contacted me to help move Ben to the next level, I felt quite honored. Ben’s championship records are impressive. He has natural speed and mentally he is very strong. Of all the young riders in America since 2000, Ben is the most complete road racer I’ve seen,” said Gonda. “I’ve noticed what Doug has done for other riders and teams. So I’m excited to work with him again. My goal is to race at the highest level and I think Doug can help me get there and succeed,” remarked Ben Spies. Mary Spies will continue in her capacity as a principal in Ben’s company.

EDWARDS TO RUN ‘TEXAS TORNADO’ LIVERY IN LAGUNA SECA Fiat Yamaha Team rider Colin Edwards will contest his home Grand Prix at Laguna Seca this weekend in a one-off special livery, starting from first practice on Friday. The popular American is well known to his legion of fans, both on home shores and worldwide, as the ‘Texas Tornado’ and this weekend’s livery has been inspired by his famous nickname. The livery, which is Fiat Yamaha’s second change of the season following the ‘Fiat 500′ inspired bikes in Assen, represents a personal tribute to the two-time World Superbike champion and Edwards has been influential in the design process. “I’m really happy with the final result!” said the 33-year old Texan. “The finished article is exactly how I imagined and I think it’s transmitting just the message we were after, mixing the idea of the tornado with the American flag. I’m always very proud to race in front of my home fans and I’m especially pleased to have something extra special to give them this weekend; I’d like to say a big thank you to Fiat for giving me the chance to do something different!” Edwards’ bike will be unveiled today, Thursday 19th July, at 1700 local time in Pit Lane at the Laguna Seca circuit.

Australia’s Damian Cudlin will head to Japan ready to fight back into championship contention with a strong result firmly in his sights. Returning to the most prestigious single motorcycle event for a 3rd time, Cudlin believes he and the YART squad stand a strong chance for success not only towards the championship, but for overall honours as well. “This will be my 3rd time racing at Suzuka so obviously I’m going into this event better prepared than I’ve been in the past.” Cudlin said. “It’s a huge test of fitness in the humidity of Japan, and a place where you can gain a lot by being in good shape. I’m heading to this event lighter and physically fitter than before, and I think it’ll pay off.” Cudlin’s Yamaha Austria Racing Team has a proven track record in Japan, finishing in the top 10 outright twice in the last two visits, including taking the SBK class victory last year. This year they will be flying the flag for Yamaha’s European assault and will be looking to continue their string of strong results in the Mecca of Motorcycle Races. “YART have always had good results at Suzuka and it’s always been an important race in the championship.” said Team Manager Mandy Kainz. “It’s hard to compete with the Japanese at Suzuka with our European stuff, but we’ve often done the best job of the permanent teams which is important for our championship hopes. This year we hope to move forward in the series standings and gain a strong result for Yamaha.” Cudlin, who will ride alongside regular team mate Igor Jerman, will also be joined by fellow Aussie Steve Martin, who will replace the still injured Sebastian Scarnato. “It’s great to know we’ll have a rider of Steve’s calibre joining us in Suzuka.” Cudlin said. “I’m sure his experience riding so many different bikes in WSBK will help us get the most out of the YART R1, and being a Suzuka veteran himself I’m sure he’ll prove to be fast as well. It can only be good for our team, and I’m looking forward to working with him.” The Suzuka 8 hour will be run on the 29th of July.

2. TECHNICAL REGULATIONS (TO BE APPLIED AS FROM 01.01.2008) 2.1 INTRODUCTION 2.2 CLASSES 2.3 GENERAL ITEMS 2.3.3 Handlebars 2.3.4 Control levers 2.3.5 Wheel and rims (See Table 1) 2.3.6 Tyres 2.3.8 Adaptation of the tyre’s surface 2.3.9 The use of tyre warmers is allowed. 2.3.10 Use of Tyres The competitors shall only use tyres distributed by the Official Supplier during the event. For each event, all tyres must be made of the same quality and shall be strictly identical. All tyres to be used must be easily identifiable with a colour marking or a numerical system, to be applied by the Official Supplier at the time of manufacturing. The Official Supplier shall provide the Superbike Technical Director a written description of the markings and the general characteristics of the different types of tyres. After the tyre samples have been delivered to the Superbike Technical Director the day prior to the start of the official practice, any modification of the tread pattern (with the exception of normal wear) is not permitted. During free practices, qualifying practices, (Superpole for Superbike), warm up session (and race for Superstock), no motorcycle may enter the track without the front and rear tyres being marked (see also Art. 2.4.6.7/ 2.5.6.7/ 2.7.6.7). The Superbike Technical Director may, at his discretion, require the exchange of one (1) or more competitors’ tyres for a tyre sample under his control. The tyres exchanged remain under his control and he can exchange them for the ones of another competitor. An appropriate identification will be applied on the left side of each tyre. No tyres marked for one event may be used during another event. When indicated (see Art. 2.4.6.7/ 2.5.6.7/ 2.7.6.7), no unmarked dry-weather tyres are allowed in the pits. 2.3.11 Ballast The ballast must be made from solid metallic piece/s, firmly, securely connected, either through an adapter or directly to the main frame or engine, with minimum 2 steel bolts (min. 8 mm diameter, 8.8 grade or over). Fuel in the fuel tank can be used as ballast. Nevertheless, the verified weight may never fall below the required minimum weight. 2.4 SUPERBIKE TECHNICAL SPECIFICATIONS Rules intended to give freedom to modify or replace some parts in the interest of safety. EVERYTHING THAT IS NOT AUTHORISED AND PRESCRIBED IN THIS RULE IS STRICTLY FORBIDDEN. Superbike motorcycles require an FIM homologation (see Art. 2.9). All motorcycles must comply in every respect with all the requirements for road racing as specified in the Technical Regulations, unless it is equipped as such on the homologated machine. The appearance from both front, rear and the profile of Superbike motorcycles must (except when otherwise stated) conform in principle to the homologated shape (as originally produced by the manufacturer). The appearance of the exhaust system is excluded from this rule. 2.4.1 Engine configurations and displacement capacities The following Engine configurations compose the Superbike class. Homologation Year, Homologation valid for, Engine configuration and displacements, Minimum weight, Diameter of restrictor Until 2006, 5 years, Over 750 cc up to (included) 1000 cc 2 cylinders ** (1000 cc 2 cylinders), 162 kg, n/a (*) As from 2006, 5 years, Over 750 cc up to 1000 cc 3- cylinders and 1000 cc 4 cylinders **(1000 cc 3 & 4 cylinders), 162 kg, n/a (*) As from 2008, 5 years, Over 850 cc up to 1200cc 2 cylinders **(1200 cc 2 cylinders), 168 kg, 50 mm (*) n/a = not applicable (**) Reference used in the Articles hereunder The displacement capacities must remain at the homologated size. Modifying the bore and stroke to reach class limits is not allowed. 2.4.2 Balancing various motorcycle concepts In order to equalize the performance of motorcycles with different engine configurations, changes in the minimum weight and air restrictor sizes are applied according to their respective racing performances. These handicaps are applied only to the ‘1200 cc 2 cylinder’ machines homologated as from 01.01.2008. At first, a weight handicap is applied according to the relevant provisions in Art. 2.4.2.2. The minimum weight may be reduced twice by 3 kg to a maximum reduction of 6 kg, or increased once and by 3 kg maximum. If this measure proves to be insufficient, then a second handicap will be applied: the size of the intake ports will be changed by means of air restrictors. These changes to the size of the air restrictor diameter will be applied in 2 mm steps, according to the relevant provisions described in Art. 2.4.4.3. 2.4.2.1 Minimum Weights The minimum weight will be: 1000 cc 2- cylinders 162 kg 1000 cc 3 & 1000 cc 4 cylinders 162 kg 1200 cc 2 cylinders 168 kg (**) (**) See handicap rule for further information. During the final inspection at the end of each race, the machines chosen will be weighed in the condition they finished the race. The established weight limit must be met in the condition the machine has finished the race; nothing can be added to the machine. This includes water, oil, or fuel. During the practice and qualifying sessions, riders may be asked to submit their motorcycle to a weight control. In all cases, the rider must comply with this request. At any time of the event, the weight of the whole machine (including the tank and its contents) must not be less than the minimum weight with a tolerance of 1 kg. The use of ballast is allowed to stay over the minimum weight limit and may be required due to a handicap system. The use of ballast and weight handicap must be declared to the Superbike Technical Director at the preliminary checks. 2.4.2.2 Minimum weight adjustments The minimum weights will be increased or decreased in steps of 3 kg according to the following procedure: 1. By taking the race points of the riders of the best two 1000 cc 4 cylinders and best two 1200 cc 2 cylinders in each race an average will be calculated after every event, the ‘event average’. If there is only one finisher from one of the configurations, the ‘event average’ will be calculated from the first rider of each configuration in each race. No ‘event average’ points will be calculated if one of the configurations has no finishers. The ‘event average’ will then be calculated, based on the results of the other race from the same event. If neither race has any finishers from one of the configurations, the event will not be considered. 2. ‘Wet’ races (as declared by the Race Director) are not taken in account for the calculation of an ‘event average’. 3. After 3 events, the average value of the ‘event averages’ of each configuration will be calculated. The score of the 1000 cc 4 cylinders and the score of the 1200 cc 2 cylinders will be compared as follows: · Should the average value of the ‘event averages’ over 3 events favour the 1200 cc 2 cylinders by more than 5 points, and if a rider of a machine with this configuration is leading the riders’ Superbike World Championship standings at that time, then the minimum weight of all 1200 cc 2 cylinders will be increased by 3kg. The upper limit is 171 kg. · Should average value of the ‘event averages’ over 3 events favour the 1000 cc 4 cylinders by more than 5 points, and if a rider of a machine with this configuration is leading the riders’ Superbike World Championship standings at that time, then the minimum weight of all 1200 cc 2 cylinders will be reduced by 3 kg. The lower limit is 162 kg. If the minimum weight is not updated, then the results of three more events will be considered, and a new average value of the ‘event averages’ will be calculated over six events and so on, over multiples of three events, until the points gap of the average value of the ‘event averages’ from the last minimum weight update is higher than 5. The Superbike Technical Director will inform all the teams about the possible minimum weight adjustments, within 24 hours from the end of the last event (the last meeting of the International Jury) where the average value of the ‘event averages’ was calculated. The new minimum weight adjustments must be applied from the first following event. 2.4.2 Carburation Instruments 2.4.4.1 For 1000 cc 2 cylinders · Carburation instruments refer to both throttle bodies and carburettors. · Carburation instruments must be used un-modified either as the original homologated carburation instrument or as the homologated optional carburation instrument. · The only modifications allowed to the homologated carburation instruments original or optional are jets, needles, throttle valves, fuel injectors and bell mouths. · Variable-length carburettor/fuel injection intake tract devices that function while the engine is operating are prohibited, unless such a system is used on the homologated machine · The original manufacturer must use the following criteria for the designing and making of the optional homologated carburation instruments. a) There is no limit for the intake size of an engine equipped either by carburettors or fuel injection systems. b) The optional carburettor / injector body material must remain the same as used on the original homologated carburation instruments. c) A minimum number of optional carburation instruments must be available as spare parts and be included in the manufacturer’s racing parts lists. All manufacturers must have a minimum of 15 sets available through traditional distributorships worldwide for the life of the homologation. The price of the optional carburation instruments to the public must not exceed twice the manufacturers suggested retail price of the original homologated carburation instrument in the country of origin. This price must be indicated on the Homologation Form. d) The motorcycle manufacturer may submit only one optional carburation instrument for each model at the time of homologation. e) The motorcycle manufacturer must supply a sample set of the original and optional carburation instruments to the FIM for use as comparison samples at the events. f) The motorcycle manufacturer must provide evidence that the minimum of 15 sets of optional carburation instruments have been manufactured. g) The optional carburation instruments must be available for at least three years after the homologation date. h) The carburation instrument homologation will be valid for the same period as the homologated motorcycle. i) An additional model of optional carburation instruments may be homologated during the life of the machine’s homologation. These carburation instruments must meet the same requirements as the original modified instruments. This is to allow development after the original homologation. · The optional carburation instruments may only be homologated at the same time as a new homologation. [see number i) above for additional optional carburation instruments] 2.4.4.2 For 1000 cc 3 & 4 cylinders and 1200 cc 2 cylinders · Carburation instruments refer to both throttle bodies and carburettors. · The original homologated carburation instruments must be used un-modified. · The use of optional homologated carburation instruments is not allowed. · The fuel injectors may be replaced, however they must fit without modification to the homologated throttle body. · The carburation instruments intake insulators may be modified. · Bell mouths may be altered or replaced. · Variable length intake tract devices that function while the engine is operating are not allowed, unless such a system is use on the homologated machine. · Vacuum slides may be fixed in the open position · Secondary throttle valves and shafts may be removed or fixed in the open position and the electronics may be disconnected or removed 2.4.4.3 Air restrictors for 1200 cc 2- cylinders Definition: An air restrictor is a metallic device with precisely 3 mm (+/-0.1 mm) of constant controlled section and which is placed in the induction tract after the carburation instrument (throttle body). No air and/or air-fuel mixture to the engine must by-pass the restrictor. No carburation part (injector, needle, slide, etc) must extend through the restrictor. Application: Only the 1200 cc 2 cylinders will be fitted with air restrictors. The initial air restrictor size to be installed is equivalent to a Ø 50 mm circular area (1963,5 mm2). Air restrictor size will be adjusted (in steps equivalent to a change of 2 mm in diameter or equivalent circular area, upwards to Ø 52 mm and then to no restrictor at all, downwards to a minimum of Ø 46 mm), if needed during the Championship, as described below in Art. 2.4.4.4. The Manufacturer must supply the FIM with 20 sets of plug-calibres (-gauges) to check the diameter of the air restrictor when using one of the prescribed sizes (Ø 52, Ø 50, Ø 48, Ø 46 mm). A Manufacturer may have a non-circular air restrictor, provided that the area of this restrictor is equivalent to the area of a nominal circular restrictor. In this case, the Manufacturer must supply the FIM with 20 sets of plug-calibres (- gauges) for measuring the restrictor during the technical verifications. The FIM may also request the Manufacturer to supply a cut section of the air restrictor(s) in each of the prescribed sizes. 2.4.4.4 Air Restrictor adjustment The minimum air restrictor size is increased or decreased in 2 mm steps in diameter of equivalent circular area, according to following procedure: 1. – If the minimum weight of the 1200 cc 2 cylinders configuration has reached the lower limit of 162 kg and, – if the resulting gap in the average value of ‘event averages’ is more than 5 points in favour of the 1000 cc 4- cylinders and, – if a rider of a 1000 cc 4 cylinder is leading the riders’ Superbike World Championship standings at that time, then the initial air restrictor size of the 1200 cc 2 cylinders will be increased by one size, to a Ø 52 mm (or the equivalent area 2123.7 mm2), or as a last step, without any air restrictor. 2. – If the minimum weight for 1200 cc 2 cylinder configuration has reached the upper limit of 171 kg and, – if the resulting gap of the average value of ‘event averages’ is more than 5 points in favour of the 1200 cc 2 cylinders and, – if a rider of a 1200 cc 2 cylinder is leading the riders’ Superbike World Championship standings at that time, then the initial air restrictor size of the 1200 cc 2 cylinders will be reduced by one size, to a Ø48 mm (or the equivalent area 1809,6 mm2), or, as last step, to a minimum of Ø46 mm (or the equivalent area 1661.9 mm2). If the air restrictor size is not updated, then the results of three more events will be considered, and a new average value of the ‘event averages’ will be calculated over six events and so on, over multiples of three events, until the points gap of the average value of the ‘event averages’ from the last air restrictor size update is higher than 5. The Superbike Technical Director will inform all the teams about the possible air restrictor size adjustments, within 24 hours from the end of the last event (the last meeting of the International Jury), where the average value of the ‘event averages’ was calculated. The new air restrictor size adjustments must be applied as from the first following event. 2.4.5 Fuel 2.4.6 Machine Specifications (From Art. 2.4.2.1, to be added, other text remains unchanged): The use of titanium in the construction of the front forks, the handlebars and the swingarm spindle is forbidden. 2.4.6.1 Frame Body and Rear Sub-Frame 2.4.6.2 Front Forks 2.4.6.3 Rear Fork (swing-arm) 2.4.6.4 Rear Suspension Unit 2.4.6.5 Wheels The use of titanium and light alloys is forbidden for wheel spindles (axles). 2.4.6.6 Brakes 2.4.6.7 Tyres 2.4.6.8 Foot Rest/Foot Controls 2.4.6.9 Handle Bars and Hand Controls 2.4.6.10 Fairing/Body Work & Number Plate Colours 2.4.6.11 Fuel Tank 2.4.6.12 Seat 2.4.6.13 Radiator/Oil Cooler 2.4.6.14 Air Box The air box may be altered or replaced from those fitted to the homologated motorcycle (a special design for racing is allowed). If fuel injectors are attached to the cover of the air box, their position must remain as original. The air filter element may be removed. The air box must be completely closed around the induction bell mouth and all engine breather tubes. Carburation instruments may be entirely within the airbox. The air box drains must be sealed. All motorcycles must have a closed breather system. The oil breather line must be connected and discharge in the airbox. The breather system (airbox plus any breather oil collector box) must be capable in the event of drain pipe blockage, of retaining a minimum of 1000 cc of discharged fluid. 2.4.6.17 Fuel Supply ECU can be modified or changed. Fuel pump and pressure regulator may be modified or changed. Fuel lines may be replaced. The fuel line(s) going from the fuel tank to the carburation instruments must be located in such a way that they are protected from possible defects. Fuel vent lines may be replaced. Fuel filters may be added. Fuel petcock may be altered or replaced from those fitted to the homologated motorcycle. 2.4.6.18 Engine The following engine components may not be altered from the homologated machine except as noted. The homologated engine design model cannot be changed. Homologated materials and castings for the crankcase, cylinder, cylinder head and gear-box housing must be used. Material for the crankcase, cylinder, cylinder head and gear-box housing may only be added by welding or removed by machining. The method of cam drive must remain as homologated unless a complete kit is available through normal commercial channels. These kits must be available in significant quantity and be listed in the racing spare parts book. · For 1000 cc 3 & 4 cylinders and 1200 cc 2 cylinders Aftermarket or modified cam drive components are allowed, however the cam drive must be in the homologated location. The method of valve retention must remain as the homologated model (no pneumatic valve retention devices are allowed unless fitted to the homologated model). All moving internal engine, gear-box and clutch parts may be altered or replaced including materials from those fitted on the homologated motorcycle (unless not allowed by the individual section covering the parts in question). Polishing and lightening of engine parts is permitted, except for carburation instruments (unless not allowed by the individual section covering the parts in question). · For all configurations The sequence in which the cylinders are ignited (i.e. 1-2-4-3), must remain as originally designed on the homologated model. Simultaneous (*) firing of 2 cylinders is also forbidden if not adopted on the homologated motorcycle. *up to 5 degrees firing difference in 2 cylinders is regarded as ‘simultaneous’ firing. 2.4.6.19 Cylinder Head The homologated cylinder head can be modified as follows: Homologated materials and castings for the cylinder heads must be used. Material for these parts may only be added by welding or removed by machining. The induction and exhaust system including the number of valves and or ports (intake and exhaust) must be as homologated. Porting and polishing of the cylinder head normally associated with individual tuning such as gas flowing of the cylinder head, including the combustion chamber is allowed. The compression ratio is free. The combustion chamber may be modified. The valves may be altered or replaced from those fitted to the homologated motorcycle. The valve seats may be altered or replaced from those fitted to the homologated motorcycle. The valve guide may be altered or replaced from those fitted to the homologated motorcycle. Valve springs may be altered or replaced from those fitted to the homologated motorcycle. The valve retainers may be altered or replaced from those fitted to the homologated motorcycle. · For 1000 cc 3 & 4 cylinders and 1200 cc 2 cylinders Aftermarket or modified valves, springs, retainers and other valve train components are permitted. The original number of valves must be maintained. a. Valve diameters, including stem, must remain as homologated. b. Valves must be made of the same basic material as the homologated valves. c. Valves must remain in the homologated location and at the same angle as the homologated valves, except for normal valve maintenance. d. Rocker arms (if any) must remain as homologated (material and dimensions). 2.4.6.20 Camshaft 2.4.6.21 Cam Sprockets or Gears 2.4.6.22 Crankshaft · For 1000 cc 2 cylinders Crankshaft may be altered or replaced from those fitted to the homologated motorcycle. Crankshaft stroke must remain as homologated. · For 1000 cc 3 & 4 cylinders and 1200cc 2 cylinders The following modifications are allowed to the homologated crankshaft: a. Bearing surfaces may be polished or a surface treatment may be applied. b. Balancing is allowed but only by the same method as the homologated crankshaft. (for example heavy metal i.e. Mallory metal inserts are not permitted unless they are originally specified in the homologated crankshaft.) c. Attachment of aftermarket ignition components or sensors is permitted. d. Balance shaft may be removed. 2.4.6.23 Oil Pumps and Oil Lines 2.4.6.24 Connecting Rods · For 1000 cc 2 cylinders and 1000 cc 3 & 4 cylinders Connecting rod may be altered or replaced from those fitted to the homologated motorcycle. Carbon composite or carbon fibre materials are not allowed if not used in the homologated motorcycle. · For 1200 cc 2 cylinders Connecting rod must remain as homologated. Polishing and lightening is not allowed. 2.4.6.25 Pistons · For 1000cc 2 cylinders, 1000 cc 3 & 4 cylinders Pistons may be altered or replaced from those fitted to the homologated motorcycle. · For 1200 cc 2 cylinders Standard piston or the kit (*) piston must be used. (*) The kit piston must have the same price as the standard one and must be listed in the current racing parts list of the Manufacturer and be on sale for customers. Within 90 days from the order, the customer must receive the kit piston set. 2.4.6.26 Piston Rings 2.4.6.27 Piston Pins and Clips 2.4.6.28 Cylinders 2.4.6.29 Crankcase/Gearbox housing and lateral covers 2.4.6.30 Transmission/Gearbox All transmission/gearbox ratios, shafts, drums, selector forks are free. Primary gear ratios are free. The number of gears must remain as homologated. Additions to gearbox or selector mechanism, such as quick shift systems, are allowed. Countershaft sprocket, rear wheel sprocket, chain pitch and size can be changed. 2.4.6.31 Clutch Aftermarket or modified clutches are permitted. Back torque limiter is permitted. · For 1000 cc 2 cylinders Clutch system (wet or dry type) and method of operation (cable/hydraulic) may be altered or replaced from those fitted to the homologated motorcycle. · For 1000 cc 3 & 4 cylinders and 1200cc 2 cylinders Clutch system (wet or dry type) and method of operation (cable/hydraulic) must remain as homologated. 2.4.6.32 Ignition/Engine Control System 2.4.6.33 Generator, alternator, electric starter 2.4.6.34 Exhaust System 2.4.7 The Following items MAY BE altered or replaced from those fitted to the homologated motorcycle. 2.4.8 The Following items MAY BE removed 2.4.9 The Following Items MUST BE Removed 2.4.10 The Following items MUST BE altered 2.4.11 Additional Equipment

A Road Racing World Championship Grand Prix event will be held next year on one of the most famous circuits in the world, Indianapolis. During a press conference held in Indianapolis, Indiana, United States, on Monday 16 July, the company Indianapolis Motor Speedway (IMS) and Dorna Sports announced they had signed an agreement for the running of a Grand Prix in Indianapolis as from 2008, including the three classes: 125cc, 250cc and Motogp. Among the persons present were Messrs Bart Peterson, Mayor of Indianapolis, Tony George, owner of Indianapolis Motor Speedway, Joe Chitwood, IMS Chief Executive Officer, Vito Ippolito, FIM President, Carmelo Ezpeleta, Dorna Managing Director, Mrs Gill Campbell, Laguna Seca CEO, American riders Kenny Roberts Jr and Kevin Schwantz, and 200 invited motorcyclists. In his speech, Mr Ippolito underlined the importance for the motorcycle sport to come back to Indianapolis, where everything started in 1909 with a motorcycle race, and the importance of all parties working together Dorna and IMS for the three-year contract, and the FIM for the homologation and support. Moreover, Indianapolis is one of the main and most well-known – places in the world of motorsports, which will have a great impact in the world of sport in general. The event will be held on 14 September 2008, on a circuit which uses a part of the oval and a new track designed in the infield.

Brno (Czech Republic), Thursday 19 July: The Ducati Xerox Team arrive at the Automotodrom Brno for this weekend’s ninth round of the World Superbike Championship at the spectacular and notoriously difficult Czech Republic circuit in the forests around the town of Brno. Not only is the Automotodrom one of the most fearsome circuits on the calendar, but it also has a reputation of not being a particularly happy hunting-ground for the Ducati Xerox Team, which aims to set the record straight this weekend. The last round at Misano saw Bayliss step up his title defence with a double triumph that takes the 38-year-old Australian rider’s mid-season winning streak to three races. After zero points scored at Donington due to his nasty crash, Troy is now back within striking distance of championship leader James Toseland (Honda), who is just 21 points in front. Troy Bayliss, 2nd in championship (239 points) Testing one month ago saw Troy Bayliss just a fraction away from nailing a 2 minute dead time on a qualifying tyre in cool conditions, but he knows that conditions will now be a lot hotter now and that the fickle Brno track could easily play tricks on the twin-cylinder Italian machines. A DNF and an eighth place were the best results Troy could put together in a disappointing weekend in 2006 on his first Superbike visit to the circuit. “I have a feeling Brno will be difficult for us” declared Troy. “The reason is the track layout, the conditions, a bit of everything really. It’s going to be hot, we do struggle in those conditions and we don’t really know why. If we did, then we’d sort it but it’s not easy. We’re going there and we would like to win but honestly I think it’s going to be more difficult than that and we just want to keep the points as close as we can. Testing went pretty well three weeks ago, we were quick on a qualifying tyre, and we did a couple of race simulations but we didn’t exactly get what we wanted from the tests so we’ll just have to wait and see what conditions are like when we get to Brno. I remember last year Kagayama did a couple of great races so I’m hoping he does some more this year!” Lorenzo Lanzi, 6th in championship (133 points) The 25 year-old Italian has four races to his name at the Brno circuit, but his best result so far has been sixth place, which he scored twice in 2005. Lorenzo showed some signs of a mid-season revival at Misano but he now finds himself having to defend sixth place in the table from a fast-approaching Ruben Xaus. “Brno is a track that I like a lot” declared Lorenzo. “In testing we didn’t go bad, especially with the qualifying tyres, but on race tyres we were a bit further down the order. It’s a strange circuit for us because the track conditions change all the time and we seem to have more problems here than the others. Every day is different, but we hope to go there and have a more normal Sunday than what we have had in past years. We know that Brno is a track that creates problems for us, but judging by the results of the tests, I’m optimistic for this weekend even though conditions will be different”. Championship Points (after 8 of 13 rounds): Riders – 1. Toseland (Honda) 260; 2. Bayliss (Ducati Xerox) 239; 3. Haga (Yamaha) 234; 4. Biaggi (Suzuki) 217; 5. Corser (Yamaha) 182; 6. Lanzi (Ducati Xerox) 133; etc. Manufacturers: 1. Ducati 234; 2. Yamaha 277; 3. Honda 274; 4. Suzuki 233; 5. Kawasaki 102; 6. MV Agusta 1. The Circuit Name: Automotodrom Brno Length: 5.403 km Pole Position: left Corners Left/Right: 6/8 Finish line length: 636 m Race distance: 2 x 20 laps / 108.060 km Statistics : Best lap: Haga (Yamaha) 2m00.457s (2006). Lap record: Haga (Yamaha) 2m02.594s (2006). Superpole: Haga (Yamaha) 2m00.457s (2006). 2006 Results : Race 1: 1. Kagayama (Suzuki); 2. Toseland (Honda); 3. Fabrizio (Honda). Race 2: 1. Kagayama; 2. Fabrizio; 3. Haga (Yamaha). Race 2:

Experienced motorcycle racer Steve Martin has been in demand for a variety of testing and commentary roles since his departure from the DFX Honda World Superbike team in mid May. His first role came in the form of being the guest commentator for the world broadcast feed for the World Superbike Championship from Silverstone, alongside veteran commentator Jonathan Green and fellow racer Scott Smart. Steve commented, “I was nervous as I hadn’t done anything like that before so you always worry that you’re going to sound like a dork! It’s the sort of job that when your Mum says you did ok you don’t know whether to believe her or not. I wasn’t sure about how I would find commentating but I actually really enjoyed it.” With glowing feedback from his co-commentators and also fans who emailed in to comment on Steve’s great thoughts and insights to the track action, the Aussie was invited to return to the microphone for the following rounds at San Marino in Italy a few weeks later and Brno in the Czech Republic this coming weekend. Steve continued, “Commentating at Misano was even more daunting than Silverstone as there was no Scott Smart, along with Jonathan and myself, to also fill in the gaps. But I ended up feeling very comfortable and the commentary flowed well between the two of us. I am really looking forward to doing Brno now as I think the racing there will be really close.” Although enjoying his stint and also increasing his experiences of commentating, Steve is still a gutsy racer at heart and his outstanding riding and bike development abilities were highlighted when a number of teams contacte Steve, asking him to test their race machines and provide his direction and input for development and set-up. “It felt good to be approached by a number of teams and whilst it would have been great to be able to follow up every option, that was not the most productive way forward for me or the teams,” explained the Aussie. “So I’ve ended up on a Yamaha theme really. Nothing planned but it’s just how it’s panned out. “I did a two day test for the Yamaha France World Superbike team at Lausitzring, alongside Nakatomi on their R1 customer bike which was a lot of fun and we achieved a great deal in a short space of time. The bike was pretty standard but I managed to lap with some respectable times and the guys were happy that I was able to give them some constructive feedback and a direction to head in with set-up going forward.” The Yamaha Europe World Supersport team were next to request the help of Steve’s expertise, asking him to test a number of new components on the R6 of Kev Curtain at Brno, alongside Broc Parkes. Steve continued, “The test went quite well and I was able to dip under the current lap record regularly, although the emphasis of the test was evaluating some new components and not really an ultimate lap time. That R6 is a really nice bike and still has a lot of potential to be unlocked, so I was happy to have been able to ride it again and have an input into that.” Steve then agreed terms to ride for Mandy Keinz Yamaha Austria racing team and will line up on the grid for the Suzuka 8 Hour race later this month. “I wasn’t really looking to do the ‘eight hour’, but Mandy kept ringing me and one day he caught me at the right time. I’m glad that he did in the end as it is a very experienced team. My son Axel is also happy about it too as Mandy promised to give him his first motorcycle – a Yamaha pw 50 of course – and Axel’s not even one yet!” Just when he thought things couldn’t get any busier, Steve received a call from Rob MacElnea asking if he would be interested to test the Virgin Yamaha R1 to evaluate its performance. “Out of all the bikes and teams that I have tested for this year, I was most impressed by what the Virgin Yamaha team have accomplished in terms of bike set-up and also team dynamics, and I clicked well with both elements,” explained Steve. “I only got to lap Donington for an hour during the lunch break of a track day, but it was enough to let me know that things just seemed to click, that the R1 was fast, steered well and looked good so had all the fundamentals of a good package.” “I’ve had a number of years experience motorcycle racing and have ridden every make of bike; two, three and four cylinders, Superbike, 500GP and Supersport. Given this I know how a bike should feel and what feedback a team needs in order to make the package work, so it’s been great that I’ve really been able to use my skills to experience over the last few months and also that they have been recognised and wanted by teams. Steve concluded, “I’m still not sure what I will be doing in the future. I don’t want to rush into any decisions and end up in another situation like at the start of this season. But I have options which is the positive thing and so I’ll need to assess these over the next few weeks and then I should be in a clearer position to make some decisions and update everyone with more news!”