CHRIS VERMEULEN Q & A Rizla Suzuki rider Chris Vermeulen has just returned home to the Sunshine Coast in Queensland, Australia after his maiden season in Moto GP. The rookie secured two pole positions and one podium finish. Taking second at Phillip Island made Chris the first Australian to stand on the podium at an Australian Grand Prix since Mick Doohan. Here are his thoughts on the season and the future: Q: A well earned Christmas break for you? A: “I’ve done three years in World Supersport, two years in World Superbike and now my first year in Grand Prix, it feels like putting all five of them together. It’s a long old season, a lot of racing, a lot of testing and promotional events. I’m sick of travelling in planes and glad to be home and sitting still for a while.” Q: The amount of testing on top of the Grand Prix’s must take a huge toll on you, both mentally and physically? A: “There’s a lot of work to do. From Suzuki’s point of view we are their number one riders in the world and every bit of information we give them they use, not only for our bikes, but road bikes as well. So we do a hell of a lot of work, but you know what, I don’t complain about it, because I love riding the bike. When it’s the end of the year it’s good to leave a cold Europe and come home.” Q: To race Moto GP has been your lifelong dream, was it everything you thought it would be? A: “I always wanted to go there, but I didn’t know what to expect and I couldn’t imagine doing anything else. I feel really lucky and fortunate to be in the position I’m in. I’m with a great team, probably one of the best in the world, on the fastest motorbikes, doing what I want to do. Even when I’m home I love riding motorbikes, so I feel lucky and yeah, it is a dream come true.” Q: In 2006 did you achieve what you wanted? A: “My ultimate goal was to finish top ten and I finished eleventh, but we had a bit of bad luck with engines at the start of the year, so from that side of things we did reasonably well. I didn’t expect to get a pole position and the goal was to stand on the podium, but realistically, if I didn’t get there I wasn’t going to be surprised. Being a sports person and I think any sports person is the same, once you do something like that, your goals move up straight away, you want to do more and you expect more out of yourself. So it was a good season, but next year we’re going in with bigger expectations trying to do better.” Q: The team must be looking at next year with a great deal of enthusiasm? A: “They are. The factory itself was so excited with the pole positions. Suzuki had never had one on the four stroke machines, so from that side of things they were very excited and then to get on the podium and at Phillip Island, it was great. The team was overjoyed, they’ve worked hard for a lot of years and they deserve it as well.” Q: How was the Phillip Island experience, ahead of Rossi, your home town fans, can you put it into words? A: “Not really, that’s the hardest thing. It was incredible, but I’ve been working so hard for that for such a long time and I couldn’t believe it. Even the last lap going around I kept thinking something has got to go wrong this can’t be real. We were still second and there is that place one higher and we’re working for that now and hopefully will come back in 2007 and push for that lead. “But the best thing was finishing in front of Valentino Rossi. He’s the biggest name in our sport, the crowd were amazing, they were singing “Vermeulen kicked Rossi’s ass, do dah, do dah” for hours and hours. It was quiet cool actually. I only beat him by less then a second, but I’ll take it don’t worry about that, it was good to hear. Thanks if you were singing along.” Q: Next year the maximum capacity is 800cc, and Suzuki look to have a quick machine right from the outset? A: “They’ve been on the ball, they’ve had the bike going for a while and we’ve been to three tests and at all three tests we’ve been faster on the 800cc then we were on the 990cc machine, which is incredible you know. Our speed is down on the straights by an average of 10 to 15 kilometres, so before, where we were doing 320km per hour, we’re doing just over the 300 mark, but our lap times, in most places, are over a second faster. It’s exciting you know.” Q: Your times are also stacking up against the other teams? A: “I was the quickest at the three day test, ahead of Valentino Rossi and John Hopkins, my team mate, who was third for most of the test. I ended up fourth because a lot of the guys put a soft qualifying tyre on, but still when they used them we were less then a second behind them. So it wasn’t too bad and bode well for us at the moment. In racing everything is uncertain and there’s a long way to go yet before the start of the season and when you are competing against people like Yamaha and Honda, you know they’re going to catch up for sure. It’s great to be in the position we’re in now.” Q: Do you think of World Championships, can you make big steps next year? A: “You know I think we can be competitive, but it’s hard to say, it’s a long season. 18 Grand Prix’s around the world, so much can happen. My personal goal is to be inside the top 4 or 5 in the championship and our team – we’ve spoken and our goal is to win the first race. It is hard work riding one of these bikes, but I feel fit and strong and ready to get the job done.”

SBK CORONA EXTRA SUPERBIKE WORLD CHAMPIONSHIP® PIRELLI TEST LOSAIL 19, 20 e 21 DECEMBER SECOND DAY Losail, Wednesday 20 December 2006 TIMES TUMBLE AS TRACK CONDITIONS IMPROVE A grippier and wider racing line around the 5.380km Losail circuit allowed the cream of the World Superbike paddock to scores some impressive times on the latest generation of Pirelli race rubber on the second day of testing. Fastest man today was Troy Bayliss (Ducati Xerox) with a 1’58.9 on a race tyre – close to the 1’58.7 best he has previously set on a qualifier, in perfect conditions during a private test. TOSELAND THREE TENTHS FROM BAYLISS James Toseland (Hannspree Ten Kate Honda) was close on Bayliss’ tail, and professed that the track conditions were immeasurably better than day one, albeit with a stiff wind still playing its part. His time of 1’59.1 was four tenths faster than third quickest rider, Fonsi Nieto (PSP-1 Kawasaki Corse) who had a morale-boosting day two. The top four places were completed by Troy Corser (Yamaha Motor Italia), using 2007 suspension units on his all-new R1. LANZI THE FIRST RIDER OUTSIDE 1’59 Lorenzo Lanzi improved on his first day best time with a 2’00.3, only one tenth faster than rookie SBK rider Max Biaggi (Alstare Corona Extra Suzuki) who set a 2’00.4. In joint seventh place on the day two sheets Noriyuki Haga (Yamaha Motor Italia) and Regis Laconi (PSG-1 Kawasaki) shared a best of 2’00.6 time, with Yukio Kagayama (Alstare Corona Extra Suzuki) only a tenth behind that, in what was a close second day on the stopwatches. Robby Rolfo (Hannspree Ten Kate Honda) improved on his first day time with a 2’02.2. One day of testing remains for all riders present in Qatar. SUPERSPORT RIDERS PICK UP THE PACE Broc Parkes (Yamaha Motor Germany) continued his fast form from day one, setting the pace with a 2’03.3 lap. Gianluca Nannelli (SC Caracchi Ducati) was second by just over a tenth while Kevin Curtain (Yamaha Motor Germany) put in a day two time of 2’00.9. Fabien Foret (GIL Motorsports Kawasaki) found almost three second on the second day on his new model ZX-6RR, to set a 2.04.78. Pere Riba (Gil Motorsports Kawasaki) lost some time after a fast crash wrecked his bike in the early morning, leaving him on a 2’06.3. SUPERBIKE WORLD CHAMPIONSHIP: 1.Bayliss (Aus-Ducati) 1’58″9; 2. Toseland (GB-Honda) 1’59″1; 3. Nieto (Spa-Kawasaki) 1’59″5; 4. Corser (Aus-Yamaha) 1’59″7; 5. Lanzi (Ita-Ducati) 2’00″3; 6. Biaggi (id-Suzuki) 2’00″4; 7. Laconi (Fra-Kawasaki) 2’00″6; 8. Haga (Gia-Yamaha) 2’00″6; 9. Kagayama (id-Suzuki) 2’00″7; 10. Rolfo (Ita-Honda) 2’02″2. SUPERSPORT WORLD CHAMPIONSHIP: 1.Parkes (Aus-Yamaha) 2’03″3; 2. Nannelli (Ita-Ducati) 2’03″4; 3. Curtain (Aus-Yamaha) 2’03″9; 4. Foret (Fra-Kawasaki) 2’04″7; 5. Riba (Spa-id) 2’06″3. More, from a press release issued by Ducati Corse: Wednesday Dec 20 2006 Winter Test BAYLISS CONTINUES TO SET THE PACE IN QATAR TESTING Bologna (Italy), Wednesday 20th December 2006: Troy Bayliss (Ducati Xerox Team) continues to set the pace at the Losail circuit as the final Pirelli winter testing session of the year moves into its second day. The two-times World Superbike champion improved by almost two seconds to finish the session with a time of 1m58.9s. Even though the times are dropping rapidly, the main point of focus for all the five manufacturer development teams present in Qatar is to find a tyre that will last an entire race distance, not an easy aim given the relatively cool weather and windy, sandy track conditions. “Today went well again because the track was a little bit better” commented Troy. “We got through a lot of stuff and tested some rear tyres in the afternoon. I actually used the same settings as last year and we found a couple of tyres we could use for the race but they’re not lasting long in these conditions. My time today was a just a couple of tenths slower than my best ever time here on qualifying tyres. Tomorrow I don’t reckon we’ll go much faster but I’d like to find a bit more consistency and then we’ll be looking good”. Lorenzo Lanzi knocked one second off his time to end the day with the fifth quickest time of the day. “Today everything went quite well and towards the end of the day I managed to set some interesting times on race tyres” declared Lorenzo. “The conditions are more or less the same as yesterday but you can lap well. The only thing is that in these conditions this track totally destroys the rubber so we have to work a lot on the settings to find the right tyre. Now I feel much more at ease on this track and I have managed to lap in a good pace”. DAY 2 TIMES (provided by Pirelli): 1. Bayliss (Ducati Xerox) 1m58.9s; 2. Toseland (Honda) 1m59.1s; 3. Nieto (Kawasaki) 1m59.5s; 4. Corser (Yamaha) 1m59.7s; 5. Lanzi (Ducati Xerox) 2m00.3s; 6. Biaggi (Suzuki) 2m00.4s; 7. Haga (Yamaha) 2m00.6s; 8. Laconi (Kawasaki) 2m00.6s; 9. Kagayama (Suzuki) 2m00.7s; 10. Rolfo (Honda) 2m02.2s.

BARNES REHABS WRIST AFTER SURGERY Michael Barnes of Team M4 EMGO Suzuki recently underwent a medical procedure on his right wrist to correct a problem with tendonitis. Cysts that developed after a previous injury caused the tendonitis. Barnes, a Florida native who finished third in AMA Supersport points for the 2006 season, had the surgery at University of Florida Shands Jacksonville Hospital. Dr. Steve Augustine performed the procedure on Friday, December 15th. “I was dealing with some wrist pain on and off for about a year. I had a few cortisone shots over that time and the pain would come and go. I rode at the Pirelli tire test at Daytona recently and still had some pain, so I decided to do something about it,” said Barnes. “The doctors discovered some cysts near the spot of an old fracture. It was a relatively straightforward procedure, just cutting those out. All went well and I’ll start rehabbing in a week.” Barnes earned a place on the AMA Supersport podium a total of six times in 2006 and said he is looking forward for the 2007 racing season to begin. “The wrist issue had never been a really serious problem for Barney, but it is something that has bothered him for a while now. It’s been a thorn in his side and something he’s had to deal with,” said Crew Chief Keith Perry. “We’re glad the surgery was successful and it’s behind him. We won’t have to worry about the wrist now. He’ll be ready to continue the good results and momentum from 2006 when the new season starts.”

FIRST PERSON/OPINION Via e-mail By B.J. Worsham LRRS #31 Old Westbury, New York The End Of The Superbike Era? At the Daytona tire tests this winter, Ben Spies went to bed with the fastest lap time one night, set by going faster on his Superstock bike than Mladin had on his Superbike. To be fair, Mladin had gone home already … but the rest of the Superbike riders hadn’t. In a few months we’ll see how close all the Superstock guys can come to the Superbike times, but last year’s data makes a good case for wondering why we still have a Superbike class. Track, Pole Time, 10th On Grid Time Daytona, Time, Time SB 1, 97.1, 100.5 SS 1, 99.2, 101.1 Differential 2.1, 0.6 Barber SB 1, 84.8, 87.0 SS 1, 86.1, 87.7 Differential, 1.3, 0.7 Fontana SB 1, 82.9 85.3 SS 1, 84.0 86.2 Differential, 1.1, 0.9 Infineon SB 1, 95.9 98.1 SS 1, 96.9 98.7 Differential, 1.0, 0.6 Elkhart SB 1, 132.0 135.9 SS 1, 133.7 135.9 Differential, 1.7, 0.0 Miller SB 1, 109.2 112.7 SS 1, 111.9 113.6 Differential, 2.7, 0.9 Laguna SB 1, 84.9, 87.1 SS 1, 86.1, 87.8 Differential, 1.2, 0.7 Mid-Ohio SB 1, 84.9, 87.0 SS 1, 86.2, 87.6 Differential, 1.3, 0.6 VIR SB 1, 84.2, 86.0 SS 1, 85.5, 86.9 Differential, 1.3, 0.9 Atlanta SB 1, 82.0 84.3 SS 1, 83.2 84.7 Differential, 1.2, 0.4 Notes: Times rounded to nearest 10th Second Mid-Ohio times thrown out due to SB heat-race qualifying format While not a rule, closer and cheaper racing generally engenders better competition. The average Superbike pole time (in seconds) for 2006 was 93.8. The average for Superstock was 95.3, or just 1.5 seconds slower. (The actual difference is less, but it’s close enough.) The times for the riders gridded in 10th place for those classes were 96.4 and 97.0, respectively. So the average 1-10 spread for Superbike was 2.6 seconds, and for Superstock it was only 1.7. Some old-timers might argue against the AMA dropping yet another class, but come on already: How much will the manufacturers spend to go less than 1.5 seconds faster per lap? (see chart) The mind boggles thinking about what else could be done with that money. Right or wrong, and regardless of the personal feelings of local riders, promoters, and fans, most riders, rulemakers, and pundits that love the sport feel that Superbikes outgrew New Hampshire International Speedway and Daytona, would have soon outgrown Pikes Peak, (it closed before that could happen) and are in danger of outgrowing a few more tracks in the next 5 years. So with such fast ‘stockers, why do we need an SB class in the United States? (Or even, the world?) Mind you, the class used to make sense … In the early years, many club racers of the time could wring the max out of a 750 or literbike. Those comparatively heavy, slow bikes had so many ills that it was easier to ride them to the point that the bike just couldn’t go any faster. A modified class was needed to sort the wheat from the chaff of riders. Plus, the bikes responded so well to it … backyard gussets and braces made those tube-framed UJM dinosaurs dramatically safer and faster. Eventually, “kit parts” came along. But current Superstock bikes are so capable, so sophisticated, and frankly so damn fast that it’s not an issue anymore: A very small percentage of people can — or will ever dare — race a 2007 GSXR at 10/10ths. This is not an indictment of club racers, (and certainly not of that particular bike) it’s simply an acknowledgment of the success of the prior business model: Racing did improve the breed. (In fact, when was the last time you heard about a factory kit, aside from mufflers and an instruction kit as to which wire to snip.) Now what? Thanks to better tires, brakes, suspensions, engines, frames … better everything! … current repli-racers are so fast straight off the showroom floor that no matter how safe the track there is much smaller pool of people willing to even try to race them at top speed. So even though Superbikes continue to get safer to ride, (traction control and engine management being the latest developments) they seem to be slowly following the F1 model: a few ultra-elite racers, campaigning with insanely expensive teams. Nobody else is even in the ballpark. It’s getting increasingly hard to argue with the premise that if the Superbike class was dropped and Superstock became the premier class, we’d have better racing on the track AND better bikes in the showroom. The manufacturers would be encouraged to produce more limited-edition homologation models, allowing the same trickle-down we’ve always seen between base and homologation specials. 600’s would continue to benefit from the technological improvements. And while not discounting the skill of factory mechanics, more riders could afford to be on comparable equipment, a psychological boost which would help entrees, and thus, competition. (For proof, look at how the spec tire rule closed up the field in WSB.) It’s not a big stretch to predict that in 10 years, Supersport 600s will be lapping faster than our current factory Superbikes at every venue, and will only be slightly slower than the premier racing class. (Whatever that class is.) But we humans cannot adapt that fast, and therefore one could further predict that not much further down the road, (barring a significant changes in tracks, runoff, and safety gear) Superbike racing will become a thing of the past … there will be NO reason to race them when a 600cc inline 4 (or slightly larger V-Twin) can extract equal lap times out of a set of tires. IF that is the case, between now and then we could have 10 years of the status quo (less than a dozen factory bikes in AMA Superbike, a handful of semi-competitive privateers, and a huge gap between the sponsorship “haves” and “have nots”) or … … 1-2 official factory SS riders for each manufacturer, (somebody to carry the flag) … 2-3X the current number of “factory-supported” teams, … sharply-defined qualifying cutoffs, and/or heat races at every event, … much better racing beyond the first 10 guys on the screen. That’s the kind of money that could be freed up. Whether or not the sanctioning bodies — and the factories — choose to spend it that way is another story. Broader Superbike rules might encourage more variety in streetbike offering — Ducati might have been left for dead in the various national and worldwide Superbike series in which they run without the ability to build their legal-but-stretched-to-the-limit 9xx series bikes. (A problem that may finally be overcome with the larger 1000+ cc engines starting with the 1098.) But here’s one more interesting piece of data to be gleaned from the data: At EVERY SINGLE VENUE in 2006, the top 10 riders in Superstock had a tighter grouping than the top 10 in Superbike. (On average under 9/10ths faster.) The support classes provided the most exciting racing this year on SpeedTV, and it’s backed up by facts. What will the AMA, the manufacturers, the teams, and the riders do with that information? More, from the father of a racer: FIRST PERSON/OPINION Via e-mail: Why kill off Superstock? I am surprised that some people would like to kill off the Superstock class just because Ben Spies’ Superstocker went faster then Superbikes at the Daytona test. In complaining about the AMA, one publication went so far as to applaud NASCAR for having the proper formula for delivering a true premier class, Nextel Cup. He should know that in 2001, Joe Nemechek qualified his Busch car much quicker then Bill Elliot’s pole time for the Daytona 500! Besides, who’s to say how long the Superbike and Superstock classes will remain close? I’d hate to lose the Superstock class. It offers more high quality racing for the spectator and results in more paid seats for professional racers. The same can be said for FX and SS. I don’t see what relative speed between classes has to do with anything. There has to be enough racing going on to fill the weekend and I want to see the Vince Haskovecs and Josh Hayes of the paddock make their marks right up there with the Mat Mladins and Miguel Duhamels. Bob Holcomb Boston, Massachusetts More, from a race fan: FIRST PERSON/OPINION Via e-mail: I agree to a degree on the comments in this article. I have 25 years of history following motorcycle racing and the AMA has to look no further than the Supercross/motocross model to fix its mixed message. The works mx bikes were fun but as you pointed out a stock mx bike can outperform 99 percent of the riders and the case is now the same in sportbikes. Motorcycle fans appreciate exotic equipment as much as F1 guys but the stands can’t support the expense. We do not want a Superbike Nascar clone but some class distinction and equipment variety would be brilliant. Douglas Williams Alexandria, Virginia More, from a another reader: FIRST PERSON/OPINION Via e-mail: Why not kill the Supersport class by renaming it the Superbike class and scrap the old, expensive, not even worth it, Superbike formula? Another bonus is the Japanese manufacturers could call their top bikes Superbikes. I bet that would get under Ducati’s skin in seconds flat. Andy Schwarm Monrovia, California More, from an AFM and WSMC racer: FIRST PERSON/OPINION Via e-mail: Classes and expense seem to be some of the main problems brought up over and over again in regards to AMA Road Racing. Here are some simple solutions. Classes: Premier classes= Superbike and Forumla Xtreme same rules as WSBK. Support classes= Supersport and Superstock. New rules, less mods. Make the support classes more affordable by limiting mods and make them “No-Factory Rider” classes. Limit the modifications to bodywork, brake lines and pads, slip-on exhaust, revalve and spring stock forks and shock, tune it and that’s it. No “kit” parts, shifters, radiators or any of the stuff the “Factories” use. That would be some great racing with half the class racing for the win instead of 6 of the same guys every race, everyweekend. Increase the penalties for cheating, making them very extreme. No “special tires”. Make each of the tire manufactures provide a “production” tire that any racer can buy and have someone from the AMA oversee tire distribution.(in other words, buy from the tire vendor and then go get your tires from the AMA) INCREASE the purse! This will improve the whole show! With less expensive racing and an improved chance of a higher finish and payout more competitors would be able to improve their racing programs to provide a better show. The Premier classes should have the same rules as WSBK. The Factory riders should not get purse money and the purse should be tripled at least, (sorry Factory guys, just have your manager negotiate more money for you in your million-dollar contract.) Get the money to the “support” and privateer teams and the quality of the show will improve to the point where the series could get some sponsorship. Drastic changes have to be made because the current way isn’t working. You can’t expect competitors to have to pay the AMA to race every weekend. You have to give them a chance to make a living out of racing, that’s the only way the sport will grow. Cory Mann Newman, California

CRA racer Clint Fleckenstein and wife Stacy had a son, Paul Joseph “PJ” Fleckenstein, this morning (December 19th) in Bismarck, North Dakota.

Diana Rose Promoted to Senior Manager of Media at Infineon Raceway SONOMA, Calif. (Dec. 19, 2006) Diana Rose has been promoted to the position of Senior Manager of Media Relations at Infineon Raceway, raceway officials announced. Rose has been working full-time in the media relations department at Infineon Raceway since 2001, first in a coordinator role, and then as Manager of Media Relations (2002-2006). Rose was first hired as a media relations intern at Infineon Raceway in 2000 while attending the University of Pacific in Stockton. “Diana has been a tremendous employee and a true asset to Infineon Raceway,” said John Cardinale, vice president of media relations at Infineon Raceway. “This promotion is well-deserved and we look for Diana to expand in her new role and contribute to the raceway’s growth in many ways.” Rose, 27, in her new role will continue to help oversee a variety of elements in the media relations department, including the raceway’s media guide, media Web-site and all publications. She will also be responsible for working with the media in the Sacramento market, the No. 20 market in the country. In addition, she will be heavily involved in the raceway’s community efforts, including Speedway Children’s Charities, as well as the raceway’s annual food drive, toy drive and blood drive. Rose graduated from the University of Pacific in 2001 with a bachelor of art’s degree in public relations. She currently resides in Novato in the North Bay.

Suzuki legend Kevin Schwantz to attend 2007 TT Suzuki GB have confirmed the attendance of 1993 World 500cc Grand Prix Champion – Kevin Schwantz, at next years prestigious Isle of Man TT centenary races. With a hectic week of events organised by Suzuki GB for customers and dealers, Kevin will join in on the many Suzuki themed activities across the Island throughout TT week as well as the TT Centenary Dinner on June the 7th. Suzuki GB general manager Steve Callahan commented: “This year’s TT will be a very special event for all concerned, as we plan to make it a week to remember for our customers and dealers. Along with a dealer trip to the Island to reward achievement, we will also host our ‘Suzuki Sunday’ event on the 3rd of June, welcoming all customers to a day of celebrations and entertainment at the Golf Links Hotel at Castletown”. Joining Kevin will be Mr. (Mitsuo) Itoh san – the only Japanese rider to win at the TT. Mr Itoh will be present on the Island throughout TT week, taking part in the events including the ‘Parade of Champions’ on Friday 8th June, on-board his 1963 TT-winning 50cc Suzuki. More information of Suzuki’s activities at the 2007 Isle of Man TT races will be revealed in the build-up to next June’s event.

SBK CORONA EXTRA SUPERBIKE WORLD CHAMPIONSHIP® PIRELLI TEST LOSAIL 19, 20, 21 DECEMBER FIRST DAY Losail, Tuesday 19th December 2006 WEATHER CONDITIONS DETERMINE ALL ON DAY ONE AT DOHA Windy conditions and a track surface coated in windblown sand greeted the top World Superbike and Supersport competitors on day one of a three-day Losail test. After residue was left behind by some recent rainy weather, grip on the otherwise dry track was particularly low off line, and only 2006 spec Pirelli tyres were used on day one, although track conditions gradually improved with use. BAYLISS FASTEST DESPITE HIGH WINDS Troy Bayliss (Ducati Xerox) set the fastest time of the first day, running his big vee-twin to a 2’00.7, while his team-mate Lorenzo Lanzi set his first day best time of 2.01.3. The next quickest rider behind Bayliss was new Yamaha rider Troy Corser (Yamaha Motor Italia) with a 2’01.1. HAGA AND TOSELAND SHARE SAME TIME Noriyuki Haga (Yamaha Motor Italia) and James Toseland (Hannspree Ten Kate Honda) were joined on the 2’01.4 mark at Doha on day one, with Toseland’s new team-mate for 2007, Roby Rolfo (Hannspree Ten Kate Honda) setting a best time of 2.03.1. Fonsi Nieto (PSG-1 Kawasaki) continued his pre-season build up with a best time of 2.01.6, a more than respectable time in the conditions. Nieto’s team-mate Regis Laconi, recorded a 2’02.2. BIAGGI READY TO RUN ONCE AGAIN Max Biaggi (Alstare Corona Extra Suzuki) eased his way into this teat with a best time of 2’02.8, only 0.2 seconds up on his fellow Alstare Suzuki rider, Yukio Kagayama (Alstare Corona Extra Suzuki). Two more days of testing remain for all participants, with hopes that the weather conditions improve, to allow the times to drop. SUPERSPORT QUINTET PLAY ON IN QATAR Broc Parkes (Yamaha Motor Germany) and Kevin Curtain (Yamaha Motor Germany) held the upper hand in the early stages of the testing battle, with Parkes on a 2’05.13 and Curtain a 2’05.5. The irrepressible Gianluca Nannelli (SC Caracchi Ducati) was third fastest, on a 2’06 flat. Running the new version of the Kawasaki ZX-6RR, Fabien Foret (GIL Motorsports Kawasaki) set a 2’07.3, with Pere Riba (Gil Motorsports Kawasaki) on a 2’07.9. More, from a press release issued by Ducati Corse: Tuesday Dec 19 2006 Test DUCATI XEROX TEAM GET DOWN TO DESERT TESTING IN QATAR Bologna (Italy), Tuesday 19th December 2006: The 2006 season might have been a successful one for the Ducati Xerox Team but the squad is already hard at work for next year in this week’s Pirelli Development Teams test session at the Losail circuit in Qatar. In the session, which is being attended by one selected development team from each of the five manufacturers involved in World Superbike, the Ducati Xerox Team will evaluate the latest generation of Pirelli tyres and also work on the best possible set-up for the Ducati 999 machine, which next year will embark on its fifth season in World Superbike. Day 1 of the three-day test saw this year’s champion Troy Bayliss set a good pace on race tyres on a track made slippery by recent rain. His time of 2m00.7s was four-tenths of a second quicker than fellow Australian Troy Corser (Yamaha). “The day was OK but we didn’t start early because the track was in a bad condition after the rain and it was also very windy. We left it late to come here for the test this year because it’s actually quite cold in the morning and the conditions are not perfect” declared Troy. “My lap time was OK, like a good race time and we worked a lot on settings and tyres. In particular we played with the gearing because last year we struggled a lot in acceleration from the last corner so we’re trying to improve that”. Ducati Xerox team-mate Lorenzo Lanzi continued his encouraging winter testing form with the third quickest time in 2m01.3s. “I am pleased with my performance today. This morning the track was dirty, I wasn’t totally confident and didn’t press too hard but I began to improve in the afternoon. When I go past the point where I had my bad crash last year, I clearly have a few extra things on my mind – joked Lorenzo – but I’m satisfied anyway and I hope to improve even more tomorrow when the track conditions should be perfect”. TIMES (provided by Pirelli): 1. Bayliss (Ducati Xerox) 2m00.7s; 2. Corser (Yamaha) 2m01.1s; 3. Lanzi (Ducati Xerox) 2m01.3s; 4. Haga (Yamaha) & Toseland (Honda) 2m01. 4s; 6. Nieto (Kawasaki) 2m01.6s; 7. Laconi (Kawasaki) 2m02.2s; 8. Biaggi (Suzuki) 2m02.8s; 9. Kagayama (Suzuki) 2m03.0s; 10. Rolfo (Honda) 2m03.1s.