From a press release issued by Ducati Corse:

TOSELAND AND LACONI (DUCATI FILA) CONTINUE FOUR-WAY TITLE THRILLER AT IMOLA

Imola (Italy), 23 September 2004: World Superbikes return to Imola’s Enzo & Dino Ferrari circuit this weekend for the latest chapter in this exciting and unpredictable championship season. Two years ago eternal rivals Ducati and Honda slugged it out over two extraordinary races at Imola; this time the circuit is the venue for the penultimate round of the championship but it promises to be another thriller because four riders, again representing Ducati and Honda, are still in with a chance of writing their name in the record-books as this year’s champion.

James Toseland (Ducati Fila) bounced back to the top of the points table with his second win of the year and a second place on his Ducati 999 at Assen, but the Honda threat from Chris Vermeulen, just three points behind, is not to be underestimated. Ten points adrift of Toseland is Ducati Fila team-mate Regis Laconi, winner of five rounds this year, but not since Oschersleben at the end of May has the Frenchman stood on the top rung of the podium. Not to be discounted either is this year’s other five-time race winner, Noriyuki Haga from Japan, who currently lies fourth on a 999 of the satellite Renegade Ducati squad, a further four points behind.

“We’re coming off a good result at Assen and we’re confident of having another result like that” declared the 23-year-old from Sheffield. “I know the pressure’s on but it’s on everybody and it’s a question of who’s going to cope with it best. If we can come away with 45 points from each of the last two rounds, like at Assen, then I’m sure we can lift the title, but it’s easier said than done.

“Imola has a lot of undulation, it’s quite a technical track actually” he added. “I had a torrid time last year, my gear lever fell off in the first race and I had a massive crash in the second but we were actually quite fast round there and I’m confident I can be competitive this weekend”.

29-year-old Frenchman Laconi has an excellent record at the Imola circuit, finishing first, second and third in his four appearances there.

“Imola is a racetrack that I really like and it has some very fast sections before the Villeneuve and the Piratella curves. I’ve always had good results there and I hope it will be the same this year with the factory Ducati” says Laconi.

“For sure Assen was not very easy, I wasn’t entirely happy with the bike so I did the best I could. We tested a lot of things at Magny-Cours afterwards and we found something that made the bike a bit better at the front so now I feel that we are ready for the last races”.

PARADE OF DUCATIS: The full house of Ducatisti expected at Imola for the Italian manufacturer’s home race will also be entertained by the spectacular sight of a Ducati parade on Sunday raceday. More than thirty Ducati dealers and DOC Owners Club presidents will complete a couple of laps of the Imola circuit on the 2005 version of the Ducati 999 streetbike. The initiative, organised by Ducati Motor Holding in collaboration with WSBK promoters FGSport, will promote the launch of the new model, which will be available for a test-ride at official Ducati dealers and stores throughout Italy during a 999 Open Weekend on October 2/3.

The 999 MY05 was launched to international media at Mugello two weeks ago and to the general public at Munich’s Intermot trade fair. Imola therefore becomes an ideal opportunity to present the new bike to racing fans, with the exceptional support of those who help to spread the passion for Ducati – the dealers and DOC club presidents.

POINTS (after 9 of 11 rounds); (Riders) 1. Toseland 255; 2. Vermeulen 252; 3. Laconi 245; 4. Haga 241; 5. Chili 213; 6. McCoy 163; etc.

(Manufacturers) 1. Ducati 430 (champions); 2. Honda 259; 3. Petronas 173 ; 4. Kawasaki 106 ; 5. Suzuki 84 ; 6. Yamaha 60.

CIRCUIT INFO
Name: Autodromo Enzo & Dino Ferrari.
Length: 4.933 km.
Pole Position: Left.
Corners Left/Right: 10/6.
Finish Line Length: 358 m.

STATISTICS:
Best lap: Edwards (Honda), 1:48.336 (2002).
Lap record: Bayliss (Ducati), 1:48.389 (2002). Superpole: Corser (Aprilia), 1:48.694 (2001). Race Distance: 2 x 21 laps/103.593 km.

2003 RESULTS:
Race 1: 1. Xaus (Ducati); 2. Hodgson (Ducati); 3. Laconi (Ducati).

Race 2: 1. Xaus; 2. Laconi; 3. Lavilla (Suzuki).

Copyright 2004, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

Seems to me that Hopper has once more demonstrated a level of maturity beyond his years; the FIM owes Hopper an apology for the injustice of suspending him last year.

Lester Hardy
St. Helena, California

From a press release issued by Ducati Corse:

DUCATI MARLBORO MEN HEAD INTO THE UNKNOWN

The Marlboro Qatar Grand Prix is a history-making event – the first race in the 55-year history of the sport to be held in the Middle East. That is why Ducati Marlboro Team men Loris Capirossi and Troy Bayliss and their MotoGP rivals head into the unknown at Losail, the first of a gruelling series of three GPs on back-to-back weekends. None of the riders have ridden the impressive new track, which means they will all start from zero when practice commences on Thursday. Capirossi and Bayliss hope that this new beginning will help them leave behind the atrocious luck that has dogged them for much of this season. The pair have been fast at the last few races but ill luck has consistently prevented them from scoring the results the whole team deserves.

“There’s no doubt that our bikes are now competitive and much, much better than they were earlier in the season,” says Ducati Marlboro Team director Livio Suppo. “But in recent months we have lacked the luck to prove that, I’m sure we would already have scored a few podiums if we had been a little more fortunate. At Motegi we really thought we might have our best results of the season, even though we had a tough time there the previous year. Loris was very fast in practice and warm-up and Troy was fast in the race, but it all came to nothing. Despite that we are confident of going well at Losail. It’s a new circuit for everyone, so we’ll all start from the same level. We know we have good bikes and riders – sooner or later the luck must arrive.”

Only one man in the MotoGP paddock had ridden Losail before the MotoGP circus arrived for the historic event. Randy Mamola, winner of 13 500 GPs, who retired from racing at the end of 1992, rode the Ducati Marlboro Team Desmosedici two-seater bike at the track opening ceremony on July 9th, giving local VIPs and dignitaries some all-action outings on the bike.

“It’s amazing how much everyone in Qatar seems to be into the idea of having World Championship bike racing in their country,” says Mamola. “They’ve made an incredible effort with the track. It’s wide, born with safety in mind and it’s got lots of interesting corners to keep riders busy. The straight is fast – the bikes should do over 320kmh – and there’s plenty of great turns.”

CAPIROSSI FIGHTS FOR FITNESS

Loris Capirossi is battling to be fully fit for the Marlboro Qatar Grand Prix. A multiple pile-up at the first corner of the recent Japanese GP left the Italian with a fractured bone in his right foot, the foot he uses to control rear-wheel braking aboard his Ducati Marlboro Team Desmosedici GP4.

“I have been undergoing plenty of therapy for the foot, so hopefully it won’t be a problem in Qatar,” said Capirossi. “Anyway, it’s going to be an interesting weekend for everyone because none of us knows anything about the track. Also, it’s our first GP in the desert, so we know the heat will make it a tough race. But the fact that it’s a brand-new circuit isn’t a concern – one hour is usually enough to learn somewhere new. These three back-to-back races aren’t a problem because we’re getting used to doing so much riding in a short time. The only worry is picking up an injury that might slow you at the next two races or even force you to miss them.”

BAYLISS AIMS TO MAKE AMENDS

Troy Bayliss is also hoping for a strong ride in Qatar after running out of luck at Motegi a fortnight back. The Australian was enjoying a furious ride through the pack – after losing time in the first-corner melee that claimed his team-mate – and had worked his way up to fifth when he slid off without injury.

“That crash was a real shame, because I know I was riding well,” said the Ducati Marlboro Team man. “I’d got held up when all those guys went down at the first turn and was working my way forward when I just slid off. Since then I’ve been training like mad to make sure I make up for it at Qatar. I’ve no real idea what Losail will be like but the map makes it look like it’s a flowing track, which is good. And it’s nice for me to go somewhere that no one else knows; since I started MotoGP I’ve been racing at loads of places I don’t really know, while the other guys have been racing them for years. Hopefully the track won’t be too sandy.”

THE TRACK

Losail is the only new venue on this year’s 16-race MotoGP World Championship calendar. The circuit was created after the Qatar Motor and Motorcycle Federation reached an agreement with MotoGP rights holders Dorna in the summer of last year, the actual construction undertaken in a matter of months. The Qatar designers have done their utmost to design a safe track, even lining either side of circuit with artificial grass to prevent sand getting onto the surface. Dominated by a 1.1km straight, the remainder of Losail’s 5.4km is a sinuous high-speed switchback, with most corners leading into one another, rather than separated by shorter straights. This should make it the kind of circuit that rewards riding talent rather than engine horsepower. High ambient and track temperatures will ask much from riders, bikes and tyres, as well as the teams working hard in the high-tech pit-lane.

All bikes will race on Shell in Qatar. Our technical partner Shell has been integral in the development of the track surface material at the new Losail International Racetrack. As Abdi Kalamati, Shell’s bitumen Business Manager for Middle East, explains: “Race tracks must be ladi to incredibly tight tolerances, much tighter then on roads or even airport runways, they have to withstand extreme shear forces due to acceleration and braking and they are often in areas which experience climatic extremes. Shell Bitumen han been instrumental in developing ‘Polymer Modified Bitumen’ to withstand the demands of MotoGP racing in high temperature environment, and in fact we delivered 410 metric tons of our ‘Cariphalte’ Modified Bitumen to Losail”. So next weekend the Ducati Marlboro Team will be lubricated by Shell Advance, powered by Shell and racing on Shell!

LOSAIL DATA
Track length: 5.40km/3.35 miles
New circuit, no records

DUCATI MARLBORO TEAM RIDER DATA LOGS
LORIS CAPIROSSI
Age: 31 (April 4, 1973)
Lives: Monaco
Bike: Ducati Marlboro Team Desmosedici GP4
GP victories: 23 (1xMotoGP, 2×500, 12×250, 8×125)
First GP victory: Britain, 1990 (125)
First GP: Japan, 1990 (125)
GP starts: 212 (42xMotoGP, 59×500, 84×250, 27×125)
Pole positions: 36 (3xMotoGP, 5×500, 23×250, 5×125)
First pole: Australia, 1991 (125)
World Championships: 3 (125: 1990, 1991, 250: 1998)

TROY BAYLISS
Age: 35 (March 30, 1969)
Lives: Monaco
Bike: Ducati Marlboro Team Desmosedici GP4
First GP: Australia, 1997 (250)
GP starts: 29 (28xMotoGP, 1×250)
World Superbike victories: 22
World Championships: 1 (Superbike: 2001)

From a press release issued by Honda Racing Information:

IMOLA THE PENULTIMATE HURDLE FOR MUGGERIDGE AND CO

As the perennially tough and ever-popular World Supersport Championship enters its last two rounds, at Imola this coming weekend and Magny Cours in France one weekend later, one rider in particular has a keen sense of anticipation of what may happen at the end of the 21-lap race. Karl Muggeridge (Ten Kate Honda CBR600RR) has stamped his name indelibly on the championship already this year, to the extent that any result equal to or better than fourth will deliver him his first World Supersport Championship. Any such success would also be the third straight rider’s championship for both Honda and the Ten Kate team. Muggeridge’s only championship rival, Jurgen van den Goorbergh (Yamaha) is 38 points adrift of the leading score of 157 points, with only 50 points available to any one rider from the last two races.

Imola is one of the most dramatic circuits on the Supersport calendar, the 4.933km track featuring a tarmac rollercoaster of undulating high-speed corners, interspersed with relatively fast chicanes. A magnificent venue for riders and spectators alike, Imola already has special significance for Muggeridge, who scored the second of his three season ending victories in 2003 at the city centre track.

Broc Parkes (Ten Kate Honda CBR600RR) will happily take a race win from Muggeridge, should the chance arise, but Muggeridge’s team-mate fully understands the importance of the circumstances surrounding the Imola race. The 21-year-old Aussie, still looking for his first win in World Supersport, is based in Italy during the season, and under no illusions of what it means to race on the hallowed tarmac of the Enzo e Dino Ferrari circuit.

One rider with Parkes firmly in his sights is Sebastien Charpentier (Team Klaffi Honda CBR600RR). With two no scores at exactly the same rounds as Parkes experienced his unwanted double, Charpentier has scored two second places in the last events, nestling only seven points from Parkes’ third place overall.

At the opposite end of the experience spectrum Max Neukirchner (Team Klaffi Honda CBR600RR) will find Imola yet another new challenge, despite attending last year’s race with the Klaffi team as a guest. Currently tenth overall, the 21-year-old has scored as high as fifth place in his impressive rookie season, as he goes for a personal best of fourth place or more.

Team Italia Megabike Honda rider Alessio Corradi (Team Italia Megabike Honda CBR600RR) will miss the Imola race with the wrist injury he picked up at Assen in round 8, and thus regular rider Denis Sacchetti, will be teamed up with former European Superstock Champion and recent MotoGP competitor, Michel Fabrizio.

In the overall championship battle, Muggeridge will be going out to win the title if possible, by sticking to the game plan which has already earned him five wins from eight attempts. “I’m not trying to think in any other way than to have a normal race weekend and see what happens,” said Muggeridge. “It’s not easy but I’m trying to treat it like every other race – Friday is still Friday and Saturday is just another Saturday. If we get those days right then we’ll be ready for Sunday. We need to find a good race set-up on the bike and then see how it goes.”

Parkes has a fire in his belly once more, after feeling disappointed by the previous Assen round. “Normally I have a good result at Imola so I’m hoping for that once again,” said the 22-year-old Aussie. “Assen wasn’t very good so I think I could have a much better result this weekend. I think now that Karl’s pretty much won the championship so I can concentrate on myself. I will be going for the best possible result. I need one before the end of the year. Imola is good for passing in a lot of places. It’s a riders’ track, pretty technical and it always sorts out the best riders.”

Charpentier sees a link between the Imola track and another of his favourites, Brands Hatch. “Imola is a fantastic track, similar to Brands Hatch,” stated Charpentier. “It goes up and down and has some really fast corners. For me it is one of the finest tracks of all. Last year I was in the front row and finished fifth. Like normal, I will try for the podium. Maybe this weekend is my best opportunity for a win because Karl may be under big pressure – he can win the World Championship this weekend. I will push him all the way but he is a great rider on a very fast bike. I think I need to win a race before the end of the season, it will be very important for me to do so.”

Neukirchner looks forward to the penultimate challenge of his season with the enthusiasm of youth. “Both of the last two races will take place at new circuits for me,” said Max. “I was here with the Klaffi team last year, in the pit garage, so I got to look at the track first hand. It’s a fast track and very nice. Even the paddock and the town seem very good places to be. I hope to learn the track layout fast and have the best possible result on raceday.”

For Sacchetti, Imola will be his third home race of the year, the pleasure and pressure balancing each other out. “Last year in Imola I took some points as a wild card. On Sunday I will run on a track that I know, fortunately. With this bike all things are possible but I know that it will be hard to run in front because in Imola many riders go fast. I want to return home with more points for the championship and I know only that I will push hard to take my target.”

Fabrizio’s first World Supersport experience could well be a good one, but the young Roman understands the examination he is about to undertake. “I had my first test of the Honda CBR600RR at Mugello and I enjoyed it very much,” said the 2003 European Superstock Champion. “The Team Italia Megabike Honda is too fast to be a 600 and the team, from Rome just like myself, is fantastic. The most difficult thing for me is that I must to learn to open the gas before the exit of the corner – that’s different from MotoGP or Superstock, with more power on tap. My target for Imola? I don’t know. I will know something after the first two sessions of Friday, when I fight with the others riders. They are many strong and fantastic riders, especially Muggeridge”.

After the dust has settled at Imola, the WSS circus heads west, to the contemporary setting of the Magny Cours circuit in central France, for the final race of the year on 3 October.

From a press release issued by Ducati Corse:

LANZI (DUCATI BREIL) AIMS FOR POSITIVE RESULT ON HOME TURF AT IMOLA

Imola (Italy), 23 September 2004: Lorenzo Lanzi (Ducati Breil) approaches this weekend’s penultimate round of the World Supersport championship with the aim of finishing the season on a high note.

The 22-year-old from Cesena, just down the road, will be back racing his regular Breil-sponsored Ducati 749R Supersport after hurricane ‘Ivan’ postponed his Superbike debut in the AMA category two weeks ago.

Lanzi, who currently lies sixth overall in the standings with two fourths as season best results, is determined to put in another positive performance this weekend at Imola in front of his numerous home fans.

“We know that for us Imola is quite a difficult track but I am ready to give 100% and get a good result on my home circuit. We did the Italian championship race here a few months ago and although it rained, we were able to find a good starting base” declared Lanzi.

“The greatest difficulties for us at Imola are in acceleration out of the chicanes and in the uphill sections, where we tend to suffer a bit.

“I am sixth in the championship but there are four riders all within a few points of each other so it’s quite easy to drop down to ninth. I could have done without that no-score at Assen but we’re going to try and hold on to sixth place in the final two rounds at Imola and Magny-Cours”.

POINTS (after 8 of 10 rounds) : (Riders) 1. Muggeridge 157; 2. VD Goorbergh 119; 3. Parkes 95; 4. Charpentier 88; 5. Curtain 69; 6. Lanzi & Chambon 56; etc.

(Manufacturers) 1. Honda 162 ; 2. Yamaha 154 ; 3. Suzuki 88; 4. Ducati 69; 5. Kawasaki 34; 6. Triumph 4.

STATISTICS:
Best lap: Muggeridge (Honda), 1:51.592 (2003). Lap record: Curtain (Yamaha), 1:53.122 (2003). Race Distance: 21 laps/103.593 km.

2003 RESULT: 1. Muggeridge (Honda); 2. Vermeulen (Honda); 3. VD Goorbergh (Yamaha).

Copyright 2004, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

Rubbish. Dr. Gaudino suggests that parallax could have produced a 1 second timing error in the case of the 205-mph speeder in Minnesota, but simple geometry shows that’s not likely. The worst case would be for a pilot sitting over the start of the 1/4-mile marker, then trying to time when the bike passes the end of the run. For a rural minimum fixed-wing aircraft altitude of 500 feet, the angle of view at the end of the run would be about 21 degrees. A crouched rider sitting 4 feet off the ground would cast a “shadow” that is about 10 feet long at this angle, so this is the maximum parallax distance error. 180 mph is 264 feet/second, so the bike covers 10 feet in 0.038 seconds, which is the maximum parallax timing error. Converted to an inferred speed, this would only be an error of about 1.5 mph. A much more likely explanation for the error (I don’t believe the guy was doing 205 mph either) is the pilot trying to “time” his reactions to the bike passing either or both markers.

Jeffrey Koch, Ph.D.
AFM #964
Livermore, California



FIRST PERSON/OPINION

Via e-mail:

I suspect Dr. Gaudino may be a little confused.

The mechanics of a parallax are simple: you stand somebody in front of a wall on which a scale is marked, they will appear taller or shorter depending on whether your point of view is, respectively, lower or higher than the top of their head. It’s a combination of the angle of observation and the distance from the person being measured to the wall.

In the case of a motorcycle viewed from above, it’s the height of the bike above the road. That’s about a metre (40″). So even if you viewed from an angle of 60 degrees from vertical, the error would be limited to about 1.7m.

Moreover that doesn’t matter if the same mistake is made at both beginning and end of the timed distance. In a worst case scenario, suppose the plane was flying at only 200m. Then the parallax error would be about 1m at each end of the run, for a total error of 2m. As for the curvature of the earth, which has a radius of 6400km, that will contribute an additional 0.0036 degrees of error over 400m.

Now 205mph is 91m/s, so a 2m error would lead to a timing error of 22 milliseconds, or 1/2 of one percent, or 1 mph. I’d say simple reaction time would be much greater than that.

Is it possible? The news item didn’t mention a standing start, so the question is whether a street bike can attain 205 mph (328km/h). We know that MotoGP bikes (ok, not the Proton) regularly achieve this thanks to about 240-250 hp. It’s certainly true that no standard road-legal motorcycle could manage that, but there are people out there who attach turbochargers and nitrous oxide systems to large sport bikes. Even heavily discounting their claims for bravado, 300 hp would seem possible and account for the extra aerodynamic drag of road-bike paraphenalia.

This is not to say the trooper didn’t get it wrong for any number of reasons, but parallax is not one of them and physics will not provide a defense.

Graham Byrnes BSc PhD (applied mathematics)
The University of Melbourne
Melbourne, Victoria, Australia



FIRST PERSON/OPINION

Via e-mail:

Every e-mail so far is dismissing the whole thing, making arguments against the trooper being wrong for estimating 205 mph. This is disappointing.

Everyone seems to miss the REAL point, that some idiots were out racing their bikes, riding 160+ mph on public roads. +1 second error = 5.4 seconds = 168 mph. This is ridiculous in its own right anywhere but the track. Hell, I don’t even get that fast at TWS on an R6.

So the cop’s mistake was over-estimating the speed. That doesn’t excuse these riders for being dumb.

Jesse Johnson
CMRA #21 Expert
Austin, Texas





FIRST PERSON/OPINION

Via e-mail:

I just wanted to comment on the ridiculous speeding violation reported by our local and national media.

The kid riding the so called “Honda 1000” was indeed riding a 1000cc Honda, just not the one you’d expect. He was actually riding an RC51. I have reliable sources at the scene who were passing by and spoke with the unlicensed rider (and saw his bike) just after his being pulled over while participating in the Minnesota Flood Run motorcycle ride which took place along the same route on highway 61.

Nick Junkersfeld
Motoprimo Motorsports
Minneapolis, Minnesota



FIRST PERSON/OPINION

Via e-mail:

just a quick note in addition to Dr. Gaudino’s response:

Did you guys notice that he’s not on a CBR1000RR; he’s on an RC51! (I got this information here:
http://www.kare11.com/news/news_article.aspx?storyid=69711).

To make an RC51 go over 200 mph is a HUGE accomplishment. I’m not saying it’s totally impossible, but to make any bike go over 200 is tough; but an RC51? A guy with no license taking the time to build an RC51 capable of such a feat is amazing.

I agree with the good doctor’s response; the accuracy of this speed is highly questionable.

Steve Bauman
CRA #169
St. Bonifacius, Minnesota


FIRST PERSON/OPINION

Via e-mail:

I am absolutely certain, without reservation, that the facts presented to me for this story of a 205 mph motorcycle are true.

Dan Rather
New York, New York

(Eric A. Trytko, Dearborn, Michigan)



FIRST PERSON/OPINION

Via e-mail:

I don’t want to get into a huge battle over this and waste your time and webspace. I also can’t seem to find the article again at the original web location so I can’t quote from the article to support my arguments, so that’s even more reason not to get into it.

But from the beginning, my e-mail said that the ideas I was presenting were enough to put reasonable doubt into minds of people who put any thought into this. My entire post was directed to the factors in the entire “event” that could contribute human error and thus reasonable doubt into a reasonable persons mind. Dr. Byrne seems more intent on showing how I erred in saying that Parallax could have played any part, than in showing why it doesn’t. If anything, he supports that idea. He quantifies the various amounts of error that ARE introduced, and then tries to say they are too small to be of any consequence. BUT, he doesn’t say what the error he has quantified will do to affect the way the HUMAN at the observing end responds, i.e. starting and stopping the stop watch. He also doesn’t comment on the following:

1) ANY maneuvering of the plane to be able to track that motorcycle (if they weren’t already traveling in the same direction OR perpendicular to the direction of travel so that the plane was at right angle to the section of road where the lines were painted) would possibly introduce a situation where human error could affect the timing.

2) The response also didn’t take into account any hills that may have changed the viewer’s ability to accurately judge when to time. Perspective changes as the distance and angle from which an event is viewed. It IS possible that a perspective change on a hill (up or down) could create an optical illusion where it seems the motorcycle crossed the line sooner (and yes it could change it so it seemed to cross later as well) when viewing from a distance, especially if that distance is removed in 2 directions, distance away and distance above. I don’t say this did happen because I am making no assumptions regarding this, but it COULD happen , and thus it could contribute to human error in timing. Without being there witnessing it, there is no way to say for sure one way or the other.

3) Dr. Byrne’s response graciously provides the additional error caused by curvature of the earth, which would tend to add error to the timing event. Which was my point. Timing errors.

4) The short duration of the event, makes any error approaching 1/2 a second a significant amount of error. Enough error in fact to make the measurement completely suspect. And if its suspect, then its capable of being the basis for reasonable doubt, which in turn supports my other statement…a decent lawyer could get this case tossed or reduced.

I will admit that I assumed that the timing event started when the bike accelerated and then finished when he clicked and saw 4.39 seconds. It is possible I misinterpreted the officers action. From Dr. Byrne’s response it would seem that the motorcycle had already accelerated to the terminal speed and that is when the officer started timing the event. I can’t verify, so I’m willing to concede that point.

However, Dr. Byrne doesn’t address what the apparent acceleration away from the plane at a rate of twice that of the plane does to the ability to accurately judge when to start and stop the timing event, thus he offers no comment on any possible human error introduced by any or all of these circumstances. I would ask Dr. Byrne if he’s ever tried to time a motorcycle between 2 white lines from hundreds of feet in the air and from a position that would possibly be the worst of all circumstances, above and behind the event with the bike moving away faster than the vehicle that is being used to spot it. Forget that there could be additional factors of plane movement that could alter the ability to accurately judge.

The next 2 points I think are very important as well. The American Justice system probably doesn’t work like the British Justice system…ANY reasonable doubt, can get a case reduced or overturned. I realize that Dr. Byrne is from Australia, but the legal system practiced there is basically the British legal system with very few changes. In fact they still wear the wigs in court. Our system which started as the British legal system has changed considerably from the original British system.

And in this case Physics DOES provide some reasonable doubt. Dr. Byrne seems to be confused about how the Law works here in the USA. The bike is probably in impound…so it would be easy enough for a lawyer to bring it in as an exhibit and show what its state of tune is. I agree that a 300 hp cbr1000 rr might have enough horsepower to travel at 205 mph…but that is a HUGE assumption. Since I can’t see the bike, I chose not to assume anything about its state of tune. I chose to determine if small amounts of human error could in fact create the seemingly impossible discrepancy between what was claimed and what we motorcycle riders and racers should know is a VERY difficult plateau to reach. And then determine if those timing errors reduced the speed which seems outrageous to a speed more in line with what we, as reasonable motorcycle racers and riders, know to be possible for stock and moderately tuned streetbikes.

Occams Razor suggests, that all things being equal the simplest answer is usually correct, or stated another way, the less assumptions made, the greater the probability of an answer being correct.

Dr. Byrne says that a 300 hp motorcycle might be able to attain that speed. And he is correct, it MIGHT. But he ASSUMES that the rider had the time, the money, and the ability to build or have built for him, a 300 hp streetbike, when he makes that statement. My argument makes no such assumption. My argument is based on parallax, which is a known and naturally occurring physical phenomena (as is perspective change), and human error which could be introduced due to viewing inaccuracies. The human error factor is my assumption, because in order to reduce the 205 mph to a more believable 180 mph or 168 mph , a half second to 1 second error is introduced which represents either 10 or 20 % timing error, respectively. This is important. The basis of my post is about the timing event. An interval that short, needs only a minor error to completely blow it.

Anyway, I won’t be upset at all if you decide not to waste any more space on this and don’t print this. I really don’t want to get into a physics and mathematics debate, since I’m not a physicist or mathematician. My only purpose for responding to Dr. Byrne’s post at all was to let you know I’m not a complete bonehead, and that Dr. Byrne, while quantifying the curvature of the earth and its apparently small contribution to the overall error, really didn’t address the main problem with the whole thing, which was human error, and the visual cues that could lead to human error affecting the timing event.

Next time remind me to delete my signature file at the bottom of my e-mails so I don’t elicit a ‘I’m going to shoot that guy’s arguments down, just because he has a Ph.D. after his name’ response.

Reginald J. Gaudino, Ph.D.
Gaudino & Associates, Inc.
Oceanside, California

From a press release issued by AMA Pro Racing:

PICKERINGTON, Ohio (Sept. 22, 2004) — AMA Pro Racing announced today the schedule for the AMA Chevrolet Superbike Championship season finale to be held at Virginia International Raceway (VIR) in Alton, Va., and confirmed that the event will now be a two-day event instead of three as was originally planned.

The primary reason for making it a two-day event is to help offset the added costs that were incurred due to the original event’s postponement.

The event was originally planned for Sept.17-19 but was rescheduled due to complications arising from Hurricane Ivan. The event will now be held on Oct. 9 &10.

Ron Barrick, AMA Pro Racing Superbike Series Manager said eliminating one day on the weekend will help save money for everyone involved. “We’re still planning on running two Superbike races as well as the Supersport, Superstock and Formula Xtreme classes,” said Barrick. “The difference is now we’ll do it in two days instead of three, which will help the teams with expenses. Compressing the schedule like this is not something we’d normally like to do but the importance of this race and the need to lower everyone’s out-of-pocket costs justifies this approach.”

Of the four classes run under the AMA Chevrolet Superbike Championship, only the Formula Xtreme Championship has been determined. Championship
titles for Superbike, Supersport and Superstock will be determined at the VIR finale.


AMA Chevrolet Superbike Championship
Presented by Parts Unlimited
Suzuki Lightning Nationals
Virginia International Raceway – October 9-10, 2004

Friday, Oct. 8

10:00 a.m. – 5:00 p.m. Promoter Practice

3:00 – 7:00Registration: Riders, Crew, Sponsors & Guests

6:30Post-entry Closed for all Classes

3:00 – 7:00Tech Inspection

Saturday, Oct. 9

7:30 – 3:00Registration: Crew, Sponsors & Guests

8:00 – 5:00Tech Inspection

8:00 – 8:30AMA Repsol Superstock Practice

8:35 – 9:05Pro Honda Oils Supersport Championship presented by Shoei Helmets Practice

9:10 – 9:40Chevrolet Superbike Championship presented by Parts Unlimited Practice

9:45 – 10:15Lockhart Phillips USA Formula Xtreme Practice

10:20 – 10:50AMA Repsol Superstock Practice

10:55 – 11:25Pro Honda Oils Supersport Championship presented by Shoei Helmets Practice

11:30 – 12:00Chevrolet Superbike Championship presented by Parts Unlimited Practice

12:05 – 12:35Lockhart Phillips USA Formula Xtreme Practice

12:40 – 1:25Lunch Break

12:45Rider Briefing

1:25 – 1:50AMA Repsol Superstock Qualifying Group 1

1:55 – 2:20AMA Repsol Superstock Qualifying Group 2

2:25 – 2:50Pro Honda Oils Supersport Championship presented by Shoei Helmets Qualifying Group 1

2:55 – 3:20 Pro Honda Oils Supersport Championship presented by Shoei Helmets Qualifying Group 2

3:25 – 3:50Chevrolet Superbike Championship presented by Parts Unlimited Qualifying Group 1

3:55 – 4:20Chevrolet Superbike Championship presented by Parts Unlimited Qualifying Group 2

4:35AMA Repsol Superstock Race (60k – 17 laps)

Sunday, Oct. 10

8:30 – 12:00Registration: Crew, Sponsors & Guests

9:00Tech Inspection Opens

9:00 – 9:20Chevrolet Superbike Championship presented by Parts Unlimited Practice

9:25 – 9:45Pro Honda Oils Supersport Championship presented by Shoei Helmets Practice

9:55 – 10:25Lockhart Phillips USA Formula Xtreme Qualifying Group 1

10:30 – 11:00Lockhart Phillips USA Formula Xtreme Qualifying Group 2

11:00 – 12:00Lunch Break

11:20Nondenominational Chapel Service

12:00 Chevrolet Superbike Championship presented by Parts Unlimited Race 1 (100K – 28 laps)

1:15Pro Honda Oils Supersport Championship presented by Shoei Helmets (60k – 17 laps)

2:30Chevrolet Superbike Championship presented by Parts Unlimited Race 2 (100k – 28 laps)

3:45 Lockhart Phillips USA Formula Xtreme Race (60k – 17 laps)

Copyright 2004, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

Normally I just read new reports like this and laugh at the obvious errors made by those reporting. But in this instance, I felt compelled to respond. There are possibly a number of errors at work here simultaneously, but without more detailed information regarding the altitude the plane (which may or may not have the curvature of the earth as a factor depending on how high the plane was), the speed of travel, direction of travel relative to the motorcycle, and angle of attack of the plane (whether the plane was level, descending, ascending, or banked into a turn), my comments can only be viewed as information that can put a “reasonable doubt” into the minds of any person who claims to actually use their brain. It is obvious that the “Airborne State Troopers” don’t fall into this category, or don’t understand motorcycles and physics very well. This preamble leads us to a well known phenomena, called Parallax.

First some basic math. 60 mph = 88ft/sec. At this rate of speed (notice I didn’t say acceleration) the 1/4 mile is traveled in 15 seconds. The one correct part of this whole thing is that, Yes….1/4 mile in 4.39 seconds does = 205 mph. But an approximate half-second difference (1/4 mile in 5 seconds instead of 4.39 seconds) would drop that speed to 180 mph. A 1-second error (1/4 mile in 5.39 seconds) drops that speed to 168 mph.

168 mph is a completely believable speed for a stock CBR1000RR, as is 180 mph for a moderately to highly tuned 1000cc street legal sportbike.

Is it possible to introduce a half second or 1 second human error into this equation? YES, especially when Parallax is considered. The definition of Parallax is provided below.

Source: The American Heritage® Stedman’s Medical Dictionary, Copyright © 2002, 2001, 1995 by Houghton Mifflin Company. Published by Houghton Mifflin Company.

Main Entry: par·al·lax
Pronunciation: ‘par-&-“laks
Function: noun
: the apparent displacement or the difference in apparent direction of an object as seen from two different points not on a straight line with the object

From this definition, it becomes apparent that a large number of factors can introduce optical illusion errors. Since the original article states that the motorcycle was accelerating away at an apparent rate of twice the speed of the plane, and the plane is viewing the entire event from above and behind, there is very little chance the measurement made from hundreds of feet in the air is anywhere near accurate. The spotter would be “ASSUMING” when the front tire did in fact cross the line that he used to start the watch, AND worse yet as the bike accelerates (not speeds) away and increases the distance between the plane and the motorcycle, the timing when the front wheel crosses the second line used to stop the stop watch is even MORE OF AN ASSUMPTION.

Then we have to ask, was the bike going uphill or downhill at all? Because if it was doing either, depending on what height the plane was, the motorcycle may have look like it crossed the line sooner from a viewing position above and behind. Or if the plane was traveling at any direction other than perpendicular to the direction of travel of the motorcycle, that would also effect the person’s ability to accurately judge the time the motorcycle crossed the white line.

The officer also said he was “ready.” Well, how ready was he? Did he maybe time the rear wheel as it crossed the first line and then the front wheel as it crossed the second line? All these issues add a significant degree of error due to the extremely short time duration over which the entire event occurred.

This also explains why the “photo-finish” cameras are placed perpendicular to the direction of travel of the “racing objects” as they cross the finish line in ALL FORMS OF RACING. Or, more simply, the photo finish camera is taking a picture that is parallel to the finish line, as things move across the finish line. You never see the photo finish cameras above and behind the finish line. Add in the height of plane and consider if the plane was high enough the curvature of the earth must also be factored into the equation, and you can see why this claim is just a publicity vehicle for that police department.

I could get into the physics required to push a motorcycle that fast against air, or that the really basic error is that NO VEHICLE, be it two wheels or four wheels, that is street legal in any way, shape or form can accelerate to 205 mph in 4.39 seconds regardless of how fast they were going to start with because of the wind resistance at those speeds, but I won’t. So the question becomes, why didn’t the police stop the bikes earlier when they saw them racing along an interstate with other traffic?

Any lawyer with a basic college understanding of physics and motorcycles would be able to get this case reduced or thrown out.

Reginald J. Gaudino, Ph.D.
Gaudino & Associates, Inc.
Oceanside, California

Dr. Gaudino is a licensed road racer…Editor.

More, from another reader and racer:

FIRST PERSON/OPINION

Via e-mail:

Just a note about the 205 mph-streetbike.

This morning on the Paul Harvey radio show on 700 WLW in Cincinnati, Ohio, he told a story of two motorcyclists being caught racing on Highway 61 in Minnesota at speeds “in excess of 205 mph.”

Now it’s two bikes at over 205 mph. WOW!

Jeff Wood
Cincinnati,Ohio

More, from another reader:

FIRST PERSON/OPINION

Via e-mail:

First: I applaud John Hopkins for the maturity he is showing in MotoGP. It takes a strong person to stand up and say that he forgives someone and wishes them no penalty. Bravo, John!

Second: 205 mph, on a Honda 1000, at that rate, my stock 636 should do an easy 180 mph! Give me a freaking break.

Eric Robinson
Natrona Heights, Pennsylvania

More, from still another reader:

FIRST PERSON/OPINION

Via e-mail:

No doubt that the guy was acting like an idiot. However, it would be interesting to know how the state patrol could clock him at 205 mph when the top speed of the Cessna 182s that they fly is only 143 – 148 kts (165 – 170 mph.) Even if they were using the one aircraft they have with retractable gear, an R182-RG Skylane, its top speed is only 160 kts (184 mph).

Adam Boklage
Vancouver, Washington

From a press release issued by West Coast British Racing:

GREEN WINS JACKPOT IN RENO

Fernley, NV; HMSA hosted the first ever Historic (auto) Races at the new Reno-Fernley Raceway, included for the first time, historic motorcycles. VMOTO www.vintagemoto.com joined forces with the HMSA (Historic Motor Sports Assoc.) to showcase vintage motorcycle racing to Northern Nevada.

With a variety of machines ranging from 160cc to 750cc, VMOTO participants learned the new track Saturday morning in two practice sessions, at the same time qualifying for grid positions. Saturday’s 6-lap feature was the first race after lunch. WCBR’s Mike Green, mounted on his 1966 WCBR-Ducati 350 grabbed the hole shot from the start; Dave Crussel, aboard an H2 Kawasaki, overhauled Green before the esses and went on to win overall. Green finished 2nd and First 350GP.

On Sunday Green had planned on again racing the Ducati, but the battery connection was unusable, so he opted for the ’73 WCBR-Triumph 750 twin, the same machine he’s raced since the late 1970’s. Mike Green was again on the front row for the feature points race. Son Peter (10) was in the tower ready to wave the green flag. When the younger Green waved the flag, Mike was first away and never headed, pulling a safe margin every lap over the winding 2.4 mile desert course. Stepson Anthony waved the checkered when winner Green crossed the line.


More, from a press release issued by Vmoto:

Vmoto becomes the first vintage motorcycle group to stage a road race on the new 2.4 mile Reno-Fernley Raceway. The new track at Fernley is very fast and challenging, the weather was great all weekend and the racing even better. Jeremy Cable Reno-Fernley’s track manager and the Historic Motor Sports Association’s (HMSA) Cris Vandigriff warmly welcomed Vmoto riders providing plenty of track time with four practice sessions and three races over two day weekend.

Saturday’s feature race was won by Dave Crussell on his Kawasaki H2R. There were good battles down in the field between Dave Calloway’s 1970 Triumph T100 and Scott Clough on a 1971 Yamaha CT-1. The new track featured some very fast sections, good elevation changes, and even a banked turn. All the riders gave it rave reviews and are looking forward to a new extension planned for next year that will make the course over 4 miles in length!

The second round of the Bell Microproducts Vmoto Vintage Challenge was flagged off at 1:50 on Sunday. Mike Green took off from the center of the front row and was never headed to take the over all victory. Again there were many good races back in the field. In particular, Dave Crussell and Rodd Lighthouse put on one of the best races of the entire weekend with Rodd just holding off Dave by a wheel at the line.

Matt Dawson put in a great ride to take second over all on his beautiful 1959 Norton Manx. Matt also took home the award for Best in Show for the most period correct bike at the event.

For more information go to:
http://www.vintagemoto.com/events/Reno_04/reno_results.html

The next event in the Bell Microproducts Vmoto Challenge will be at Thunderhill on Oct 16 and 17. To enter go to:
http://www.vintagemoto.com/secure/events/thill-priority.html

Points standings for the Bell Microproducts Vmoto Challenge go to:
http://www.vintagemoto.com/events/points.html

Vmoto office 650-903-4882

From a press release issued by John Hopkins’ publicist:

HOPKINS MAKES STATEMENT REGARDING MOTEGI INCIDENT

RAMONA, Calif. (Sept. 22, 2004) – John Hopkins, along with five other riders, crashed out of the Grand Prix of Japan in Motegi last weekend, after a first turn pileup caused when Loris Capirossi lost control of his motorcycle entering the turn.

Much has been written in the last few days concerning the disparity in the FIM’s treatment of Capirossi compared to penalties assessed Hopkins for a nearly identical accident he caused at Motegi last year.

Hopkins said that while he was extremely disappointed with being caught up in an accident outside his control, especially when he had such a good opportunity to earn his first podium, ultimately he feels that it was simply a racing accident and he holds no ill will towards Capirossi.

“Of all the people who should understand that Loris was simply trying to do what he could to make a good start at Motegi it’s me,” Hopkins said. “I may have said some things in the heat of the moment that expressed my anger immediately after the incident, but ultimately I forgive Loris and do not feel he should be sanctioned.

“Every rider on the grid of a MotoGP is by necessity highly qualified to be there. I don’t believe anyone out there is trying to intentionally take someone out. We are all too professional for that.”

Hopkins was suspended for the following round and fined for the same type of accident at Motegi a year ago. While he was disappointed by the suspension at the time he says that he learned a great deal from it and has moved on and does not wish to rehash the past.

Hopkins is recuperating in London and plans to be ready to race for the upcoming round in Qatar.