From a press release issued by AMA:

AMA BACKS BILL TO CRACK DOWN ON THOSE WHO DAMAGE PUBLIC LAND

PICKERINGTON, Ohio — The American Motorcyclist Association (AMA) has endorsed legislation in Congress to get tough on individuals who cause willful damage to federal lands.

The Trail Responsibility and Accountability for the Improvement of Lands Act (TRAIL Act), introduced by U.S. Rep. Tom Tancredo (R-Colorado), provides for consistent enforcement of land use, protection and management regulations by the federal Bureau of Land Management, the National Park Service, the United States Fish and Wildlife Service, and the Forest Service. Currently, those agencies impose different penalties on recreational users who damage public land.

In addition, the bill substantially increases the penalties on individuals who willfully cause damage to designated trails. Any fines collected would be used for rehabilitation and trail awareness programs at that trail.

“This legislation sends a clear message to individuals who deliberately engage in irresponsible recreation,” Tancredo said. “Abuse our public lands and you will pay the price.”

AMA Washington Representative Patrick Holtz said he sees the proposal as a common-sense approach to law enforcement on public land because it doesn’t make a distinction between people who enjoy motorized recreation and those who enjoy other forms of recreation.

“Unfortunately, the issue of law enforcement has been used as a political football to demonize and deny access to the motorized community,” Holtz said. “Bad actors, regardless of their mode of recreation, should be punished appropriately.”

The AMA supports responsible riding on public land and believes that those who intentionally damage land should be punished, whether they’re motorized vehicle users, horse riders, campers or hikers. The AMA decided to endorse the Tancredo legislation, in part, because another measure-H.R. 751, commonly called “ROVER”-targets only motorized vehicle users, and doesn’t provide for consistent penalties among the various federal land agencies.

Copyright 2003, Roadracing World Publishing, Inc.

Yoshimura Suzuki’s Ben Spies crashed Monday, October 13 during Dunlop tire testing at Daytona International Speedway when the rear tire on his GSX-R1000 Superbike suffered a catastrophic failure while he crossed the start/finish line at a radar-measured 186 mph.

“I was right at start/finish and the tire blew,” Spies told Roadracingworld.com Tuesday in his hospital room at Halifax Medical Center in Daytona Beach, Florida.

Riding the same 2003 GSX-R1000 he rode to the 2003 AMA Formula Xtreme Championship, Spies said he was doing a string of mid-1:48 laps and had just passed his team’s radar gun at 186 mph when his bike’s rear tire blew and he fell at maximum speed. He slid down the escape road at turn one, essentially continuing down the speedway tri-oval and heading toward the outer speedway wall, which he hit.

“When I was gonna hit the wall, I thought, ‘this is it,'” said Spies, who said he dug his right hand into the pavement to spin to hit the wall feet-first. “When I spun, I thought I was gonna be alright, but it was gonna hurt bad.”

Spies bounced off the wall, slid nearly to turn six at the exit of the infield road course and amazingly popped right up on his feet. “I stood up and realized I was on fire,” recalled Spies. He wasn’t literally on fire, but he did suffer second- and third-degree burns on his left elbow, left shoulder and left hip – all of which lost skin.

Spies, 19, underwent surgery at 2:30 a.m. this morning at Halifax to clean his wounds. He was discharged from the hospital at 2:00 p.m. this afternoon and has just left Daytona Beach in his motorcoach.

According to his mother Mary Spies, plans are for Ben to be evaluated Friday at either Baylor University Medical Center or Parkland Memorial Hospital, both near Dallas, Texas, and have surgery soon after. Spies suffered no broken bones in the fall, and hopes to be back on a bike in one month.

The crash occurred during Dunlop tire testing on the 3.56-mile road course at Daytona International Speedway. Yoshimura Suzuki was the only team present, and only brought Spies and teammate Aaron Yates for the test. The test was scheduled for two days (Saturday and Sunday, October 10-11), but off and on rains forced the test to be extended into Monday, which was stopped after Spies’ crash at 3:30 p.m. local time.

Spies said, “I’ve never been a big fan of this place. It’s scary as hell. People who don’t ride Superbikes would know what we’re talking about if they rode one here.

“It’s wrong for Dunlop to have to come up with a tire for this place. Dunlop is trying to make good tires, but it’s asking too much. The fact is our bikes are going too fast around here. The Superbikes are not safe at Daytona.”

Of the crash, Spies’ Crew Chief Tom Houseworth said, “I’ve never seen anything like it.” Houseworth said the team was testing “tires primarily and some other components.” The other components were believed to be standard throttle bodies, but Houseworth declined to comment further. He also deferred all question relating to the tires to Dunlop.

In other Yoshimura Suzuki news, former Miguel Duhamel wrench Greg “Woody” Wood has joined Spies’ Superbike crew as a chassis technician and was present for the test.

Those wishing to send “get well” messages to Spies can do so at [email protected].

From a press release issued by Foggy Petronas Racing:

James Haydon’s flying lap of Le Circuit de Nevers Magny-Cours (4.411km):

On the start-finish straight you get up into fifth before the fast sweeping left, the Grande Courbe. Coming out of that you drop a hill and flick it into third before a really long right hander, the Estoril, which tightens and tightens. It is difficult to get right coming out, but great when you do. Then it is down a long straight and up to top gear through a kink called Golf. After going under a bridge you hit the brakes going into Imola – the tightest corner in the world – it makes Cadwell Park look like the Craner Curves. Then, going over a brow, the bike wants to wheelie before going under another bridge and hitting the brakes real hard before knocking it down into third for a fast Esses. You come out of the left hard on the gas, hit the brakes and go down into second and stay right over the corner for a tight left, the Nurburgring, in second and then accelerate hard, full throttle, into the right.

Then it’s down a small straight, and down the hill into an awkward right-left down into a hollow, the Chateau D’Eau, where the bike wants to tie itself in knots. Then you drive hard out of the hollow for another tight right-hand hairpin in second, Adelaide. Hard on the gas out of there, you have to watch the rear end before a slight left hand kink in fifth. Using the whole track, it’s hard on the brakes, for another 90 degree right hander, the Complex du Lycee. Then it’s a real squirt on the gas before a left right-left before crossing the start-finish line.

“It’s a good challenging track and I’m glad I have had a couple of days there so I know my way round. And I have to say that Troy was awesome round there on the first day of our test.”

From a press release issued by Team Suzuki News Service:

SUZUKI LOOKING FOR SECOND AND THIRD

Team Alstare Suzuki Corona Extra riders Stephane Chambon and Katsuaki Fujiwara are looking to finish the season in second and third places in the championship. With Chris Vermeulen (Honda) taking the title in the last round at Imola, runner-up and third places are very much up for grabs. Magny-Cours hosted a round of the Superbike World Championship in 1991, but this will be the first time that a Supersport World Championship event will be taking place. The circuit was designed with Formula 1 in mind and is a difficult track for bikes – due in part to the number of slow corners. The 2003 Honda has been the bike to beat this season, but it is testimony to the skill of Chambon and Fujiwara and the hard work of the Alstare Suzuki team that second and third places are a very real possibility. Both riders are keen on finishing the season on a high and none more so then Chambon who will be competing in a World Championship race in front of his own fans for the very first time.

STEPHANE CHAMBON
It’s been a very long time (twelve years) since there was a World Superbike or Supersport Championship event in France and I hope we get a very good crowd. The Supersport class is very popular in France and I think it’s going to be a tremendous race. It’s going to be hard for sure – because of the nature of the track – but I really want to do well in front of my fans and I really want to end the season as runner-up in the championship.

KATSUAKI FUJIWARA
The start of my season was better then the second part and now I want to end the year with a good result. Steph and I cannot win the title this year, but we have a chance of finishing second and third and that¹s what we¹ll be aiming for. The team have done so well to keep our bike competitive against all the other new bikes this year and I am hoping to reward them in the best possible way. A podium will be good, but a win will be better


FABRIZIO DETERMINED

Team Alstare Suzuki Corona Extra rider Michel Fabrizio knows that the 2003 European Superstock Championship title is his for the taking. He holds a fifteen point lead over his nearest rival – Lorenzo Lanzi – but is determined to use his head and do whatever is necessary to take the title. Fabrizio is taking nothing for granted and he and the team are preparing for Magny-Cours by not leaving anything to chance. It is the first time the European Superstock Championship is visiting France and hopefully it will be an occasion that will be remembered by Fabrizio and the team for some time to come.

MICHEL FABRIZIO
Lanzi’s mistake in the last round gave me just the chance I wanted. I pressured him throughout the race and he was unable to take it. I know that a 15-point advantage sounds a lot, but anything can happen in racing, so I’m not taking anything for granted. I aim to ride professionally and use my head throughout the weekend and hopefully getthe rewards at the end.


MAGNY-COURS TAKEN OVER BY SUZUKI

The weekend of 18-19th October at Magny-Cours is going to be one big Suzuki festival. Alstare Suzuki riders are competing at the highest level in all three championships, but also Magny-Cours will witness the final of the Suzuki GSXR750 World Cup. No less then 28 riders from 15 countries world-wide will compete on identically prepared GSXR750s in two races over the weekend – making it a true Suzuki-fest!


GREGORIO STILL CHASING

Team Alstare Suzuki Corona Extra rider Gregorio Lavilla knows that time is running out for him to record a win this year. The last round of the championship takes place at Magny-Cours circuit in France, on 19th October and there are just two opportunities remaining for Gregorio to take victory on the GSXR1000 Suzuki. It is not going to be an easy task because the layout and design of Magny-Cours is unlikely to favour the GSXR1000 this year. All season, Gregorio and the team have struggled to get the bike to match the Ducatis exiting the turns and Mangy-Cours has plenty of slow-speed corners. The track was designed with Formula 1 in mind and has been modified from its 1989 layout this year. In 1991, Magny-Cours hosted the last round of the Superbike World Championship on French soil, with both races won by American Doug Polen (Ducati).

GREGORIO LAVILLA
We tested – like most teams – at Magny-Cours recently and we have an idea of what our weekend is going to be like – hard! It’s a circuit where overtaking is going to be difficult and so qualifying well is going to be important, though I say that about all circuits. Magny-Cours is what I call a ‘modern track,’ that is one built for cars and these type of circuits are never usually very good for bikes. There are quite a few slow corners, so it’s going to be very hard getting as good a drive out of them as the Ducatis. The GSXR1000 Suzuki is powerful enough to compete with the Ducatis at top speed normally, but we cannot get the power on to the track exiting the corners like they can at the moment. It’s something we have been working on all season. At some tracks it is more of a problem then others. But I know I’ve got two chances of being the first rider to win a WSBk race on a Suzuki GSXR1000 and I’ll be trying my hardest for sure – like I always do.

From a press release issued by Spectrum Motorsports of Lake Forest (Orange County), California:

SPECTRUM MOTORSPORTS FINAL OUTDOOR BIKE NIGHT

Spectrum Motorsports announces their last bike night of the season on Tuesday, October 14th from 6:00 PM till 8:00 PM.

The evening’s activities will include the following:

The September $150 gift certificate winner will be drawn.

Two hot dogs and a soda for a $1.00. “You can’t beat that at Wal-Mart” said Greg Guthrie, Sales Manager for Spectrum Motorsports.

There will be a Play Station Moto GP III competition for all that sign up. First place is a $75 gift certificate, second place $50 gift certificate, and third place is a $25 gift certificate. There will be four racers at a time viewed on Spectrums large screen TV.

The entire new 2004 Honda product introductions will shown on a video after the Moto GP III competition.

Attendees can take advantage of Spectrum Motorsports huge accessory and clothing sales with many items significantly below cost. Helmets, boots, outfits, etc. are all drastically reduced. Some savings are more than 65% off.

In addition at the conclusion of the event there will be a short ride for any that want to participate and the route will be announced that evening.

Copyright 2003, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

By Trudy C. Ulrich
(AMA member #452000)
President and Publisher
Roadracing World Publishing, Inc.

In an editorial posted October 6, racer Steve Atlas called for AMA Pro Racing to listen to the majority of the paddock and keep Thursday practice, saying that it is needed by the 90 percent of racers who aren’t on factory teams, and that AMA Pro Racing should adhere to Article II of the American Motorcyclist Association’s Code of Regulations, which states, “The purpose of the Corporation is to pursue, promote, and protect the interests of motorcyclists, while serving the needs of its members.”

That sounds like a pretty good argument, Steve, except for one thing: AMA Pro Racing is not the AMA, and those aren’t AMA Pro Racing’s bylaws!

AMA, the non-profit organization, has an AMA Sports department that sanctions races, but about 10 years ago created a separate, for-profit subsidiary corporation, AMA Pro Racing, for the sole purpose of competing in motorcycle race promotion. Specifically, to compete with Roger Edmondson’s CCS/NASB after renouncing a joint venture with him.

AMA Pro Racing is a for-profit organization, with the stated purpose of making money, and the only time AMA Pro Racing is going to care about what the individual racer wants or needs is when it affects the bottom line. AMA Pro Racing, as a separate for-profit entity, has no obligation (nor inclination) to uphold the AMA’s bylaws.

There’s really not too much that AMA Pro Racing and the AMA have in common. AMA non-profit champions the rights of qualified individual members in good standing to participate in AMA-sanctioned races of their choice, and earlier this year disbanded an entire AMA District for denying entry in AMA Sports-sanctioned off-road races to a qualified member whose rights district officials didn’t take seriously.

In stark contrast, AMA Pro Racing recently denied the rights of three qualified individual members in good standing (Josh Hayes, Vincent Haskovec and Steve Rapp) to participate in AMA Pro-sanctioned races of their choice, in a botched last-minute attempt to keep Mat Mladin and Aaron Yates from using Formula Xtreme qualifying as Superbike practice. Instead of specifically targeting Mladin and Yates, AMA Pro Racing cast a needlessly-complicated, way-too-wide net restricting riders who were in the top 10 in points in either class from racing in both Superbike and Formula Xtreme, unless they were Jason Pridmore, who was granted a personal loophole (he was the only rider that loophole applied to). AMA Pro Racing did it without worrying about the impact on other riders, and wouldn’t reconsider, even when that impact was pointed out. When Rapp appealed, AMA Pro Racing stated that there was no compelling reason to allow him to compete in both Formula Xtreme and Superbike as he wished, and that he was not a serious Superbike competitor. No compelling reason? Not a serious competitor? What about his best finishes of fifth and sixth in AMA Superbike races in 2003, and of fourth in AMA Formula Xtreme races in 2003? What about individual rider rights? Oh wait! Nevermind. It’s not the AMA. It’s AMA Pro Racing, and they don’t worry about the rights of individual racers. And of course, nobody disbanded AMA Pro Racing for denying entry in AMA-sanctioned road races to qualified members who AMA Pro Racing didn’t take seriously.

This is nothing new: AMA Pro Racing not only often fails to hold up the ideals of AMA non-profit, AMA Pro Racing often actively works against the ideals of AMA non-profit.

AMA is supposed to be an organization to benefit all motorcyclists, while AMA Pro Racing seeks to produce an elitist, non-inclusive series with minimal input from participants at large.

AMA is supposed to be an organization to benefit motorcyclists, yet when it comes to the safety of racers, AMA Pro Racing has often had to be forced to take action.

AMA sells memberships and takes donations on the premise that it will uphold its bylaws to benefit motorcyclists, and these funds are then used to support AMA Pro Racing, a for-profit organization that has yet to turn a profit while paying its executives handsomely. (AMA’s publicly available tax statements call these cash infusions “investments.” In my personal opinion, they’re about $2 million in “misappropriated member dues.”)

AMA is supposed to be an organization to benefit motorcyclists, but a federal court found that AMA Pro Racing engaged in unlawful activity to steal the assets of Edmondson’s motorcycle racing organization (CCS/NASB), and ultimately the AMA settled a resultant lawsuit that cost the Association an estimated total of about $6 million.

Non-profit AMA and for-profit AMA Pro Racing not only work against each other, one, in fact, cannibalizes the other, with AMA Pro Racing eating away at the AMA’s money, reputation, and everything that AMA is supposed to stand for.

It’s ironic, because what really gives AMA Pro Racing a leg-up in the racing business is its close association with AMA non-profit. From the instant it was created, AMA Pro Racing had a benefit not afforded other racing organizations: The name AMA, and all it stands for; all its resources; the momentum of 60 years of existence; AMA’s goodwill, status and reputation in motorcycle industry; the support of motorcycle manufacturers; and its membership of 260,000 people.

Besides the financial backing, all those intangibles were appropriated by the for-profit organization, AMA Pro Racing. It was a gift, a benefit to a single for-profit corporation, by a non-profit organization, and I’m not sure how that can even be legal (where non-profit law is concerned.)

If someone wanted to start Joe’s Race Club, Inc., competing in the harsh business environment of race promotion, it would be pretty hard to do. But give Joe’s Race Club the name AMA and suddenly, it’s world class.

In my opinion it’s a gift that AMA, the non-profit organization, should NOT have been able to give, because AMA Pro Racing has taken all the benefits of its association with AMA non-profit and none of the obligations or accountability.

AMA Pro Racing does not exist for the benefit of you, Steve, or any other racer in the paddock. It is a for-profit corporation, and the only thing that matters is the bottom line. (Silly boy! What were you thinking?)

So when stuff goes wrong, you have nothing to complain about and no one to complain to.

So, what can be done? Over the last two years, a status-quo majority on the Board of Directors of AMA non-profit has failed to support attempt after attempt to make AMA Pro Racing truly accountable to the AMA Board and responsive to members. That status-quo majority recently blocked an attempt by a reform minority to take direct control of AMA Pro Racing and ensure that racing business conducted under the AMA banner be held to AMA standards and to the AMA Code of Regulations requiring that AMA “protect the interests of motorcyclists, while serving the needs of its members.”

It’s up to the AMA Board of Directors to sort this out–and it’s up to the members to replace any director who stands in the way. The AMA Board must ensure that non-profit assets will never again be given to a for-profit entity. Those assets appropriated by AMA Pro Racing–the financial backing of AMA non-profit, and those valuable intangibles, in particular, the name AMA, which in itself holds the goodwill of the non-profit entity–belong to AMA members and cannot be gifted to a for-profit company.

AMA Pro Racing’s event sanctioning and all related business activities must return to direct control of AMA non-profit, as a department of the Association. AMA Pro Racing as a separate entity must be dissolved.

Complicating the situation is the fact that only six of 12 seats on the Board of AMA non-profit are elected by the 260,000 individual members. The other six are elected by the representatives of about 16 corporations, in a once-a-year vote held at the Indy trade show. This February, those corporations must be held accountable for how their representatives cast their votes.

It’s time for members to take back the AMA. (Sound familiar?)

See related posts:

10/6/2003 Opinion: Time For AMA To Consider Paddock Majority
9/22/2003 Attempt To Dissolve Pro Racing Board Fails
10/10/2003 About Duhamel And That Rock-throwing Deal At Barber…
10/8/2003 Updated Post: Racers Comment On Those AMA Speeding Tickets, And Inconsistent Officiating…
10/7/2003 AMA Pro Racing Penalties: $100 For Speeding On Pit Lane, $0 For Throwing Rocks On Live Racetrack
8/29/2003 Apparently, AMA Pro Racing Officials Involved In Writing And Enforcing Rules Are Not Required To Be Proficient In The English Language
8/21/2003 AMA Pro’s Own Rulebook Says A Regulation Is A Rule
8/15/2003 AMA Semantics 101: No Comment Period Needed Because A Regulation Is Not A Rule, And The Factory Few Demanded Something Be Done Immediately About Mladin
8/13/2003 Updated Post: New Rule Was Never Discussed By AMA Pro Road Racing Advisory Board
8/13/2003 New AMA Rule Will Penalize Hayes In Superstock Championship Battle
8/12/2003 Updated Post: Haskovec Banned From Formula Xtreme By New AMA Pro Rule
8/12/2003 Pick One: AMA Pro Racing Limits Superbike/FX And Supersport/Superstock Entries

From a press release issued by Foggy Petronas Racing:

Thommo plots winter action

Foggy PETRONAS Racing chief engineer Steve Thompson has already set his sights on a number of areas of focus for his efforts in improving the performance of the FP1 for the next World Superbike season.

New technical regulations for the 2004 season allow triples to increase engine capacity to 1000c. But Thommo will spend the winter getting the best out of the existing 900cc triple, as a change in engine capacity would have meant the need to rehomologate the bike.

He said: “The new regulations are designed to make competition closer and more of a spectacle. For instance GP engines have become noisier so the increased noise limit to 107dB will be popular. But the other changes do not really affect us too much. It is all designed to provide a level playing field and you can argue the pros and cons of each individual change all day long. I suppose one change that might put us at a slight disadvantage is the unified minimum weight of 162kg. The triples used to be lighter than the two-cylinders, which can now be the same weight.

“But there are plenty of areas that we know we can make progress with. These include combustion chamber performance, the clutch, injector bodies, gearbox options, throttle transition, conrod links and water pump efficiency. We can also reduce blowby which may, unfortunately, see the end of the much-loved and much-photographed flame-out! But we are confident that we can extract more performance out of the current engine and be more competitive next season.”

Copyright 2003, Roadracing World Publishing, Inc.

Mark Kruger took his Kawasaki ZX-6RR to the 2003 WMRC British Columbia Road Race Series Overall Champion. Kruger also won the Pro 600cc Supersport, Open Supersport, and the premiere Pro Open Superbike Championships and was awarded the Tom Walther Memorial Trophy in recognition of his Pro Open Superbike Championship.

WMRC runs a four-round series held at Mission Raceway Park in British Columbia.

Kruger won the Pro 600cc Supersport Championship over Zlock Racing’s Oliver Jervis by a mere two points. Kruger claimed two wins, one second and one third, while Jervis took two wins and two thirds on the season. Troy Burstyk ended the season third in class with top-five finishes at every round, including a third in the season opener.

In Open Supersport Kruger once again won the Championship by only two points. This time Pacific Yamaha’s Steve Dick was second. Kruger was able to take three wins, but a third at the fourth and final round, combined with Dick’s three second place finishes and final round win, kept it close. Despite a DNF, Troy Burstyk again finished third.

Kruger claimed the coveted Pro Open Superbike crown from Dick, who finished seven points down, with Jervis third, five points behind Dick. Both Kruger and Dick took multiple wins (Pro Open Superbike is run twice per weekend) but Dick’s two DNF’s vs. Kruger’s one DNF gave Kruger the title.

In addition to the Pro classes, WMRC also has Amateur 600cc Supersport, Formula Two, Formula Three and B.O.T.T. Suzuki SV650 Cup support classes.

Jonathon Jeske won the Amateur 600cc Supersport title, Paul Ludwig took the Formula Two and Formula Three titles, while Brian Steidle won the Suzuki SV650 Cup Championship.

2003 WMRC Final Points Standings from www.wmrc.com:

Pro Open Superbike
1. Mark Kruger, 141 points
2. Steve Dick, 134 points
3. Oliver Jervis, 129 points
4. Scott Borthwick, 104 points
5. Troy Burstyk, 103 points
6. Japhy Goldman, 41 points

Pro 600cc Supersport
1. Mark Kruger, 88 points
2. Oliver Jervis, 86 points
3. Troy Burstyk, 53 points
4. Steve Dick, 52 points
5. Jason Hughes, 34 points
6. Japhy Goldman, 21 points

Open Supersport
1. Mark Kruger, 93 points
2. Steve Dick, 91 points
3. Troy Burstyk, 42 points
4. Scott Borthwick, 40 points
5. Jason Hughes, 37 points
6. Jonathon Jeske, 36 points

Amateur 600cc Supersport
1. Jonathon Jeske, 87 points
2. John Parker, 79 points
3. Gio Acchione, 42 points
4. Steve Erlendson, 41 points
5. James Nadolny, 34 points
6. Justin Kemp, 21 points

Formula Two
1. Paul Ludwig, 103 points
2. Brian Steidle, 72 points
3. Ken Botham, 61 points
4. Misti Hurst, 50 points
5. Rick Earle, 43 points
6. Bart Brown, 32 points

Formula Three
1. Paul Ludwig, 108 points
2. Trevor Smith, 55 points
3. Scott Pontiuk, 45 points
4. Brian Ens, 43 points
5. Bart Brown, 40 points
6. Tom Fayle, 31 points

B.O.T.T. Suzuki SV650 Cup
1. Brian Steidle, 101 points
2. Kathy Hubble, 79 points
3. Misti Hurst, 56 points
4. Hank Visser, 35 points
5. Shawn Becker, 26 points
6. Justin Frederic, 26 points

For complete results go to www.wmrc.ca.

Copyright 2003, Roadracing World Publishing, Inc.

Race Classification
MARLBORO MALAYSIAN MOTORCYCLE GP
125cc Grand Prix
19 laps, 105.4 kilometers, 65 miles

1. Daniel PEDROSA, Honda, 43:07.647

2. Mika KALLIO, KTM, -2.658

3. Jorge LORENZO, Derbi, -2.750

4. Thomas LUTHI, Honda, -3.006

5. Masao AZUMA, Honda, -5.032

6. Alex DE ANGELIS, Aprilia, -7.242

7. Mirko GIANSANTI, Aprilia, -9.549

8. Hector BARBERA, Aprilia, -10.908

9. Pablo NIETO, Aprilia, -11.197

10. Roberto LOCATELLI, KTM, -12.874

11. Marco SIMONCELLI, Aprilia, -14.926

12. Stefano BIANCO, Gilera, -15.443

13. Andrea DOVIZIOSO, Honda, -15.576

14. Gabor TALMACSI, Aprilia, -22.889

15. Alvaro BAUTISTA, Aprilia, -24.161


DNF

Lucio CECCHINELLO, Aprilia, -4 laps

Casey STONER, Aprilia, -7 laps

Steve JENKNER, Aprilia, -7 laps

Max SABBATANI, Aprilia, -15 laps

Stefano PERUGINI, Aprilia, -16 laps

Gioele PELLINO, Aprilia, -16 laps



More, from a press release issued by Honda Racing:

Daniel Pedrosa 125cc World Champion

Young Spaniard Daniel Pedrosa is the new 125cc World Champion. The precocious eighteen year-old from Castellar del Valles raced his Telefonica MoviStar to brilliant victory at the Malaysian Grand Prix, at Sepang today to clinch the prestigious world crown with two rounds still remaining in the 16-round series.

Pedrosa is the youngest Spaniard ever to take the title following in the footsteps of former Spanish grand prix giants Angel Nieto, Jorge ‘Aspar’ Martinez, and Alex Criville.

Pedrosa went into the 19-lap (105.412km) race knowing the title would be on its way to Spain if he won the race and closest rival, Stefano Perugini, finished lower than eighth place. Pedrosa is a winner and wanted nothing less than a race victory to put the seal his magnificent season. He did not disappoint. He led from start to finish to take his fifth win of the campaign to take his first world title.

“It was a very hard race. When I woke up his morning I thought the race situation would not be easy for me because it was raining. In the race I got a good start and pushed hard but the track was very slippery but I managed to open a gap on the others and held it. When I finally crossed the finishing line I was very tired. I started crying and I still can’t believe what has happened to me, its fantastic, I have no words to describe it.” Said the new 125cc World Champion.

“Since I was a little boy my ambition was to be a rider, and now I have been proclaimed World Champion. I guess I will need a little time to be able to explain what it’s like to be a World Champion.” Beamed Pedrosa.

“I can only thank everybody who has supported me. Telefonica MoviStar because they gave me the opportunity to be here, to Honda for all the years we have been working together. To my team for the excellent job they have done in teaching me how to work, and to my family for always supporting me. But especially I have to thank Alberto (Puig), because from him I have learned everything. Without all these people I would be sitting at home watching the races on my sofa in front of the television.”

Pedrosa, Telefonica MoviStar Honda and the team manager Alberto Puig, have been synonymous since 1999 when the 14-year-old Pedrosa was selected by Puig to contest the MoviStar Active Joven Cup series. The bold innovative series he launched, which was supported by MoviStar and Honda, to discover and develop talented young riders from raw novices to grand prix riders.

Pedrosa’s career took off when he entered the 1997 Spanish Pocket Bike Championship, aged 11. He finished third in his debut season and went on to win the championship a year later. But the youngster did not have the funds necessary to continue his career and his meeting with Puig was a Godsend to the youngster.

Puig took Pedrosa under his wing providing his young charge with the means that allowed him to fulfil his true potential. Pedrosa finished eighth in the Joven Cup and followed that with fourth place in the 125cc Spanish Championship, starting four races from pole position, proving he had the speed if not consistency.

The shy 15-year old arrived on the grand prix scene in 2001 his hard charging style immediately attracting attention. It came as no surprise when he finished the season in eighth place claiming two podium places in the last four races of the season. Under the guidance of Puig Pedrosa had added consistency to his fast growing range of talents.

He confirmed his credentials in 2002 with three race victories, the first at no less a venue than motorcycle racings most difficult race track the 6.027km Assen circuit in Holland, know to all riders as the ‘Cathedral’ of motorcycle racing. Pedrosa ended the season with third place in the championship and went into 2003 as the favourite of many to lift the world crown.

The 17-year old went to the line for the first GP of the year with his apprenticeship completed. He was ready to race, determined to make the 2003 season his and repay the faith shown in him by Puig, Telefonica MoviStar and Honda.

Shy to a degree Pedrosa’s choirboy looks hide a steely determination. In his short career Pedrosa has mastered the intricacies of 125cc two-stroke machine set up, learned how to nurse home an ailing machine and developed a race craft that belies his tender age.

Pedrosa lay the foundations of his title win in the first half off the season dominating the 125cc field in superb style, scoring three victories and a second place along the way. At mid-season point he faltered slightly, but his race craft saw him through a difficult time. The Telefonica MoviStar Honda team regrouped and struck back with a fine victory at the Czech GP, at Brno in August and the title was again Pedrosa’s to lose.

Two fourth places, at Estoril and Rio were followed by a brilliant ride at Motegi when, after leading the race by almost 10 seconds, a steering damper problem forced him to nurse the Honda home to sixth place and set up the title winning ride at Sepang today.

Pedrosa has earned the respect of all who have watched his career develop and all expect him to flourish in 250cc championship he is scheduled to contest in 2004.

An emotional Puig, team manager and mentor to Pedrosa said: “You have no idea how happy I am with this championship title. We started this project together five years ago, with Dani, MoviStar and Honda and today we are World Champions. When I was forced to stop racing through injury I swore I would help a young rider to win a world title and we have reached our goals.

“I truly believed in Dani from the very beginning and we have watched him grow to be a champion, it’s just a perfect day. He’s a real World Champion – he won it from the front, he’s a real winner. We have to thank Honda for all the support they have given us, and of course Telefonica MoviStar. I am very proud of this team and what they have done.” Added Puig.

Puig went on to say. ” We are going to move up to the 250cc class next season and we will approach 250 racing as we did the 125 class. We will need time to adjust in the first year. After that we hope to be in a really good position, able to fight for the championship ”

Daniel Pedrosa.

Date of birth : 29.9.1985.

Birthplace : Castellar del Valles – Spain

First race : 1997 Pocket bike racing.

Grand Prix debut : 2001

First Grand Prix podium : Valencia 2001.

First Grand Prix win : Assen 2002.

Total podium places : 20

Total wins : 8

World titles : 1. 2003 on a 125cc RS125W Honda.


Career Highlights – Daniel Pedrosa

1997 : 3rd Spanish Championship Pocket Bikes

1998 : Spanish Pocket Bike Champion

1999 : 8th MoviStar Activa Joven Cup

2000 : 4th 125cc Spanish Championship

2001 : 8th 125cc World Championship

2002 : 3rd 125cc World Championship – 3 victories

2003 : 125c World Champion – 5 victories



More, from another press release issued by Honda Racing:

Spanish teenager Daniel Pedrosa (Telefonica Movistar Junior Team RS125R) secured his first ever World Championship with a win here at Sepang. His main title rival Stefano Perugini (Aprilia) dropped out of the race on lap four and that eased the pressure on the 18-year-old.

Mika Kallio (KTM) was second and the young Finn has now given the Austrian factory its first podium finish in its debut year of competition. Jorge Lorenzo (Derbi) was third after a compelling dice with Masao Azuma (Ajo Motorsports Honda RS125R), Thomas Luthi (Elit Grand Prix Honda RS125R) and Alex de Angelis (Aprilia).

Australian Aprilia rider Casey Stoner was also in the hunt after getting a poor start from the front row of the grid. He lay 12th in the opening laps, but clawed his way back to second setting fastest lap of the race on lap 12 before crashing a lap later.

But Pedrosa was totally in control from the off. He led into turn one on the opening lap and worked his advantage remorselessly. Two laps from the end he held a seven second lead over his pursuers who had little hope of catching him, so engrossed were they in their own fight for the podium positions.

“I don’t really have any words to describe how I feel,” said an emotional Pedrosa. “I just want to thank everyone who helped me towards this, everyone who gave their maximum to achieve this Championship: the Movistar Team, Honda, Alberto Puig and all the people in the team.”

There are still the remaining World Championship positions to be disputed and with Pedrosa home clear with an unassailable 223 points, the rest of thetable shows Perugini on 159, de Angelis with 157 and Andrea Dovisioso (Team Scot Honda RS125R), who finished 13th here, with 149.

HONDA TEAM QUOTES:

125cc:

Dani Pedrosa, Telefonica MoviStar Honda Jnr Team, 1st: “It was a very hard race. When I woke up his morning I thought the race situation would not be easy for me because it was raining. In the race I got a good start and pushed hard but the track was very slippery but I managed to open a gap on the others and held it. When I finally crossed the finishing line I was very tired. I started crying and I still can’t believe what has happened to me, its fantastic, I have no words to describe it.”

Thomas Luthi, Elit Honda, 4th: “The start was perfect I was third, or fourth at the first corner but I braked too early and a few riders got passed me. That left me fighting hard in the group behind the leaders. My rhythm was not good early on but when I found it I got faster and faster then caught Kallio and Lorenzo after about eight laps. But it was hard work in the temperature and high humid conditions. I have to thank my team for this result the bike was perfect today, engine, suspension and tyres. I hope I can have many more races like that one.”

Masao Azuma, Ajo Motorsports Honda, 5th: “I’m satisfied with the way the race went for me today. My gearing was a little short today. I was not sure if it would rain or not and geared the bike for acceleration off the corners. That meant I was low on top speed and had to leave my braking very late. We got the best result possible today and I’m in good shape for Phillip Island.”

Andrea Dovizioso, Scot Honda, 13th: “I’m really disappointed with today’s race. The rear end started sliding after only four – five laps. I just don’t understand it at all, we ran the same tyre as in qualifying and changed nothing on the bike. We have to work it out before Phillip Island.”