From a press release issued by Honda Racing Information:

World Supersport Championship 2003 – Round 10
Imola Race Preview
26 – 28 September 2003

VERMEULEN HOPES FOR TITLE AT IMOLA

Chris Vermeulen (Ten Kate Honda CBR600RR) enters the Imola WSS race in need of only eight points to make certain of his first and Honda’s second World Supersport Championship Riders’ title. His form this year has often been nothing short of outstanding, and he has secured four wins in nine attempts, scored only one DNF and has taken two additional podium slots along the way.

He was forced into giving best at the previous round at Assen to his team-mate Karl Muggeridge (Ten Kate Honda CBR600RR), after a convincing ride from both Ten Kate pilots, but with the championship tantalisingly close Vermeulen will be hoping to score an entire fistful of wins before the season finishes at Magny Cours in France on 19 September. In the Manufacturers’ Championship, Honda enjoys a 34-point lead over the next closest constructor, with two rounds to go.

The evocative Imola venue, which welcomes the World Supersport circus this weekend with open arms, is the third Italian track of the year, the previous Monza and Misano weekends providing excellent sport and a great contrast to Imola.

The Enzo e Dino Ferrari circuit in the city centre is no stranger to motorsports of all kinds but is a very different design to most others in Italy. It’s undulating straights, fast corners and elevations are reigned in somewhat by a proliferation of slower chicanes, providing some contrast to Monza’s level parkland speedbowl, Misano’s schizophrenic fast and slow flatness and Mugello’s wide corners and flowing chicanes, running either side of a Tuscan valley. Imola is thus a broad and textured canvas for the WSS artisans to produce their best work on, and the WSS weekend is a popular event in its own right, as last year’s claimed 97,000 spectators will attest to.

Last year Vermeulen scored a podium at Imola and this year he wants to improve on his third position if possible. Prudence dictates that he must adopt a flexible strategy, however, as he is so close to the championship win itself.

“I enjoyed the place last year and I finished third,” reminisced Vermeulen after his arrival in Italy, “and it might have been even better but for some technical problems. It was only my second podium ever. I really like the track and if there is the chance to win then I’ll try my best to take it. In a way I also have to be a little cautious, as it is possible to win the championship this weekend. I do not want to win the title by finishing eighth, however, so I will attack it like any other race.”

For Muggeridge, Imola could not come at a better time, after his win at Assen.

“Imola should be OK for us even if we had a problem in the race last year,” said Muggeridge, shortly before heading off to Italy. “The new bike is really good this year. And after the Assen win I will be trying to ride the wave and see where I can go from now on. I just want to get out there in all the sessions and give it all I’ve got.”

Sebastien Charpentier (Klaffi Honda CBR600RR) will find Imola a novel experience, but if his recent performances are anything to go by, he will have no problems finding the fast lines right away.

“Imola will be the first time for me because last year I had a fracture after the Bol d’Or but I like the look of it. It appears to be a special track – up-down, chicanes, and faster corners. I am confident and relaxed, have a good team and a good bike behind me. It is necessary to get good points so I can improve my championship position in readiness for next season.”

Iain Macpherson (van Zon Honda CBR600RR) makes the long journey from his native Scotland to the middle of Italy once more this year, with high hopes but a relaxed attitude for the penultimate race.

“I quite like the circuit,” said Macpherson, “and I’m hopeful of getting a good result. I’m just going to ride as smooth and fast as I can and see how it’s going to go. I have no expectations about places I’ll finish in, I’ll just go and do my very best.”

Robert Ulm (Klaffi Honda CBR600RR) has not that long a journey to reach Imola from Austria and experience prevents him from making any pre-race prophecies.

“I think Imola is a nice track but I don’t have any predictions for the race,” said Ulm. “I think the Honda is good everywhere and the best bike of this season so I am certainly ready for Imola.”

Werner Daemen, Macpherson’s teamster in the Van Zon effort is another who will be making the most of his last two chances to shine in the 2003 season – and may well now have the means to extend his results into new territories.

“We got some new parts for the Assen race and they made a big difference,” said Daemen. “The bike is really good, fast and suits me well so I am hoping for a good result at Imola. The track is good there, a nice mix of corners and hills.”

The final race, at the re-visited SBK venue of Magny Cours, takes place on October 19.


More, from a press release issued by the World Superbike Press Office:

Penultimate Round holds high hopes for SBK

As the home stretch comes into view for the 2003 SBK express there is still much for the top competitors in SBK to play for. Neil Hodgson (Ducati Fila 999 F03) may have clinched the overall championship, and Ducati have taken the manufacturers’ crown, but for most of the rest of the competitors, with 2004 plans still not fixed, the results of the two Imola Superbike races will be pivotal.


Since the inclusion of Imola into the SBK calendar in 2001, it has formed the final hurdle of the challenging SBK championship, but this year it is the penultimate test of production derived machines, with the final round appearing on October 19 at Magny Cours in France.


Imola, a traditionally rapid circuit, albeit adorned by numerous chicanes to maintain a safe level of corner speed on today’s 200bhp Superbikes, has seen some epic clashes over the past two years.


Of the current crop of Superbike aces two have enjoyed wins at the Imolese circuit, Ruben Xaus (Ducati Fila 999 F03) and Regis Laconi (Ducati NCR Nortel 998RS). Each took a win in the 2001 season, on a Ducati and Aprilia respectively and each was good value for their successes.


Xaus has mounted more of a challenge to Hodgson than any other rider this season, and his total of four race wins have helped him to a 51-point lead over third place, almost guaranteeing second place on his factory machine. For Laconi, on a customer machine, wins have come tantalisingly close this season, but as yet he has not scored a full pointer. An old fashioned hard charger with the approach of a cavalier and the experience of a proven SBK and MotoGP race winner, Laconi will be on top form for his Italian based team at Imola, as he attempts too finish third overall.


Laconi’s target in the title race is English fighter James Toseland (HM Plant Ducati 998F02), after scoring a race win at Oschersleben in June and gathering points in a host of other races. Both Laconi and Toseland have a small fistful of DNFs this season, and that as much as anything else may determine their overall fates come Magny Cours.


Imola will present the Alstare Suzuki rider Gregorio Lavilla with a special challenge on his four cylinder 1000cc GSX-R. Despite the mandatory restrictor plates fitted on the intakes of his factory machine, the big Suzuki has proved to be fast at virtually every track, and a fully competitive machine in its first year of competition. The prospect of his first win will be enough to see Lavilla pushing as hard as ever in Italy.


Chris Walker, Toseland’s HM Plant Ducati team-mate has had his usually dramatic season, riding the highs as well as the lows with his infectious enthusiasm for the next challenge and Imola will be no different for him than his home circuits like Brands or Silverstone or the far flung rounds at Sugo.


The most experienced man in the championship is the elder- statesman of the SBK paddock, Pierfrancesco Chili (Ducati 998RS). His business suit may be made out of leather but his approach to the art of on track war is still as pugilistic as ever. Having already scored a race win at Laguna Seca in July. Chili could only top that marvellous display with a win in front of a home crowd at Imola.


With the usual crew of tough privateers running Ducati 998RS machines, the Suzukis of Lavilla and part time rider Vittorio Iannuzzo, are joined in the exhaust symphony by the high-pitched howl of the three-cylinder Foggy Petronas FP1, piloted by Troy Corser and James Toseland. Improvements to the triple have seen it almost match its early season best of fifth at the previous Assen round. Corser, the 1996 World Champion, can maybe even improve on that score in Italy, but needs to be on absolute top form to take on the more highly developed competition.


More, from a press release issued by Michelin:

Michelin: Imola Preview UK

Hodgson looking to celebrate world title at Ducati home track

Neil Hodgson (Ducati Fila-Michelin) rode to the 2003 World Superbike title at the last round, in Assen, on September 7. He comes to Italy ready to celebrate his new crown at a track located only minutes from his employer’s home. Imola is only 35 km away fr om Ducati’s Bologna HQ so Hodgson and Spanish team-mate Ruben Xaus (Ducati Fila-Michelin) will be aiming for more glory in front of Ducati personnel and numerous local Ducati fans. Hodgson’s title is Michelin’s twelfth in the championship. In a recent interview, Hodgson, who previously worked with a rival manufacturer, revealed some of the secret to Michdelin’s success. “People think they didn’t do as much development work, but I did three tests with Michelin and they turned up with twenty new tyres just because I didn’t like the feeling at the front,” Hodgson answered, when asked how much of a difference his Michelins made this year, despite the fact that the French tyre giant didn’t do a lot of development work. “They couldn’t have worked much harder, they must have produced sixty tyres for me to test, which I’d never experienced before. They didn’t really have to because I was leading the championship and going well. They realised I had a problem and so they worked hard. At the start of the season I was nervous about doing the transition from Dunlop to Michelin but I took to them like a duck to water. They are the best tyres I have ever used.”

Michelin and Ducati in World Superbikes

Michelin and Ducati started winning together as soon as the World Superbike championship was created. At the very first round held at Donington in 1988, Marco Lucchinelli won the second leg on a Ducati-Michelin. Michelin’s years working alongside Ducati ha ve yielded great results including Carl Fogarty’s four world titles in 1994, 95, 98 and 99, Raymond Roche’s 1990 title. Then came the Australians with Troy Corser becoming world champion in 1996 and Troy Bayliss in 2001. Neil Hodgson put Britain back in fr ont this year as Ducati’s latest Superbike world champion.

Foggy Petronas Racing’s development work

The Foggy Petronas Racing team recently asked rider Jamie Morley to ride a development session at the Bruntingthorpe test track. “We are very happy, that the development of the FP1 is heading in the right direction,” said Ariff Ahmad from the Petronas motor sports division. “And also with the, incredible hard work and commitment displayed by everyone involved in this project.”

Imola and tyres

Imola is one of few European anti-clockwise tracks (Misano is another). It used to be extremely fast but average speeds were greatly reduced after Ayrton Senna’s tragic 1994 crash. Imola is 35 km southeast of Bologna, 90 km from Florence, 16 km from Faenza and 35 km from Forili. “You need a nimble machine for Imola’s three chicanes,” says Michelin’s chief of motorcycling competitions Nicolas Goubert. “The chicanes mean that the right-hand side of the tyre doesn’t get loaded up much under braking so grip characteristics need to be good. Combining high levels of sidegrip with light steering is hard, especially on a bumpy surface like this one.”

The Autodromo Enzo and Dino Ferrari started life in 1950 as a public road circuit. Imola’s first large-scale motorcycle race was held in 1953. Imola became a permanent racing circuit in 1979 and welcomed the Formula One ,championship for an exhibition race (held a week after the Italian GP at Monza). The first F1 championship race happened the following year and was called the “Gran Premio Dino Ferrari”. Twelve motorcycle GPs have been held at Imola: 7 Nations GPs (1969, 72, 74, ,75, 77, 79, 88), two San Mari no GPs (81, 83) and three City of Imola GPs (96, 97, 98). Freddie Spencer (Honda-Michelin) took his first 500cc World Championship at Imola in 1983, beating Kenny Roberts by just one point.

Michelin and Imola

Michelin brings a total of 600 tyres (400 rears and 200 fronts), wet and dry, for this race. Sizes are 19 / 67-420 (16,5 inch) for rear slicks, rain tyres and intermediates. Front tyre sizes are 12/60-420 (16.5 inch) tyres.

Michelin’s on-site personnel includes one team manager and two tyre fitters.

Since the start of the world Superbike championship in 1988, Michelin riders have won 264 races out of 383 and taken 12 out of 16 world titles. Michelin won 25 races out of 26 in 2002 and 15 out of 20 this year.

Copyright 2003, Roadracing World Publishing, Inc.

Formula USA racers Matt Wait and Nicky Cummings are scheduled to be guests on Speed Freaks, a nationally syndicated motorsports radio talk show, Sunday, September 28.

Wait, the defending Formula USA Grand National Champion, and 16-year-old Cummings, the current F-USA GNC point leader, will be talking about the F-USA dirt track event in Del Mar, California October 4-5 and the Formula USA/CCS Race of Champions at Daytona International Speedway October 16-19.

The 2003 F-USA Grand National Championship, which is decided by the most points accumulated in select dirt track and road race events, will conclude at the Daytona event.

Current Formula USA Grand National Championship Point Standings (after 8 of 10 events):

1. Nicky Cummings, 118 points
2. Matt Wait, 90 points
3. Bryan Smith, 86 points
4. Nate Wait, 85 points
5. Scott Greenwood, 83 points
6. Rob Pearson, 78 points
7. Terry Poovey, 69 points
8. Davey Durelle, 67 points
9. Jeff Wood/Logan Myers/Dan Stanley, TIE, 66 points
10. Michael Himmelsbach/Willie McCoy, TIE, 56 points

For additional information, go to www.formulausa.com or www.ccsracing.com.

Copyright 2003, Roadracing World Publishing, Inc.

The hottest topic of conversation at Barber Motorsports Park during the 2003 AMA Chevy Trucks U.S. Superbike series finale wasn’t the lush landscaping of the perfectly manicured facility but rather the fact that as the season was ending there was confusion over how new rules and class structures will affect the paddock during the 2004 AMA season. Teams, riders and fans left the final race of the 2003 without any clear idea of what they would be doing in 2004.

Suzuki was probably the least happy manufacturer in the AMA paddock. The company wants to run Mat Mladin, Aaron Yates and Ben Spies in Superbike but does not like the announced 2004 Superbike rules, which will restrict its GSX-R1000 (and all 1000cc Fours) by forcing it to run with a stock airbox and throttle bodies while 1000cc V-Twins will be allowed to run homologated throttle bodies in 2004.

“They’re restricting us [1000cc Fours] versus what we had this year to race with, but they’re not restricting the V-Twin. And our question is we’re not the fastest bike there is out there right now. The V-Twin Honda has had faster trap speeds than we do, so why would we be restricted and the V-Twins not be restricted and be able to dominate. All we want to do is add some parity in there. That’s all we’re asking them to do,” American Suzuki vice-president, motorcycle division Mel Harris told Roadracingworld.com on Sunday, September 28 at Barber.

“Mat Mladin says if he doesn’t have a bike that’s competitive, he’s not going to go through what he went through last year. He’s going to stay home. He’s not going to take my money and race. If you have a rider with that kind of feeling, it kind of makes you step back and look at the whole situation.

“We’re not saying we have the fastest bike. We’ve won a lot of races this year, but Honda’s won races, Kawasaki’s won races. So it’s not that bad. Why do we want to change it again? To be honest with you, if Nicky [Hayden] would have been over here it would have been a lot closer on many weekends. Mat is a world class-leading rider. He’s here, and that’s why he’s dominating things. Not the bike. It’s the rider.”

Harris suggested the 2004 AMA Superbike rules should be similar to the technical rules used in the 2003 World Superbike series, where 1000cc three- and four-cylinder machines used air restrictors in an attempt to even things out with 1000cc V-Twins. Every race of the 2003 World Superbike series to date has been won by a rider on a 1000cc V-Twin, but there are few riders on 1000cc Threes and Fours competing in the series.

Suzuki is also not happy with the AMA’s proposed regulation which would restrict factory Superbike riders from participating in the new-for-2004 1000cc Superstock class because it wants to enter Yates in Superstock in 2004.

“This is Pro racing,” said Harris. “They should be able to race more than one class if they want to do that. But they want to restrict that. So we have some major concerns. We’ve been writing the AMA. We sent them letters. We got no response, no respect for what we want to do. So we now are in a position where we have to make a decision on what we’re going to do next year. Are we going to race anything or are we going to go away?”

Like it did last season, Yamaha Motor Corporation is going to stay out of the premier AMA class again in 2004 and race its brand-new YZF-R1 in Superstock, if the rules allow.

“Right now, I guess everyone’s waiting for a rulebook to get finalized, but I’d say there’s a strong chance we’re just going to be in the Superstock class and [Supersport] again. We’ll see what develops, but that’s what we’re looking at right now,” said Yamaha Racing Manager Keith McCarty.

Asked what the decision to race in Superstock instead of Superbike was based on, McCarty said, “I think it’s more of what we can or can’t do for Superbike (technical rules). There’s a lot of issues, I think, overall that leads you to those decision, but not really one thing or the other. Like I said, I think we’re looking at everything that we think is relevant to making a good decision and if everything was aligned we would go with the Superbike. If not, we go with Superstock.”

McCarty’s plan is for his four returning riders (Damon Buckmaster, Jamie Hacking, Aaron Gobert and Jason DiSalvo) to race in Supersport and in the 1000cc Superstock class (under the Graves Motorsports tent), which is risky considering AMA Pro Racing’s proposed entry restrictions for that class.

“I think what they’re trying to do is keep guys who are racing Superbike from going down and into Superstock,” said McCarty. “I’m not sure there’s a real purpose for that. I’m not really sure what their motivation is to do that, but in the end run I don’t think that’s going to be the issue.”

Kawasaki Racing Team Manager Michael Preston wouldn’t discuss any specifics of his plans for 2004, saying that the lack of rules made it impossible for him to make any plans.

“I can’t say,” said Preston. “We’re waiting to make sure we see a rulebook that’s finalized. A lot of other teams and officials are bantering. They’re unhappy because they haven’t been treated well by the rules. The biggest problem here is not having rules. We can accept that we don’t like something, but we want rules with some longevity so we can plan. The problem we have now, the rules, we have to make sure what they are and that they’re in writing. Until we do that, we can’t announce our team and where our guys will go.

“We just need some rules in writing. We need to think as a group, all of the team managers and all of the management of the manufacturers need to start thinking as a group and of the big picture and not just beyond their own team and what’s good for them. We need rules and some longevity. We need to quit badgering about ‘it doesn’t work for me’ and the ‘I, I, I.’

“The reason we [Kawasaki] don’t have an announcement is because we don’t have any rules. Once the rules come up, our company can decide where it best suits our needs to showcase our product. Until we see the rules we don’t really know.”

Preston said he would definitely field a team in Supersport on the 2004 ZX-6RR, but beyond that he only had several possible scenarios, which he would not discuss. He did say Kawasaki had interest in all four of the proposed 2004 AMA classes and wants to set up a Kawasaki satellite team.

American Honda’s racing teams manager Chuck Miller does not appear to be overly concerned about any of the 2004 AMA rules or class structures and said his plans mainly hinge on his yet-to-be-determined budget and on which riders he signs.

Currently, Miller has Ben Bostrom and Jake Zemke under contract and expects Miguel Duhamel to return to the team, with all three expected to at least ride in AMA Superbike in 2004. Although Miller expects his riders to be on the new CBR1000RR next season, he did not rule out the possibility of that his team would race the RC51 in 2004.

“We’re producing RC51s,” said Miller. “There’s a Nicky Hayden replica, and there has certainly been some interest in sales to continue to race that bike, because racing drives sales. We’re in a bit of a unique situation, having two machines that are two complete different configurations that could participate in the series. But I know we will be participating for sure on the new one, because it’s the new bike, it’s got all the new technology and we feel stronger capabilities to be competitive in the series here.”

Miller said it was possible that both the RC51 and CBR1000RR would race side-by-side or that his teams would start the season on the RC51 and transition over to the CBR1000RR mid-season. “Both are correct,” said Miller. “Depending on when production is and also we have to meet the homologation rules of the AMA. We have to make sure we have enough bikes in the USA by, I believe, it’s by June 1, to participate. That shouldn’t be a problem…We’re looking at a lot of different options right now.”

Saying it was possible Honda would field factory and/or support-level riders in all four proposed 2004 AMA classes, Miller seemed particularly fond of the re-structured Formula Xtreme class. “It’s going to be an exciting class because it’s going to be like the mini-Superbike class,” said Miller. “Being able to exercise your engineering potential is something that Honda’s always been happy about and happy to do. I’m confident we’ll be racing that class with multiple riders and definitely go after that Championship. Certainly support-level, but factory-level will be determined by what riders we have.”

Ducati Austin’s Vic Fasola said the team expected to return to the 2004 AMA Superbike series with increased support from Ducati Corse and possibly two riders, but added that team owner Terry Gregoricka was meeting with Ducati in Italy this week to discuss 2004 racing plans.

There are also rumors that Ducati Corse will bring its factory Superbike team from the World Superbike series to the AMA series with Michelin’s full support and possibly top-level International riders for 2004.

From a press release issued by AMA Pro Racing:

HAYES FULFILLS EARLY PROMISE WITH AMA GENUINE SUZUKI ACCESSORIES SUPERSTOCK TITLE

Injury-plagued rider stays healthy and wins his first AMA Championship

PICKERINGTON, Ohio (Sept. 24, 2003) — It’s been a long and often painful road for Josh Hayes, but the 28-year-old Attack Suzuki rider from Gulfport, Miss., finally broke through to win the 2003 AMA Genuine Suzuki Accessories Superstock title with a second-place finish at Barber Motorsports Park last Saturday. It was the first AMA Championship for Hayes, who has been a regular in AMA Pro Racing since 1999. Hayes’ championship marked the continued domination in AMA Superstock racing for Suzuki and its GSX-R750. This year Kawasaki gave Suzuki a serious run for title with Tommy Hayden on the potent and nimble Kawasaki ZX636.

The battle for the AMA Superstock Championship was the closest of all road racing series this season and it came down to the final laps of Saturday’s race at Barber. Hayes helped his cause by winning the pole and earning a championship point. The final was red-flagged on lap 13, which meant the championship would be decided in a five-lap restart sprint race. Hayes needed to finish third or better to win. In the restart he tucked in behind rival Hayden and rode safely home to second and the championship.

“The first three races were pretty rough,” Hayes said, “but we put the rest of the season together pretty good. We’ve been on the podium a whole lot, and it all paid off at the end. This is a pretty big deal; we’ve been fighting for this for quite a while. This year Superstock has been such an awesome class. I couldn’t have had more fun, and I couldn’t have won it a better way — started putting some race wins together late in the year. I feel like we really earned this as a team.”

Hayes was considered one of the leading young riders on the circuit after he was the surprise winner of the Daytona Superstock race in 1999 on a Valvoline Suzuki. But then a series of injuries that lingered over the next few seasons saw Hayes miss a number of races. The injuries kept him from being a serious championship contender until this season. After a slow start to the 2003 campaign Hayes caught fire mid-season and earned six consecutive podium finishes, including wins at Mazda Raceway Laguna Seca and Mid-Ohio Sports Car Course.

Hayden, who won five rounds this season, finished second in the series and Hooters Suzuki’s Vincent Haskovec was third. In all there were five winners in Superstock this year – Tommy Hayden and Tony Meiring of Kawasaki, Haskovec, Steve Rapp of Valvoline EMGO Suzuki and Hayes.

“For Josh Hayes to beat that brand new Kawasaki in Superstock, a bike that’s lighter, more nimble, and smaller, on all these tracks we race on here in America is quite an accomplishment,” said Suzuki team advisor and former world champion Kevin Schwantz.

Hayes joins Jamie Hacking (Supersport) and Ben Spies (Formula Xtreme) as first-time AMA champions this year, coincidentally all on Suzukis (sic).


More, from a press release issued by Corona Extra Suzuki:

2003 AMA SEASON ENDS ON DAMP NOTE AT BARBER MOTORSPORTS PARK SUPERBIKE EVENT

The 2003 AMA Superbike season finished as it started with torrential rain and delays to the race program. The extremely damp conditions did not prevent Corona Extra Suzuki recording an eighth in Superbike and sixth in Formula Extreme. However both team riders also took tumbles, which marred the damp weekend.

In the first Superbike event of the weekend’s doubleheader, Jordan Szoke who had qualified 14th after set-up problems, did not get off the line well and found himself in 12th position after the first lap. Jordan began working his way through the field reaching 7th by lap 14. He held the position nearly to the end of the race but was passed by the Factory Honda of Miguel DuHamel leaving him with 8th. Jordan said; “We have been chasing the right setup – we missed some practice because of work we were doing on the bike and that’s why my qualifying was not too good. We still have not got it quite right but my races times were nearly a second faster than qualifying! I think we know what to do to go even better for the next race!”

In the last ever 750cc SuperStock event (for 2004, the class will be running 1000cc machines), Adam Fergusson qualified fifth after a big slide at the end of his qualifying lap, which saw him nearly high side. Ferguson had consistently been among the fastest during practice and looked set to set a sub lap-record time on his qualifier tire. Come race time, Adam did not get one of his best starts, being 9th at the end of the first lap. He quickly started working his way up the field, getting into 6th by lap 6. Five laps from the end he lost the rear end and was viciously highsided into the gravel, bringing out the red flag. Fergusson, who walked away, was not able to restart having caused the red flag. Afterwards Fergusson said; “Going into the Carousel I hit a false neutral and ran off. I got back on but the transmission jumped into first at the next corner and spat me off! I’m alright but feel pretty banged up!” Fergusson finished the season 5th in the Suzuki Genuine Accessories Superstock championship. Jimmy Moore, who was still unfit to race finished the season in 13th.

The heavens opened on Sunday with several inches of rain flooding the paddock and forcing the excellent crowd (48,000 total for the inaugural AMA race weekend at the brand new and outstanding Barber facility) to shelter. The heavy rain delayed the scheduled program but amazingly the track dried very quickly forcing teams to switch from wet tires to slicks just before the delayed Superbike start. Jordan’s race however did not benefit from the track conditions as it lasted less than a lap owing to a broken clutch. Szoke finished 10th in the Superbike championship.

Formula Extreme was the last race of the2003 season. Ferguson, still stiff and bruised from his Saturday get off, started from fifth position and was in 8th position after the first lap. He picked off some more riders moving up to 6th by lap three. He lost one position before the end and settled for 7th position. Afterwards Fergusson said; “I found it hard to move around and just couldn’t get comfortable. Also, my hands took a beating yesterday and hanging on was tough. I thought about pulling in but I’m glad to have finished as high as I did”. Fergusson finished the Formula Extreme Championship in 5th position.

Jimmy Moore, who missed much of the season due to injury, finished the championship in 12th.

Though 2003 did not see another championship, the Corona Extra Suzuki Team is pleased to have maintained its position at the front of the classes entered. Now the focus will be on the 2004 season and getting back the winning form of previous seasons.

Copyright 2003, Roadracing World Publishing, Inc. Former WERA racer Chris Jones and girlfriend Spice Griffith are on a two-year trip around the world on Kawasaki KLR650s. Since starting the trip June 17, they have ridden the Trans-American Trail, a 4000 mile trail of dirt roads, across the United States, and have traveled down into Mexico. They are currently exploring Mexico and are planning on continuing south to see Central and South America before crating their bikes and flying to Europe. Before leaving on the trip, 33-year-old Jones was employed as a Steadicam Operator working on the production of movies and commercials, while Griffith, 32, was a TV commercial Production Manager. They plan on filming the entire trip and are keeping an online journal at www.rtw101.com.

Copyright 2003, Roadracing World Publishing, Inc.

While newly crowned 2003 AMA Superbike Champion Mat Mladin says announced 2004 AMA Superbike rules requiring stock airboxes and throttle bodies will slow down 1000cc four-cylinder bikes enough to put them at a serious disadvantage to 1000cc V-Twins, he’s also stated that privateer machines (said by their crews and riders to be equipped with stock airboxes and throttle bodies) are actually faster on the racetrack than his Yoshimura Suzuki with homologated kit throttle bodies and kit airbox.

Mladin has stated that announced AMA Superbike rules, which will mandate a stock airbox and stock throttle bodies on 1000cc four-cylinder machines, will decrease the power output of his GSX-R1000 and put him at a big disadvantage to the Twins in 2004.

“I think the AMA has made an absolute massive mistake in what they’ve done with the rules…essentially they’re allowing a full V-Twin Superbike and we’re going to be handicapped by, who knows, 10-15 horsepower. So all the AMA’s gone and done is put the advantage straight back into the V-Twin’s hands, like the V-Twins have had,” Mladin told Roadracingworld.com August 28 at Virginia International Raceway.

But Mladin also said that some current privateer bikes are faster than his, making the comments during a post-qualifying press conference September 20 at Barber Motorsports Park. In the press conference held after final Superbike qualifying, Mladin’s teammate Aaron Yates was telling of the difficulty he had passing Suzuki GSX-R1000-mounted Michael Barnes during the session when Mladin jumped in with a comment.

“The privateer Suzukis are quicker than ours,” said Mladin. “I got behind Shawn Higbee and he pulled away from me down the straight, and I’m a factory rider. These guys are always complaining about their bikes, but there’s a couple of Suzukis out there that are quicker than ours.”

Higbee’s 2002-model GSX-R1000 runs with stock throttle bodies under a stock airbox and is legal under the 2004 Superbike rules, according to Kevin Hunt, Crew Chief for Kaufman/Millennium Suzuki.

“We’ve never changed the airbox and throttle bodies, primarily because of cost, again. The way our bikes sit right now, there would be no deviation for the ’04 class,” said Hunt September 21 at Barber. Hunt said that his bike has run the same pistons, rods and crankshaft all season with only the bearings changed at regular intervals and has not suffered any mechanical DNFs during 2003 races.

“On our dyno, a stock one [GSX-R1000] is in the 142-145 [horsepower] range. With the stock wheel and tire assembly on, we’re in the high-180s at the rear wheel. Not bad,” said Hunt.

When asked what he thought when he heard Mladin’s comment about his bike’s speed, Hunt smiled and said, “I was grinning all night, even in my sleep. It makes me feel good because we are still on a very durable combination. That’s a real big pat on the back to all of our mechanics. We haven’t even had any stupid stuff coming loose on the bike. I’m very, very happy with that.”

“We haven’t tested the stock throttle bodies with our current engine configuration,” said Yoshimura Suzuki team manager Don Sakakura when asked what he thought of the speed of Higbee’s Suzuki.

In a phone call to Roadracingworld.com today, Mladin said again that Higbee’s bike was faster than his in a straight line. Mladin also said that there is no way to know if Higbee’s bike is legal internally because the machine hasn’t been torn down by AMA officials, and that if it truly does have stock throttle bodies and a stock airbox with legal engine internals, then Higbee’s crew is building a better racebike than Mladin’s crew, and “I don’t believe it.”

From a press release issued by AMA Pro Racing:

AMA PRO RACING FLAT TRACK RULE CHANGES TO BE RECONSIDERED IN 2005

PICKERINGTON, Ohio (Sept. 24, 2003) — AMA Pro Racing will delay the implementation of new displacement and stock-frame requirements aimed at the 505 class for 2004 and reconsider phasing in the changes beginning in 2005.

This decision is primarily a result of the input gathered during the 30-day comment period that followed the announcement of preliminary 2004 rules in August. AMA Pro Racing Flat Track Manager Bruce Bober says this is an example of AMA Pro Racing’s responsiveness to the racing community. “After reviewing the feedback that was received during the 30-day comment period it became apparent to us that it is not in the best interest of the sport to enact these changes now,” said Bober. “Instead we’ll review the situation for possible 2005 race season implementation, which seems to be better for everyone involved.”

AMA Pro Racing CEO, Scott Hollingsworth added that for the long-term growth of flat track racing, evolving the rules for this class is very important. “We strongly believe that taking the 505 class more towards production-based equipment is vital for the sustained growth of flat track,” said Hollingsworth. “However, we listened carefully to those participating in the championship and agree that by delaying the changes for a year, more riders and teams can make a better transition to new equipment.”

As announced in August, rules for the twin-cylinder machines will be relatively unchanged for 2004.

To review the complete 2004 rules package logon to www.1800FlatTrack.com.

From a press release issued by Team Suzuki:

RYO TAKES TWO MOTOGP WILD CARDS

Team Suzuki Press Office – September 23. 2003.
Team Suzuki factory rider Akira Ryo is set to make two wild-card entries in next month’s Pacific GP at Motegi, Japan and the following Malaysian round at Sepang.

Ryo, the 2001 All-Japan Superbike champion, has been engaged in the development of the prototype, Suzuki GSV-R, four-stroke, 990cc MotoGP machine this year. Although he competed in six MotoGP races in 2002, the massive GSV-R development program in Japan has so-far restricted Ryo’s opportunities to race in this year’s MotoGP events. But with the development program entering an exciting new phase, the time has come to test some of the new ideas and developments under real MotoGP race conditions.

Ryo gave the GSV-R a near fairy-tale debut, taking a close second place in the first ever MotoGP event that took place at Suzuka in 2002.


Akira Ryo – So far this year, my priority has been the continuing GSV-R development and test program. This has been very interesting and encouraging, but I am still a racer at heart, and so I am delighted to have the chance to get back to racing in these two MotoGP events. Of course we are still developing various designs, ideas, parts and technologies, but I still want to go for a good result, and because I know these two tracks really well from numerous test sessions I am hoping for the best. We have a lot of development items to test during these two events, but I would still like to get a good result for Suzuki and all Suzuki customers, supporters and fans.


AKIRA RYO – WILD CARD SCHEDULE:
October 5. Round 13. Pacific GP at the Twin Ring Circuit, Motegi, Japan.
October 12. Round 14. Malaysia GP at the Sepang Circuit, Malaysia.



AKIRA RYO PROFILE:
Birth Date & Place: Oct 20th, 1967 Tokyo


Career Highlights:
1984 – First race
1986 – First entry in MFJ Road Racing
1989 – Promoted to MFJ Junior class
1990 – Promoted to MFJ International A class, the third ranking at the All Japan TT F3
1991 – Move up to the All Japan TT F1 class
1998 – Second and Third places in World SBK Japan round
1999 – First and Second places in World SBK Japan round
2000 – First wild-card entry in WGP
2001 – All-Japan SBK Champion
2002 – Second place in first-ever MotoGP race (Suzuka). Five further wild-card MotoGP races as part of GSV-R development program.

From a press release issued by The Penguin School:

The Penguin Roadracing School partners with Ducati North America

The Penguin Roadracing School, the oldest motorcycle road racing school in the nation, has signed a multi-year agreement with Ducati North America that has the two companies working together at the grass roots level of road racing in the United States.

The Penguin Roadracing School will become the first officially endorsed Ducati motorcycle school in the US and the two companies will be working together to both increase rider participation and Ducati’s involvement in both regional road racing and track days.

Jerry Wood, founder of the Penguin School, quoted “I have been racing Ducatis for 27 years and I am excited to be working with a group of motorcyclists with the enthusiasm of Ducati North America. The sport oriented Italian marque and performance based Penguin Racing School are a perfect match to bring more riders into the sport of road racing. Our program will allow many riders to get the ‘Ducati Experience’ on the racetrack.”

“I am extremely pleased” said Michael Lock, CEO of Ducati North America, “to have our company associated with Penguin Roadracing School. Racing is at the core of Ducati’s values and tradition, and we look forward to promoting not only Ducati but amateur road racing as well.”

The Penguin School will be instructing on Ducati motorcycles and will have Ducatis available to rent for both participation in the school and in some CCS races starting in 2004.

For more information, please contact the Penguin Roadracing School at (508) 339-4673 or check the official website at www.penguinracing.com.