From a press release issued by Honda Racing:

MotoGP test – Valencia, Spain, December 11, 2003.

Temperature: 15 degrees
Weather: Sunny

Weather Improves, Times Drop

Brilliant sunshine greeted riders on Thursday morning for the second day of the three-day end of season test at the Ricardo Tormo Circuit in Valencia, Spain, and with it came a vast improvement in lap times. All of the Honda riders went faster, with some running better than their race pace from the season-ending grand prix just over a month ago. Most put it to the next generation engine parts that were being tested as a prelude to the new Honda RC-211V that will debut in the new year.

Top honors went to Camel Pramac Pons’ Max Biaggi who lapped consistently in the low 1:33 range with a best of 1:32.8. With good weather from the start of the day, Biaggi was able to work on the various engine combinations for a full 88 laps, coming away with nothing but praise for the pace of development. “Normally to test something different you have to wait to February,” the Roman said.

Telefonica MoviStar Honda’s Sete Gibernau and Pramac Honda’s Makoto Tamada both lapped at 1:33.4, with Gibernau constantly on the number while trying the new Michelin 16.5 in front tyre. This was purely a development tactic and Gibernau was swimming in uncharted territories, knowing full well that lap times might not show the progress of the new engine. “It’s difficult to get the right feeling from it,” he said.

Tamada continued to work with the new engine parts while refining his chassis settings. The Japanese rider, who just finished his debut season in MotoGP, took delivery of a new chassis at a test just after the season ended and is using the Valencia test to continue his learning curve. So far, so good, he said. “We had a test right after the race and my lap time was much better than the race,” he said.

Telefonica MoviStar Honda’s Colin Edwards, a longtime proponent of the 16.5 inch front-he rode it to the 2002 World Superbike Championship on the Castrol Honda-struggled with it on the Honda RC-211V. Regardless of how many laps were on the tyre, he couldn’t crack the 1:34 barrier. “To me it’s telling me there’s a wall there where it’s comfortable and after that I have to find the limits,” the lanky Texan said.

The test concludes on Friday, after which there’s a one-month moratorium on testing which will end with the Honda teams testing in Malaysia in mid-January.

Max Biaggi, 1:32.8, 88 laps
>From yesterday, we had some items for engine parts that are making the bike work better. I think it’s a step forward from what I got in 2003. I’m sure this is a step forward. It’s a little bit of horsepower. Overall it’s better. Now I understand how you can win a championship. Now I’m smiling on the face all the time. I’m not thinking what are we doing here and there. Honestly I can say it’s working better and it lets me ride the bike better. It is easier to make the lap times. I went faster today compared to the race we had here, and today it’s colder and I did not use a qualifying tire. I start early and I lapped consistently in the 1:33’s.

Sete Gibernau, 1:33.4, 80 laps
We tested a lot of things, many, many things, from engine stuff to tyres. A whole bunch. Basically I’m finished. It was a good day to test. Very positive. Many things from the engine that we have to now sit down and put everything into place to what we like, what we don’t, what direction we need and what not. I tested a whole bunch of 16.5’s in the front. I still can’t ride it perfect. For the first time on the Honda we’ve got some points that we can take profit of, but overall with the Honda, the 17 is better right now. I was doing some endurance. I got almost 30 laps from the front tire and I was still doing low to mid 33’s, which was good, but without feeling. And we put a new one and you think if you’re doing that laps if you’re pushing, if you just ride you’re going to do 32’s, but no, because the feeling’s not there. So we need to understand what’s going on and I try to work on that side.

Makoto Tamada, 1:33.4, 53 laps
This engine is newer so we have to study a lot and understand what kind of engine this is. We have to find the good settings. It’s different internally and also engine management. Today I was able to do a lot of laps, so I was able to learn a lot. I was able to try a lot of different settings. I know it has more horsepower, but it doesn’t feel it. I can see it in the telemetry and my lap times. Combined with the new chassis I got after Valencia, it’s a big improvement.

Colin Edwards, 1:34.0, 71 laps
I just like the footprint that the 16.5 inch front puts down. That’s all I’ve been using all day, since yesterday. I’m used to it. I’ve acquired the feel already where Sete (Gibernau) has to go through the process of acquiring the feel. I still like it. We just got to work. I told the Michelin guys, to me the ultimate was one particular tyre I had on the Castrol Honda superbike in 2002, that was the best combo ever. We’ve gone away from that because we couldn’t use that particular tyre. We’ve given up something, so we just need to develop and find that again. That’s basically all I have to do. And I can do it. There toward the end I was on an old tire. It doesn’t matter if I’ve got a 12 lap tire or a new tire, I go 34.0. It didn’t matter how many laps, front, rear, which tire, whatever, 34.0.

From a press release issued by Ducati Corse:

DAY 2 OF TESTING FOR DUCATI MARLBORO TEAM AT VALENCIA

Valencia (Spain), 11 December 2003 – The Ducati Marlboro Team is continuing its pre-season development work at Valencia in view of the 2004 championship. On the second day of a three-day session, the fine weather conditions (air 16°C / track 18°C) at the Ricardo Tormo circuit allowed the team to run throughout the entire day.

As part of an intense work schedule, the riders and engineers focussed chiefly on front suspension set up, while continuing comparative tests with tyre supplier Michelin. The Desmosedici took to the track with 16.5-inch rims as well as the more traditional 17-inch ones. With the smaller sized front rim, the bike’s handling appears to have improved, according to Loris Capirossi, who completed a total of 50 laps with a best time of 1:33.52.

“I like the way the bike handles with the 16.5 front, especially under braking and at maximum lean at centre curve” commented Capirossi. “I am really pleased with the way things are going, these three days are very busy but they are really important for the development of the bike”.

Troy Bayliss put in more laps around the Valencia track, 62 in total, and the Australian’s quickest time was 1:33.58. Troy also focussed on the front end of the bike, in particular fork settings, but unlike Loris he continued to use the 17-inch rim.

“Today was very positive” declared Bayliss after the test. “My laps were always on the pace and I’m pleased with the way things went today. Tomorrow I’ll try out the 16.5-inch rim, which I was really happy with when I used it in Superbike”.

Vittoriano Guareschi continued dedicated testing work with the development team, the Italian completing a total of 18 laps.

Tomorrow will see the third and final day of testing for the Ducati Marlboro Team as it completes its 2003 schedule in view of the 2004 MotoGP season.

Copyright 2003, Roadracing World Publishing, Inc.

How much difference does a brand name make?

AMA Pro Racing officials banned Continental dirt track tires after a single incident involving tread separation, late in the 2000 racing season, at the Springfield Mile.

There is no talk of banning Dunlop road racing tires despite four tread separation incidents in the last seven months that resulted in the tires losing air and the involved riders crashing.

Dunlop 16.5-inch radial slicks mounted on GSX-R1000 Superbikes came apart and lost air twice during the May, 2003 AMA National at Road Atlanta, causing Brian Livengood to hit a wall and break his back and causing Mat Mladin to crash out of the lead of a Superbike race, without injury.

In October, 2003, during tire testing, another Dunlop 16.5-inch radial slick came apart as Ben Spies came through the tri-oval at Daytona on a GSX-R1000 Superbike, sending Spies on his head at 186 mph. He suffered abrasions and has undergone skin grafts.

Two days ago, during tire testing, a Dunlop 17-inch radial slick came apart as Jason DiSalvo came off NASCAR turn four at 172 mph and headed for the tri-oval at Daytona aboard his Yamaha YZF-R1 Superstock racebike.

The Continental dirt track tires were reinstated in 2001 and were used until the AMA dirt track series adopted a Goodyear spec tire in 2002.

From a press release issued by Honda Racing:

MotoGP test
Valencia Spain, December 10, 2003.

Temperature: 9 degrees C
Weather: Overcast, then sunny

Cold First Day in Final MotoGP Test of the Year

Unseasonably frigid temperatures greeted the Honda riders at the final test of the 2003 season, causing most to ride conservatively on a cold Ricardo Tormo Circuit in Valencia, Spain. The first day of the three-day test was spent getting the cobwebs out, the riders said, but also testing next generation engine parts that they’ll carry into the championship battle in 2004.

By the time the riders took to the track it was after 2:00 p.m., the shortened day putting a premium on time and efficiency. Telefonica MoviStar Honda’s Sete Gibernau made the most of it, turning 40 laps and clocking the best time of the Honda riders, a lap of 1:33.9 done while trying to find the balance of the Honda RC-211V that the Spaniard rode to the runner-up position in the 2003 MotoGP World Championship.

Camel Pramac Pons’ Max Biaggi clocked less laps (25) and just a slightly slower time, a best lap of 1:34.4, also done while testing engine parts. The veteran Italian only used two rear tires the entire afternoon, but expected to help test the newest Michelin tyres tomorrow once the track was warm and he was up to speed.

The newest member of the Honda family, Colin Edwards, finished his first full day of testing the Telefonica MoviStar Honda with the third fastest time among the Honda men, a one-off 1.34.7. Edwards had ridden the Honda RC-211V at the Catalunya Circuit just after the season-ending Valencia GP, but that was mostly to set the handlebars and foot pegs. The quick-witted Texan is on his third different machine in three years, having spent his inaugural year in MotoGP on a three-cylinder one year removed from winning the 2002 World Superbike Championship on the Castrol Honda VTR1000.

Makoto Tamada worked on a new engine and exhaust combination on the Pramac Honda RC-211V. The Japanese rider turned 28 laps while continuing to make small adjustments to the machine, while seeking a direction for the final two days of the test.

Sete Gibernau, 1:33.9, 40 laps
It started not so good with the weather, but it turned out to be a positive day. More than anything, we needed to get used to the bike again after a month doing not so much. We are testing some new stuff trying to develop the direction of what we need for next year to try to challenge again for the championship. Today we wanted to make a reset of everything, myself, the team, the bike, and now we have a good basis for tomorrow to start to test. It’s the balance that we’re trying to get right. It’s a little bit of everything. We have a meeting with Honda and Michelin to see what they need for me tomorrow and try to make a plan.

Max Biaggi, 1:34.4, 25 laps
We got just a normal set-up for day one and tomorrow and Friday is going to be two more days, full days, hopefully, we can test in good weather. We have a new engine solution. That’s what we’re trying to see. I have not so many laps that I used just two rear tyres. Right now we have to adjust to the new engine solution. It’s something that we have to adjust with time. Tomorrow we start for sure in better condition and then I can say more details. The track was so cold that it’s very easy to make a mistake if you go too hard. I was trying to be conservative and at the same time try to analyze and take data, speak with the mechanics, try to make it better.

Colin Edwards, 1:34.7, 42 laps
I was working on a lot of stuff. All of these bikes have limits: You just have to learn how to decipher the code. One of them taps you on the left shoulder, one of them taps you on the right. You have to learn that code. Find the limits. Right now I have somewhat of an idea, but not enough to go out there and try to bust a lap. We just went out and did fairly consistent high 34’s and I was happy with that. I didn’t feel I was anywhere near the limit. Now we’re there. Just push a little and find out where it is. The track was pretty bad this morning. We had no idea if the tire was going to stick or if it wasn’t going to stick. I’m trying to sweat a few beers out first before we get out there.

Makoto Tamada, 1:35.4, 28 laps
Today we tried a new machine. We put a new engine in and had to learn how the engine works and what is different. Today was just a test. It’s very noisy because it’s a completely different exhaust, so I have to learn that. We still have to find the best settings. I didn’t try to do a fast time because I thought it was best to try to learn.



More, from a press release issued by Pramac Honda:

Valencia – (Spain)
Private Tests
10/11/12 December 2003

First day of private tests in chilly Valencia

Makoto Tamada and Shinichi Itoh have completed the first in a three-day programme of tests. The Pramac Honda Team rider and the official test rider found themselves having to contend with a rather unsuitable day for getting significant test results. The track was wet after the morning’s rain and only dried up at about 3 o’clock in the afternoon – and the temperatures too did not make it possible to get full value out of the tests. The best weather conditions in Valencia today were just 15°C (59°F) on the ground and 14° (57° F) in the air.


Makoto Tamada did 28 laps round the circuit, making a best time of 1:35.3. The Pramac Honda Team rider flew into Valencia straight from Japan, and on this first day of tests he was able to try out the latest step of his engine, with the configuration he will be using for the first part of the 2004 season. There was no particular development work to be done on the new Bridgestone materials, precisely so that Tamada could concentrate on the new engine configuration. On this first day of tests, development work on the tyres was thus entrusted to the team’s official test rider, Shinichi Itoh.

The methodical and always precise Japanese rider clocked up 28 laps, posting a best time of 1:36.1. Concentrating mainly on testing the tyres, his work programme was also affected by the less than perfect weather conditions.

Better weather is expected tomorrow, so it should be possible to investigate the equipment in greater depth. The tests carry on until Friday.

“Compared with the race on 2 November, I find myself on a track with very little grip indeed,” said Makoto Tamada, “so I can’t say the sensations I got from the new engine are really true. Since I couldn’t go flat out, I wasn’t able to appreciate all the ins and outs of the new step of the engine But my very first impression is that I’m going to have to improve when closing the corners. As for the weather, it looks like today should have been the worst, so tomorrow and the day after we should be able to get into the details better. Like that I’ll be able to give a more accurate overall opinion about the new features of my bike.”

Copyright 2003, Roadracing World Publishing, Inc.

The annual three-day Dunlop tire test drew to a quiet close Wednesday at Daytona International Speedway.

With the 1000cc bikes sidelined by tire concerns following Tuesday’s incident involving Jason DiSalvo, a total of only nine riders rode 600cc machines today with only six men riding in the afternoon session and several stopping before the test was officially closed.

Roger Lee Hayden recorded the fastest lap time in Wednesday morning’s windy conditions with a 1:53.063 on his new Kawasaki ZX-6RR. However, 2003 AMA Supersport Champion Jamie Hacking cut through equal winds late in the afternoon to record the fastest Supersport lap time of the day (1:52.912). Hacking’s time from Tuesday morning (1:52.376) held up as the fastest Supersport lap time of the test and was well under Miguel Duhamel’s Supersport lap record of Daytona, a 1:52.785.

Ben Bostrom’s time of 1:47.650, set Tuesday on the impressive new Honda CBR1000RR Superbike, was the fastest overall time of the 2003 Dunlop tire test at Daytona.

Wednesday afternoon’s lap times (as provided by AMA Pro Racing Timing & Scoring):

1. Jamie Hacking, Yamaha YZF-R6 Supersport, 1:52.912
2. Tommy Hayden, Kawasaki ZX-6RR Supersport, 1:53.815
3. Damon Buckmaster, Yamaha YZF-R6 Supersport, 1:53.819
4. Roger Lee Hayden, Kawasaki ZX-6RR Supersport, 1:54.120
5. Aaron Gobert, Yamaha YZF-R6 Supersport, 1:54.174
6. Aaron Yates, Suzuki GSX-R600 Supersport, 1:55.072

From a press release issued by series organizers:

Officials with the Can-Am 125 GP Challenge announced the creation of the Diablo Suzuki SV650 Cup national series at the Toronto Motorcycle Show Dec. 6.

Both the Can-Am 125 series and Diablo Suzuki SV650 class will run alongside the Parts Canada Superbike Championship at selected venues in 2004.

John Bickle, organizer of both the 125 series and the new SV650 class, was involved in several meetings at the Toronto show in his efforts to create a competitive, cost effective entry level race series with the involvement and co-operation of national Superbike series organizer PMP, Parts Canada Superbike, Diablo, Suzuki and the Can-Am.

Rules and schedule for the SV650 Cup are available at www.svcup.diablopit.com.
There will be an information seminar Jan. 3 at the 2004 International Motorcycle Supershow.

Also at the Toronto Motorcycle Show, Bickle was joined by Richard Italia, president of Diablo Energy Drink to present trophies to the top finishers in the 2003 Diablo Can-Am 125 GP Challenge.

Champion Corey Sherman, runner-up Stuart Nodell and third-place John Dempsey were interviewed by Frank Wood and presented their cups by Italia on the show’s main stage.

Sherman also announced that he is moving from the 125 class to a sponsored ride with the Diablo Performance racing team for the 2004 Hindle Exhaust Pro 600 national series.

“Corey is a perfect example of what the series hopes to accomplish by showcasing riders who are possible recruits for the national series,” Bickle said. “With riders from California to New Hampshire, Calgary to Nova Scotia, the Can-Am series’ competition level is extremely high and produces some of the best racing in North America. The series has provided riders with the opportunity to compete with factory teams and race in World GP competition.”

The series schedule and more news is available at www.can-am125gp.com.

Copyright 2003, Roadracing World Publishing, Inc.

More details have been learned about the rear tire failure and resulting crash involving Graves Yamaha’s Jason DiSalvo Tuesday during the annual Dunlop tire test at Daytona International Speedway.

According to Yamaha Team Manager Tom Halverson, DiSalvo was on the 11th lap of an 18-lap, full-race-distance (15 race laps, one parade lap, one warm-up lap, one cool-down lap) run when his rear tire blew where NASCAR Turn Four flattens into the adjoining straightaway.

The long run was done not only to look at tire wear but “to see if it had enough fuel to run well on the last lap without sputtering (from fuel starvation),” Halverson told Roadracingworld.com Wednesday morning. “The fuel tank holds 18 liters and the bike uses one liter per lap.”

Halverson said some bikes tend to sputter and run poorly when the fuel level gets low in the tank and the gravitational forces of the Daytona banking work against the bikes’ fuel pumps.

Early reports that DiSalvo’s tire may have been rubbing against his swingarm were incorrect, according to team members, who pointed out they were watching his tires very closely during the long run from various points on the track and would have seen the tire rubbing against the swingarm much sooner than lap 11.

Halverson showed Roadracingworld.com digital pictures he took of tire marks left by DiSalvo’s crashing bike. Starting at the exit of NASCAR Turn Four, tire marks left on the pavement seem to indicate DiSalvo’s tire was hopping. Later marks seem to indicate the bike was weaving violently before the rear tire locked up completely and threw its rider off.

DiSalvo first hit the ground well before the track crossing area on the straightaway between NASCAR Turn Four and the Tri-Oval, which is over 700 feet from the final resting place of his Yamaha, according to Daytona International Speedway personnel. DiSalvo slid for an estimated 150 yards.

In addition to suffering a concussion in his tumble and slide, DiSalvo received friction burns on his back which left clear imprints of the raised edges of his “cool suit” on his skin. Halverson showed Roadracingworld.com pictures of DiSalvo’s back burns.

DiSalvo also suffered burns and abrasions to both hands and had a sore heel. All in all, Halverson said he was impressed with the job done by DiSalvo’s safety gear.

DiSalvo is expected to come to the Speedway Wednesday but is not expected to ride.

Copyright 2003, Roadracing World Publishing, Inc.

The three-day Dunlop tire test at Daytona International Speedway has ended one-day early for 1000cc Superbikes and Superstock bikes.

Following a rear tire failure on Jason DiSalvo’s Yamaha YZF-R1 Superstock bike and the resulting high-speed crash Tuesday at the Speedway, Dunlop asked teams to return all slick tires Wednesday morning, according to members of several teams.

Dunlop representatives were in a meeting at post time and unavailable for comment but are expected to release a statement later today.

Teams with Supersport bikes, like Yamaha, have said they will continue testing Wednesday on their 600cc machines.

Copyright 2003, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION

Via e-mail:

Personally, I’ve seen just about enough of blaming the new Superbikes and their tremendous horsepower for Dunlop’s tire woes. Hasn’t anyone noticed that the MotoGP class seems to run full-out with smoking, sliding tires without any exploding? I think it’s safe to say that they are running with a bit more horsepower than our AMA Superbikes.

And as much as I feel that it’s time we stop racing motorcycles on NASCAR tracks such as Daytona, the track is not the only track where such catastrophes have happened.

Noelle Rohr
Covina, California



FIRST PERSON/OPINION

Via e-mail:

This year’s Daytona tire testing is producing some worrisome results. There has to be a solution to this mess and it has to be easily implemented and affordable. Instead of criticizing, I propose this:

How about adding a second chicane at the speedway? After looking at aerial photographs of the track, there seems to be plenty of room to construct something in the huge paved area at or just before the exit of NASCAR turn four. Part of this area is where the big trucks cross the track to enter the infield. I can visualize the riders coming off the east banking, slowing, diving left down through a chicane, then accelerating right, then left again up towards the start finish line.

This new chicane would have to incorporate an entrance to the pits; maybe have two exits to it, one right towards start finish and one straight onto pit road. Or maybe have the pit entrance entirely to the left of the chicane so as to avoid it altogether.

I don’t know if this would work but it should be easy enough to try. Some hay bales, an aerial shot of that area of the track, a ruler, calculator and 50-foot tape are all that’s needed to get started. Jeez, at least somebody should TRY IT! It might work, it’d be cheap and easy and tire temperatures might not be so high.

I don’t blame Mat Mladin one bit for what he’s said about not wanting to race at Daytona this coming March. I almost don’t want to drive 1000 miles to watch. I sure hope it doesn’t take a death before something is done. I hope, hope, hope.

Ed Siccardi Jr.
Eyeball Engineering
Downingtown, Pennsylvania



FIRST PERSON/OPINION

Via e-mail:

In regard to the Dunlop tire failures I would like to add the comment that if people think that only the riders in the U.S. are having troubles, they should think again.

At the begining of the year in the British Superbike series, Dunlop were having so many problems that the entire paddock who were on Dunlops asked that the promoters reduce the amount of laps run in the second race of the day.

All the teams were concerned that the Dunlops could not last the full race distance. Of course, the Pirelli and Michelin teams were against the shortening of the race but were out-voted by the predominant teams on Dunlops. As reported by Motorcycle Racer magazine.

If I remember correctly “Shakey” Burne crashed twice on the same weekend when his Dunlop tires delaminated.

Neville Hall-Reace
CCS #80
Ft. Lauderdale, Florida



FIRST PERSON/OPINION

Via e-mail:

First, in response to Noelle Rohr, The complaint is not that the Superbikes have too much horsepower, but that they have a lot of horsepower combined with a lot more weight than a MotoGP bike. The weight of the bikes is the biggest problem combined with the speeds they can generate.

To race at Daytona, they need to at least put in an additional Chicane to break up the run around the banking, This would limit the time on the banking and reduce the time that the tires are subjected to the heat buildup.

Ultimately, it would be better to have a couple of real corners put in the infield, starting where they would put in a chicane.

Daytona could do it if they wanted too, the question is do they want to and how many needed to get badly injured or killed before it is taken seriously enough by both Daytona and the AMA

Paul Trautman
San Jose, California

From a press release issued by Ducati Corse:

THREE DAYS OF TESTING FOR DUCATI MARLBORO TEAM AT VALENCIA

Valencia (Spain), 10 December 2003 – The Ducati Marlboro Team continued development work on the first day of a three-day test session at the Valencia circuit in Spain today.

After thrilling the Bologna Motorshow crowd over the weekend, Loris Capirossi and Troy Bayliss got down to testing duties today with the 2004 version of the Desmosedici. Three Desmosedici machines were brought to Valencia for the tests, with Loris and Troy joined for the occasion by official test-rider Vittoriano Guareschi, who will be trying out components for next year’s bikes.

Today was characterized by variable weather, with cold and damp conditions in the morning meaning that the Ducati riders could only put in a few laps. The weather improved in the afternoon with temperatures reaching 13° C air / 15° C track. At the end of the day Capirossi ran 20 laps, recording a best time of 1:34.8, while Bayliss completed 28, with his best being 1:34.2. Guareschi completed a total of 18 laps with the ‘laboratory’ Desmosedici.

Testing will continue tomorrow and Friday when hopefully the weather will improve enough to enable the team to complete the work schedule.