From a press release issued by Honda Racing Information:

French Grand Prix at Le Mans
May 23/24/25 2003

ROSSI LEADS MotoGP PACK TO LE MANS

As the momentum of the European based MotoGP races accelerates to the second level at the Le Mans circuit this weekend, world championship leader Valentino Rossi (Repsol Honda RC211V), and a strong list of his fellow Honda entrants, approach the race with understandably high levels of confidence.

Recent events have given the 2003 MotoGP season an enhanced sense of purpose and focus and after the biggest trackside spectator festival of the season at a flowing and rhythmical Jerez, Le Mans presents an altogether different obstacle. Tight and twisty, with many stop-go corners, Le Mans is a favourite of few, but the same challenge for all.

Honda men pack the top ten in this year’s championship standings, even after only three of 16 races. Rossi, something of a modern day racing phenomenon, carries the highest points haul so far, leading Max Biaggi (Camel Pramac Pons RC211V) 70 to 56. Neither rider has been off the podium yet, with Rossi winning at Suzuka and Jerez, while fourth place rider overall, Sete Gibernau (Telefonica Movistar Honda RC211V), took an emotional win at Welkom in South Africa in round two.

Le Mans hosts the French GP for the 15th time, having shared the event over the years with seven other circuits. In last year’s MotoGP race rain brought about a premature finish after 21 of a scheduled 28 laps and thus delivered the win to Rossi. Despite this success the 2002 World Champion does not rate the slow sections and tight corners of the Bugatti circuit, a very much shorter 4.18km version of the classic 24-Hour car racing loop. “It’s good to be where we are after three races, especially before Le Mans – which is not my favourite track – in fact I don’t really like it that much at all,” admitted Rossi. ” I won there last year, but that was mainly because I managed to get to the front and then the rain fell and they stopped the race, which was lucky for me.”

Despite Rossi’s great start to the season, realism shines through in his thoughts about how tough this year’s competition is. “The team is working well and the bike feels good, but there are many competitive riders and machines,” acknowledged Rossi. “Things never get easier and we have to keep up the pressure on them all from the front – the championship is a long one and we have only just begun to see what might happen.” With a lack of testing opportunities at the Le Mans track, most riders will nevertheless have access to data from last year’s race, held during the first season of MotoGP’s return to a four-stroke formula. Many Honda riders this year are nonetheless sampling the delights of the championship-winning RC211V V5 for the first time.

One such rider who has not had the luxury of previous Le Mans experience on the V5 is Biaggi. Despite this fact the Italian has finished inside the top three after all qualifying and race situations thus far. “The team is working really well and we’ll need to keep the pressure on at Le Mans,” said Biaggi. “We haven’t been there with this bike, but the more we work together the more we learn. I think we’ll make even more progress there.”

Sete Gibernau’s win at Welkom was followed by a fall at his home race in Jerez, however the tough Spaniard is already looking for ways to get back to the top of the podium. “We weighted the front of the bike more in Jerez and that made it harder to turn, so we’ll be working more on that at Le Mans,” quoted the Catalan rider. ” I still have to adapt to the new bike and the more I ride it the better it gets.”

Tohru Ukawa (Camel Pramac Pons RC211V) has not enjoyed the same lightning start he made to the 2002 season, and is looking for his first podium score. “I’m gradually getting better after a slow start to the season,” confirmed Ukawa. “The testing in Jerez helped and I think I can be on the pace from the start in France. I’ve got to sort my early laps out and go fast right from the beginning and if I can do that then I’ll be trying my best for a podium at Le Mans.”

Nicky Hayden (Repsol Honda RC211V) has enjoyed and endured the highs and lows expected in any rider’s rookie season, especially in this class of racing. His willingness to learn and positive attitude towards the task have made a big impression in MotoGP, earned him eighth overall so far, and his natural enthusiasm shines through in his pre-race comments. “I can’t wait to get to Le Mans after a hard weekend in Spain and I’m just really looking forward to getting back on the bike,” stated the 2002 AMA Superbike Champion. “I haven’t been able to train as much as I’d like over the last weeks because my foot is still banged up a bit, but it’s all getting better and I’m sure it will be no problem at the race.”

Makoto Tamada (Pramac Honda RC 211V) has been impressive on Bridgestone tyres this season and is another MotoGP rookie making a good transition to the premier class of world motorcycling – having scored sixth place at Jerez. “The result at Jerez was a big motivation for us to continue working on the development of these tyres, and a huge motivation for Bridgestone,” said Tamada. “Even if I know nothing about the Le Mans circuit the result at Jerez is confirmation that all of us in the team are working together in the right way.”

The MotoGP entry list for Le Mans and beyond includes a new name in the Telefonica Movistar Honda team, a name that is well known in All-Japan competition. The rider in question, Ryuichi Kiyonari, also came to global attention after scoring second in the World Supersport Championship race at Sugo on April 27 as a wild card rider.

The 20-year-old All-Japan Supersport Champion is excited by the prospect of running the premier GP class this early in his career. “When I found out that it was decided I’d be joining the MotoGP team, it was really sudden. I was both surprised and really happy. What I’m feeling right now is more a kind of impatience to get going rather than nervousness. First I have to get used to the new situation, then I hope to keep on riding as I have been.”

In the 250cc class each Honda rider will rely on the handling prowess of their machines to make up time around Le Mans’ many slower corners. The RS250RW’s best result so far has been second, thanks to the Jerez efforts of Italian rider Roberto Rolfo (Fortuna Honda RS250RW), a result which mirrors his current championship position.

Rolfo acknowledges that Le Mans may not be the ideal track for his racing package at present, but that he has some advantages to try and maximise. “Le Mans is a track I don’t like too much. You need a lot of acceleration off all the slow corners at that track. Right now that’s where we are suffering a bit. The chassis and suspension on the RS250RW is really good which compensates for that a little bit but Le Mans will be hard work. Le Mans can be wet at this time of year. Not that I want it to rain but if it does it will make things a little more equal.”

Sebastian Porto (Telefonica Movistar Junior Team RS250RW) went from second in the championship to fourth after finishing in sixth place at Jerez, but is determined to promote himself up the rankings. “After Jerez I am especially keen to have a better result at Le Mans,” stated Porto. “We will try our best as always, in qualifying and the race and I will be aiming to get back into second place overall.”

Daniel Pedrosa (Telefonica Movistar Junior Team RS125R) enters the le Mans race in a close second place, after scoring sixth in his home race, on the back of his first 2003 win at Welkom. He is another rider that finds the nature of the track more of a challenge for the machine than the man. “Le Mans is nice and simple really, but only the beginning of the track really flows,” he informs. “The end section is complicated and the whole thing is pretty hard work. It’s not a favourite of mine. You need good acceleration and a really good chassis set-up on the brakes. But if you’ve got the power then you have the advantage.”

In fourth place in the championship hunt, Welkom runner-up Andrea Dovizioso (Honda RS125R) is looking forward to Le Mans as much as he was happy to get Jerez over with. “I will be better in Le Mans than at Jerez. For a start I will be rid of this fever that I have had all weekend in Spain. There are corners at the Le Mans track a little like Welkom, and the set up will be close to that, so I will start off confidently.”

Mika Kallio (Ajo Motorsports Honda RS125R) adds his name to the list of riders who find Le Mans something of a ‘nothing’ circuit. Mika Kallio: “Le Mans is not one of my favourite tracks, it’s all stop and go, it just doesn’t flow nicely,” he confesses. “I got eighth there last year so there must be something about it I like. We have found the cause of our front end suspension problems so that will help me with braking into all the slow corners at Le Mans.”

The experience of veteran Masao Azuma (Ajo Motorsports Honda RS125R) tells him that Le Mans is a particular challenge to the set-up of the machine. “Last year I had a very good race to fifth at Le Mans, I hope for the same conditions as last year, then I will do well,” said Azuma, winner of the Rio GP in 2002. For that track everything has to be good. Engine power, chassis geometry and suspension, brakes, in fact everything”



More, from a press release issued by Proton Team KR:

Proton Team KR riders – fresh from an unexpectedly strong two-stroke performance at Jerez – are prepared to race the KR3 500cc machine again at Le Mans. But they know they are approaching the end of one era and the start of another.

In the fortnight since the Spanish GP, both Jeremy McWilliams and Nobuatsu Aoki have ridden the all-new V5 four-stroke challenger at shake-down tests in England. And the feeling of the power alone was enough to change the mood of the team.

There was a slender chance that the team would have four-strokes at Le Mans. The full force of the team was engaged in day by day development on the bike in the week before the race. With teething problems arising and being solved one by one, the goal was to have the new machines at the French track, unless insoluble problems intervened.

At the same time, a full complement of KR3 two-strokes had already left for the famous circuit in the west of France. If the four-strokes are still too green to take part, the trusty lightweight two-strokes will be available for one more race … at a twisty track where the KR3’s nimble handling pays dividends. Last year Aoki was sixth at Le Mans, the machine’s best result of the year.

Development of the new machine has taken place at record speed, with the engine running for the first time only in January. Since then, even while the race team has been taking part in the first three GPs, round-the-clock development back at Banbury base has taken the motor through exhaustive dynamometer tests, and seen the compact unit mated to the purpose-built new chassis.

A variety of detail problems – only to be expected with a project of this sort – delayed rolling tests until after the Spanish GP. Results were more than promising, but nobody in the team is under any illusions that the first stage of development is over.

“We’ve been running at a local airfield, and also at a small closed circuit,” said team manager Chuck Aksland on Tuesday. “We’ve had a couple of problems, but overall we’re making a lot of progress, and fixing things as we go along.

“Both riders were really impressed with the feel of the engine, and of the bike as a whole, and everything is pretty satisfactory.

“We just don’t know at this stage whether we will be able to bring the new machine to Le Mans – but everybody hopes it will be possible.”

The French GP, at the tight Bugatti circuit that shares the pit complex of the famous 24-hour car track, is the fourth of 16 rounds this season, the second in which the premier class has been open to 990cc four-strokes as well as the traditional 500cc two-strokes.

Ironically, the Proton KR3 lightweight alternative to the big factory V4 500s had its best ever season last year, with new riders McWilliams and Aoki earning widespread respect for their giant-killing efforts. But the bigger new bikes were considerably faster, and the writing was on the wall.

In October last year, team owner Kenny Roberts – himself three times 500cc World Champion – announced the intention to build their own four-stroke contender, with the full support of Malaysian sponsors Proton Cars.


Jeremy McWilliams
I’ve ridden the four-stroke now, and I was very impressed. It felt right … as though the design was right, with a lovely low-centre-of-gravity feeling. At first it was just straight-line stuff, and it was so strong, much stronger than the two-stroke in that it just keeps on pulling. I went up to about 14,000rpm in sixth … 290km/h or so, and it gets there so fast. That’s with the engine in a fairly low state of tune. There’s still a lot more power available from tweaking it. It’d be nice to get it to Le Mans and get into the top 15 in its first race … but it’s not the end of the world if we have to ride the two-stroke at Le Mans. In Spain it proved it’s still half-competitive with the new bikes. I’d be more concerned about the upcoming tracks at Mugello and Barcelona, where you need a bit more speed. Let’s hope it all goes right.


Nobuatsu Aoki
The new bike is very impressive, especially because of the power. It is much more than I expected, and that’s good for me. Also the way it responds to the throttle is very good. Another surprise was how tiny the whole package is – I felt comfortable on it right away, and I am really looking forward to getting more miles on it and starting to race it. If we’re racing the two-stroke in France, I’ll try to do well again, as at Jerez. But it will be more difficult than last year, with many more four-strokes, and everybody getting more used to them now.

From a press release issued by FIM:

May 21, 2003

Press Conference of the FIM President

A Press Conference was held today by FIM President Francesco Zerbi at the Hotel Crowne Plaza in Geneva, in the presence of the following persons: Messrs. Guy Maitre (FIM Chief Executive Officer), Leandro Scomazzon (representing Mr. Ivano Beggio, President of the Motorcycle Sport Manufacturers Association (MSMA), Carmelo Ezpeleta (Dorna CEO Managing Director), Maurizio Flammini (FGSport Chairman), Paolo Flammini (FGSport Chief Executive Officer), Claude Danis (FIM Road Racing Commission President, Circuit Inspector, Safety Officer in GP and SBK), Giuseppe Luongo (Youthstream President), Wolfgang Srb (FIM Motocross Commission President), Joan Cuscó (Octagon-Esedos President), Ignacio Verneda (FIM Trial Commission President), Oriol Puig Bulto (FIM International Technical Panel President) and Giancarlo Pasini (FIM International Environment Commission President).

During the Press Conference, Mr Zerbi notably stressed several issues concerning the leading role and the responsibility of the FIM, questions of safety and evolution of the rules, particularly the technical rules, as well as the collaboration with the promoters of the Championships:

“The FIM organises the World Championships with the help of its promoters. To all of them are given commercial and television rights, excluding every other right. Furthermore, they have the right to participate in the Commissions relating to their discipline and the Permanent Bureau of the respective World Championship. These Commissions are composed of a representative of the FIM, the promoter, the teams and the manufacturers. They can make suggestions to the Permanent Bureau formed by the FIM and the promoter for changes in the regulations that are considered necessary. If the Commission takes a unanimous decision, the Permanent Bureau approves it, otherwise it is the task of the Permanent Bureau to approve or disapprove such a decision. So the final decision is only taken by the FIM. This is done to make events: safer, more valid from the sporting point of view, more promotional, more interesting not only for the fans, more suitable to the interests of competitors, more spectacular.

“It is fundamental that the responsibility of managing these interests is assumed by the FIM in the same way as all the other International Federations which, whilst pursuing their own goals, must ensure that these goals never interfere or go against the main interests, which are safety and the sport itself.

“It is to be mentioned that the European Union, within the framework of the Nice agreements, recognises the exclusive competence of the International Sporting Federations to establish the rules concerning their sport.

“This is why the FIM has never abdicated or sold its right to establish the rules of the game; it has not done it nor could do it. Whenever the FIM intervenes in changing the rules it is done in the interest of everybody, though it may be seen to favour one or the other party.

“The manufacturers cannot do without the riders, the riders cannot do without the manufacturers, and none of them can do without television and sponsors. In this axiom, the FIM must assume the responsibility for regulating everybody’s interests. In so doing, the FIM continuously needs to seek the cooperation and professionalism of everyone concerned, while each party is expected to take on its own responsibility with no impositions nor presumptions. I insist on the fact that nobody can do without all the others.

“It may be damaging to think that one championship is more important than the others as well as it is damaging that one party wants to be more important than the others. For the sport and the FIM, the competitors or the fans, every discipline is as equally important as another even though each of them has its peculiarity and /or it is especially attractive to someone and less attractive to somebody else.

“This is the reason why the FIM will not allow any confusion or antagonism to occur among the different Championships: the Road Racing Grand Prix will remain as it is and it will develop in the field of prototypes that have nothing to do with the motorcycles that derive from the production series (Superbike) and production motorcycles (Supersport).

“FIM technicians, together with those appointed by the manufacturers, will work to make motorcycles safer. In this respect, the FIM will gather very shortly together the manufacturers and promoters concerned (Grand Prix and Superbike) for a brainstorming in order to discuss the new rules that will run the two Championships, bearing in mind the technological evolution but also, and principally, the safety aspects.

“Superbike rules must be more simple and less expensive, like the Superbike rules in force in the United States, Japan or Great Britain. But if the rules must be changed, it should be made without stopping the technological progress. Both Championships must be kept separate, improving their differences, but working together on the evolution of the rules.

“The FIM will continue to manage the motorcycling sport assuming the burden of such a responsibility, through its Commissions or through the Commissions and the Permanent Bureau established by contract with the promoters in order to represent all those who take part in the motorcycling sport. On the other hand, the FIM expects all the representatives, included the riders, to play a more active and responsible role as Franco Uncini has been doing for the riders in a responsible and professional way. He is also testifying to the efforts that the FIM is doing with the help of Claude Danis in supporting his justified requests for ensuring the highest standards of safety in the circuits suitable to the new increased power, speed and characteristics of motorcycles.

“In this respect, after receiving a specific request from the riders to approve the creation of a Commission formed by the riders themselves, the FIM officially declares today its approval and also declares to accept the riders chosen, namely Valentino Rossi, Sete Gibernau, Kenny Roberts and Nobuatsu Aoki, as representatives of this Commission. On the other hand, the FIM has established the Grand Prix Safety Commission, formed by the representatives chosen by the riders, by a manufacturer representative and by a promoter representative (Dorna). A FIM representative will coordinate the work of this Commission.

“Finally, regarding Motocross, the agreement between Dorna Off-Road and the FIM concerning the Motocross World Championship and the Motocross of Nations will be terminated on December 31 next.

“The new promoter as from January 2004 will be the company Youthstream. Youthstream is currently the promoter of the Supermoto World Championship and the Snowcross World Cup.

“Dorna will keep the rights for the Supercross World Championship.”

From a press release issued by Z1 Cycletech:

TORONTO, ON — Andrew Nelson and Z1 Cycletech have joined forces to compete in the Parts Canada Superbike series and select AMA rounds. The Honda Canada supported rider will run on the new CBR600RR as well as the CBR954RR.

Tuner and Z1 Cycletech owner Zaid Saleemi already has a year of development work on the Honda CBR954RR in the Canadian superbike series last year.

“Andrew Nelson is young, he has the talent to succeed at the national level, here in Canada and in the States. Z1 Cycletech is happy to provide the support to make that happen. We’ll be working closely with Andrew’s father, Rick Nelson, who has been a big part of Andrew’s success” said Saleemi.

Z1 Cycletech is a motorcycle performance and accessories shop in Toronto, Canada. Other Z1 Cycletech supported pro riders include #37 John Brundl, #25 Shane LeGros, #117 Piero Zambotti and numerous amateur racers.

Copyright 2003, Roadracing World Publishing, Inc.

From a U.S. Army Captain we know in Iraq, who will remain anonymous:

Hello from Mosul.

Not a lot has happened since I last corresponded with everyone, they have me on the night shift this week. All the captains are taking turns rotating through the night shift each week. Starting to get really hot here, 104 by midday. We try to run just as the sun comes up, ’cause shortly after that it is too hot to do anything.

It’s kind of funny, but no one admits to being a former Iraqi soldier until money is involved. We are hiring ex-soldiers to do certain things around the area, but you can’t find any until you mention the word money. Then they come knocking your door down. It’s even more funny when they think that their rank means something. Like ex-Iraqi generals–they are about a dime a dozen, and they really like it when Americans tell ’em to ‘pound sand, chief, you’re in my world now, grandma, and we ain’t doing it like that.’ They get flustered for a second or two, then they realize we were kicking their butt up and down the desert floor a few short days ago.

Some more stories–seems that the Iraqis think some far-out things about U.S. soldiers. Rumor is you have to eat one of your own relatives if you are in an airborne unit. They see your jumpwings and get scared big time (especially if you’re in the 82nd).

They also believe we have X-ray goggles and our cameras can see their thoughts. The more patches and badges you have on you the more fearsome you must be in their eyes.

One of my old Sergeants from Crusader battery is from Lebanon and speaks Arabic fluently. He is our COL’s personal translator, and having been one of my NCOs for a year always comes downtown with me. He’s handy to have around – like when kids come and gather around your vehicles. I say the arabic word for “go away” but they won’t budge, then he starts rattling off stuff and they run away screaming. I ask him what he says, he just smiles and says “I love kids.”

He’s even better with food bargaining. He found the head guy who controls all meat that moves in and out of Mosul — I guess its sort of a mafiaso thing, but he got us two of the best sheep he’d ever seen. When he saw the sheep he started squealing for joy, and 15 minutes later he bagged enough meat to have two lamb kabobs per soldier here. Then we invited the Division band to come play at our meal.

So picture this: 110 guys sitting about 50m up on a bluff above the Tigris River having a lamb-kabob barbeque with the Division band playing a light jazz number in the background on what used to be the back porch of Chemical Ali’s house overlooking Mosul, with a couple of ammo caches still burning from where we destroyed them that day. Now I am not saying that we are living well, but for a few moments we were kings. That sort of thing doesn’t happen every day – I promise.

Mail and packages seem to be flowing at about a 2-3 week pace. So soldiers can’t complain and nor can I. Thanks for all the mail and packages. Trust me, everything gets used or eaten or read or whatever the case may be.

Copyright 2003, Roadracing World Publishing, Inc.

A benefit endurance event is planned to raise money towards finding a cure for kidney disease.

The Seattle 100 is scheduled to take place Friday, June 20 from 8:00 a.m. to 5:00 p.m. at Pacific Raceways in Auburn, Washington, in conjunction with an Adrenaline Freaks Track Day. According to organizers, it’s not a race, but an endurance event to raise money for the NephCure Foundation, a non-profit organization dedicated to finding the cause and cure of glomerular kidney disease.

This event will include 15 sponsored riders who will be seeking cash pledges based on the number of laps they complete. Each rider’s goal is to do 100 laps, 230 miles, by the lap deadline of 4:00 p.m. with all money raised going to the NephCure Foundation.

Seattle 100 T-shirts are for sale to help commemorate the event. The shirts cost $16 each, and will be sold before, during, and after the event, with all proceeds being donated. The T-shirts will be available on the Saturday and Sunday following the Seattle 100, during a WMRRA race weekend at Pacific Raceway.

For more information contact Brian Orton, phone (206) 676-5683, FAX (206) 441-6312, e-mail [email protected].

Copyright 2003, Roadracing World Publishing, Inc.

American Honda’s Miguel Duhamel went into last weekend’s AMA event at Road Atlanta with an 11-day-old broken collarbone and came away happy with his results despite skipping the Supersport race and riding in fear most of the weekend.

“This weekend wasn’t too bad on the bike,” said Duhamel via cell phone from his Montreal, Canada home. “I was really lucky that the position on the bike wasn’t giving me too much pain and grief. Some positions I was really struggling. To put my pants on or my socks on, I can’t even do that. So I feel pretty fortunate I was able to ride the bike.

“There was some pain, but it wasn’t too bad. It was a dull, long pain. It wasn’t a big, sharp pain. That big sharp pain only happened once every 10 laps. That’s not bad at all. It was my first time racing with a broken shoulder, but I guess you could say it (went) well. It (was) painful and all that; you have to be careful on how you make certain moves and all that.

“Saturday was actually a good race for us,” continued Duhamel. “I was running fifth behind all those guys in front of me. Kurtis (Roberts) had about a two-and-a-half-second gap on me, but our lap times were equal – low-1:25s. Then over the radio – I’ve got radio communications and, obviously, this is a good argument to have radio communications – I heard Mat (Mladin) had just tipped over because his rear tire exploded. That rear tire was the same rear tire I was running on my bike, and mine was vibrating. As soon as I heard that, you can put two and two together. You see my lap times went from low-1:25s to 1:27s to 1:30 to 1:32s. A tire blowing up, I can’t deal with that right now. Chunking, I’m OK.”

But track conditions were a big factor in Duhamel’s race plans on Sunday. Saying he was already more “roughed up” on Sunday than on Friday, Duhamel added, “And to be honest, the weather was totally not right for me to ride. The half-wet-half-dry condition, anything like that, I was kind of fearing that going into the weekend.

“If it was dry I think I would’ve given it (the Supersport race) a shot, just to ride around and be safe. But our racetracks here in America, they got tar on them, they got cracks with tar on them. They’re pretty messed up, and there’s always water seeping here and water seeping there. I didn’t want to be at the mercy of bad luck and hit one of those cracks.

“The 600 Championship…unfortunately, Jamie got hit or fell, and it tightened up the points a little bit. But I didn’t know that beforehand. It looked like it could be an in-between situation there, and I was pretty tired still from the operation. The anesthesia and all that stays in your body for a while.

“There was no pressure on (Honda’s) part for me to race,” said Duhamel. “They were just happy to see me out there trying to do something. After talking to Chuck (Miller, American Honda Racing Teams Manager), he really felt it was the best thing not to race. I was really happy because that was what I was thinking. I didn’t think I should be out there.

“But on the Superbike, I think it’s more controllable. There’s more of a tire selection, and it’s a little bit more of a controlled environment.

“It turned out the track was dry (for Sunday’s Superbike race). I don’t know if you could tell from my riding, it wasn’t just my shoulder. It was me being extremely cautious out there.

“I had an extreme fogging problem (in the second Superbike race). I couldn’t see where the hell I was going. And running slicks and those cracks we were talking about. So I took at least half of the race to make sure everything’s warmed up, everything’s good, I’ve established my lines, there’s nothing on those lines. Like I said, I wasn’t racing for the win. I was just there to get some points.

“I guess the weekend for me can be summed up with fear. Fear of the tire blowing up and fear of the water seeping up through the cracks on Sunday.”

Asked if he will continue to race the CBR600RR in Supersport, Duhamel said, “Yeah, I’m going to get back on that bike. The bike is good; I’ve said it from day one.

“Actually, it was working pretty good. We showed up there with my injury, and I was able to match my time I did when we were there in the dry for three days just testing. So of course the whole weekend I was bumming because I knew I wasn’t 100 percent and I was doing some really good lap times in 600 and in Superbike. So I was bumming I couldn’t throw the bike around a little bit harder and be a little bit stronger through some sections. I definitely felt I would be a player for a podium or even a win.

“I’m pretty excited about (racing the 600 again). I don’t know if it will be at Colorado, but for sure I’m going to finish out the season. Obviously, the Championship is out of reach, but I still want to post some CBR600RR wins on the board because I know we can get them.”

Copyright 2003, Roadracing World Publishing, Inc.

FIRST PERSON/OPINION:

Via e-mail:

I just read the post about Woody Deatherage and a thought came to mind.

Is the AMA and or Road Atlanta going to rethink the new section? Last year Anthony Gobert and Doug Chandler crashed and were injured and the outcry from the factories and the AMA resulted in the change to the track.

I was standing in the back when Steve Rapp had his crash and could not believe the end result, fortunately he was not hurt. Now we add Woody’s crash in the same place. I would like to think that they value Steve and Woody as much as they do Anthony and Doug, but maybe not.

Just look at how the 250 guys are being treated for next year, we have been told for a few years now that there would be a 2-year notice before a class was replaced (I know we aren’t replaced—-right).

So much for the AMA’s word and its value of its riders.

Woody, Get Well Soon, you deserve better.

Greg Esser
(Lowly 250cc Grand Prix Guy)
Pompano Beach, Florida

Copyright 2003, Roadracing World Publishing, Inc.

Roadracingworld.com received an update on Brian Livengood’s condition from Livengood’s close friend, photographer Vicki Sulpy, via phone Wednesday afternoon.

Sulpy told Roadracingworld.com, “I was just at the hospital and Brian is doing much better. He is still on a respirator but is almost breathing totally on his own, and should be off it (the respirator) in the next couple of days.

“He is still in ICU,” continued Sulpy. “And he will be there for another next couple of days.”

Livengood crashed in the back-straight kink at Road Atlanta Friday, during AMA Superbike qualifying, and was airlifted to Grady Memorial Hospital in Atlanta, Georgia.

According to AMA officials the crash was caused by a suspected rear tire failure

Further updates will be issued as they are available.

Cards can be sent to Livengood at 2834 Shane Dr., Snellville, GA 30078 or via e-mail, [email protected]

Copyright 2003, Roadracing World Publishing, Inc.

Team Valvoline EMGO Suzuki’s Matt Furtek underwent surgery on his right arm Tuesday mourning.

The surgery was to relocate a pinched nerve, which was causing Furtek to experience numbness in his fingers and hand while riding.

Furtek will miss the upcoming AMA race in Pikes Peak, Colorado and is scheduled to return for the following round at Road America in Elkhart Lake, Wisconsin.

For Pikes Peak, Team Valvoline EMGO Suzuki’s Steve Rapp will fill in for Furtek in 750cc Superstock, as well as competing in Formula Xtreme.

From a press release issued by Fortuna Yamaha:

FORTUNA YAMAHA TEAM PREVIEW

French Grand Prix
Le Mans
May 23/24/25 2003

FORTUNA YAMAHA TEAM HOPE FOR NEW START IN FRANCE

This weekend the Fortuna Yamaha Team heads to Le Mans in France for the second European round of the 2003 MotoGP World Championship. The French circuit has been the scene of great success for Yamaha in the past, and the Fortuna Yamaha Team is hoping to continue that success this weekend.

The Le Mans circuit is one of the most important and historic racing venues in the world, and Fortuna Yamaha riders Carlos Checa and Marco Melandri will be using every effort to make history themselves with their Yamaha YZR-M1 machines, especially since both riders have had difficult starts to their 2003 seasons.

The Fortuna Yamaha Team and the MotoGP paddock will then move on to the Italian Grand Prix in the scenic Tuscan circuit of Mugello on June 8.


FORTUNA YAMAHA TEAM HEAD TO LE MANS FRESH FROM TWO DAY TEST

The Fortuna Yamaha Team heads to Le Mans this week after its two day test in Mugello last week. During the test the team continued the good form that was evident in Jerez two weeks ago but sadly not able to be exploited in the race itself. The unlucky electrical problem that forced Carlos Checa out of the race, and the nagging back pain that forced convalescing rider Marco Melandri to slow his pace, are obstacles that the Fortuna Yamaha Team hopes to leave behind.

Fortuna Yamaha Team director Davide Brivio is intent on helping his riders to achieve the results he feels they and the team deserve this weekend in Le Mans, “Poor Carlos was unlucky in Jerez because we had an electrical problem that stopped him having a good race,” said Brivio. “It’s a shame that we couldn’t show our progress properly. Carlos was in a good position and doing good lap times when the problem occurred. We worked well with him during the weekend – he was in the top group of riders and had the full possibility to keep up with them in the race. We will keep using all our energy and effort to help him in Le Mans.”

Brivio is pleased that both riders had the opportunity to test in Mugello last week, “We made some improvements for Carlos as well during last week’s test. We are again evaluating the new chassis that he first tested in Suzuka and then in Mugello for the second time last week. We are seriously considering using that chassis in Le Mans – we will analyse the data and see what the results suggest.

“Marco was finally able to race for the first time this year in Jerez. On top of his leg injuries he had the added problem of his back pain but he should feel better each time he goes out on the bike. The first part of his race in Jerez was good and he was up with the top riders. We look forward to seeing how he gets on in Le Mans. I think that both of our riders have had an unlucky start to this season and I just hope that things change now and get better and better. We have every reason to remain positive and keep working hard.”

TECHNICALLY SPEAKING

Due to the stop and go nature of the Le Mans circuit, engineers will dial the YZR-M1 as they did in Jerez for the previous round, so that it sports a firm front-end to deal with the aggressive weight transfer that will take place entering the circuit’s many tight hairpins. At the same time, however, the forks need to possess the ability to soak up any bumps that may litter the entrance to each of these turns.

To achieve this the spring rates and compression damping will be set slightly firmer than for Jerez, even though the bumps into the turns are not as drastic, but the braking forces are. Meanwhile the fork rebound will be dialed in to offer a more controlled return to full length. This will be done in an effort to offer stability as the rider makes the somewhat aggressive, almost ‘light switch’ like transition from the brakes to the throttle.

Since 2002 Yamaha engineers have further refined the braking stability of the YZR-M1 with each evolution of the Deltabox chassis, in addition to the improved engine braking system. This effort should pay dividends at the French circuit. To ensure the best possible chance of success Fortuna Yamaha Team riders Carlos Checa and Marco Melandri focused their efforts during the two-day Mugello test in extensive Michelin tyre tests and fine-tuning the chassis balance of the four-stroke.

Checa also used the opportunity to sample the new Deltabox chassis, first tested in Suzuka following the opening round of the championship. The unit appeared to offer some benefits over the current frame used in Jerez – the Fortuna Yamaha Team are analysing the data and it seems likely that Checa will use the new package in Le Mans.

In addition to the heavy fork springs and compression damping the M1’s attitude will be set to ensure stability with the rear under brakes. This is achieved with a lower rear ride-height, lowering the centre of gravity, in turn helping to prevent the rear tyre from rising off the track’s surface while braking. In doing so drive must not be compromised too extensively; but with the rear ride-height reduced for stability the ability to hold the line while exiting a corner will be reduced. Therefore a softer rear spring rate will feature on the M1 for good predictable feedback, but it will be dialed in with a high degree of preload to prevent the rear-end from squatting under power as the weight transfers to the back of the bike.

CHECA HOPES HE CAN TURN DISAPPOINTMENT TO SUCCESS

Carlos Checa had a disappointing home Grand Prix in Jerez, Spain two weeks ago as he was forced to pull out of the race due to electrical problems with his Yamaha YZR-M1. The popular Spaniard had had a good weekend and was riding in sixth position in the tight race when the problem happened. Checa currently lies twelfth in the championship standings but feels that he is on the way to turning his fortune around.

“I feel positive about Le Mans as my form improved during the Jerez Grand Prix and at our test last week in Mugello”, said Checa. ” I had a good position at the beginning of the race in Jerez and it’s just a shame what happened. We had a glitch that we had never had before and I had no control – it was very frustrating for me and for the team. Yamaha have worked so hard and so it’s a shame that we did not find the level we had in Jerez during the winter testing. Anyway I believe we have both the capability, hard work and determination to continue that level now, I think we can do well in Le Mans.”

Checa went straight on after the Spanish Grand Prix to test with his team at the Italian circuit of Mugello last week. Checa displayed fine form during the test, beating the circuit lap record and testing new tyres for Michelin as well as the new generation M1 chassis, which he had briefly tested before in Suzuka. Unfortunately the Catalan-born rider had a few spills during the two days and although disappointed because of that, still felt that the test showed what he can be capable of at the French Grand Prix next weekend, “Le Mans is a good track for us and I think that we are ready to fight for the top positions”, said the optimistic Checa. “I don’t think that we will have any big problems there. I hope that they will have done something to change the gravelly chicane since last year – I think it would be good to have something other than gravel there.”

Checa has good reason to be concerned about the gravel since he fell in last year’s French Grand Prix on gravel that had been scattered onto the Chemin aux Boeufs chicane by another rider’s off-track excursion, and did not finish the race. This was a bitter disappointment after starting from second place on the grid and having ridden well all weekend.

MELANDRI’S HEALTH IMPROVING DAILY

It has been a hard month for Italian youngster Marco Melandri, and probably the toughest start to any season he has known in his relatively short career. The 20-year-old 250cc World Champion has been desperate to recover from multiple leg injuries since crashing out of the first morning practice session at the Japanese Grand Prix over six weeks ago.

Forced to sit out of both the Suzuka and Welkom Grands Prix, Melandri made his comeback at the Spanish Grand Prix in Jerez two weeks ago. Since his accident in Japan he received extensive physiotherapy near his home town in Italy, and was given the ‘all-clear’ to return to the action in Jerez. It is no wonder the Ravenna-born racer has the nickname ‘Macio’ as this was just one month since fracturing his ankle in two places and chipping his femur.

Despite back pain, which was no doubt caused by the Italian adapting his movement to cope with his leg injuries, Melandri rode consistently during the Jerez weekend. By race day he was determined to fight hard in the fray, and impressively battled his way up to ninth position before his aching back led him to run off the track and then slow down. Melandri finally finished the race in sixteenth position, and as yet does not have any points in the World Championship. He is however relieved to have completed his first race of the season, and is revved up for this weekend’s French Grand Prix.

“I like Le Mans, I finished second there last year, and third the year before,” noted Melandri. “Last year I was injured there on the Saturday and I had some problems during the race but I still managed to finish in second position. This will be my first time there on the M1, and I remember well that Yamaha are always very competitive there. It’s not so much of a technical track, it’s one corner then a straight, one corner then another straight, and on like that. Any racing circuit is never simple but I think that it won’t be too difficult to learn this circuit quickly on the M1.”

Melandri went directly from the previous Grand Prix in Jerez, Spain to a two day test at one of his home local circuits in Mugello, Italy. The Fortuna Yamaha Team spent the two days working hard on set-up and it was an ideal opportunity for Melandri to continue his recouperation and test his riding ability again. Melandri had visited his local doctor before testing for a general check-up and was advised that the best training he could do was to get back on his bike.

“I went for an ultrasound on my back with my local doctor before the Mugello test,” explained Melandri. “The problems I had in Jerez ironically involved a bone in my back, not in my leg where I was injured. My back had not
properly straightened since Suzuka, and after one month this took its toll on the muscles and ligaments. My back felt so much better at the Mugello test last week, just a bit stiff.”


CARLOS CHECA : INFORMATION
Age: 30
Lives: Great Ayton, England
Bike: Fortuna Yamaha Team YZR-M1
GP victories: 2 (500)
First GP victory: Catalunya, 1996 (500)
First GP: Europe, 1993 (125)
GP starts: 139 (19 x MotoGP, 92×500, 27×250, 1×125)
Pole positions: 2 (1 x MotoGP, 1 x 500)
First pole: Spain, 1998 (500)
Le Mans 2002 results. Grid: 2nd, Race: DNF

MARCO MELANDRI : INFORMATION
Age: 20
Lives: Derby, England
Bike: Fortuna Yamaha Team YZR-M1
GP victories: 17 (10 x 250, 7 x 125)
First GP victory: Assen, 1998 (125)
First GP: Brno, 1997 (125)
GP starts: 77 (1 x MotoGP, 42 x 250, 34 x 125)
Pole positions: 8
First pole: Sachsenring, 1998 (125)

Le Mans MotoGP lap record
Valentino Rossi 1’36.846 (2002)

Circuit best lap
Valentino Rossi 1’36.046 (2002)