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WERA Event At Barber Motorsports Park Re-scheduled

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Copyright 2003, Roadracing World Publishing, Inc.

By David Swarts

The WERA Sportsman regional race event originally scheduled for Easter weekend, April 19-20, at Barber Motorsports Park in Birmingham, Alabama has been re-scheduled for June 28-29.

According to WERA officials, all contingency awards for the original race have been carried over to the new event date, and the WERA National Vintage series classes, as originally schedule, will also be included in the new date.

The new track has been battling noise complaints from a few well-financed neighbors. On Wednesday, track personnel were seen conducting noise tests during the lunch hour, using sound meters and a noise generator to measure how much noise was actually reaching the property line in the direction of the complaining neighbors.

The Cornerspeed track day/open practice originally scheduled to precede the WERA event on Friday April 18 was also postponed until Friday, June 27.

See stories related to the race postponement posted April 14, 15 and 17.

For more information, call WERA at (770) 720-5010 or go to www.wera.com.

AMA Announces More Road Racing TV Coverage

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From a press release issued by AMA Pro Racing:

AMA Chevy Trucks U.S. Superbike Championship presented by Parts Unlimited featured in over 100 hours of coverage

PICKERINGTON, Ohio – Fans of the AMA Chevy Trucks U.S. Superbike Championship will enjoy an abundance of television coverage during the 2003 season. Over 100 hours of AMA road racing action will be shown on Speed Channel, including over 20 hours live. The AMA Chevy Trucks U.S. Superbike Championship will be the featured series with Pro Honda Oils U.S. Supersport presented by Shoei and Lockhart Phillips USA Formula Xtreme races also being shown. Viewers will also see highlights from the MBNA 250 Grand Prix and Genuine Suzuki Accessories Superstock Series.

“We’re pleased with Speed Channel’s continued emphasis on our AMA Superbike property,” said John Farris, AMA Pro Racing vice president of commercial development. “The championship has become a mainstay for the network and the popularity of the series on television has proven that motorcycle racing delivers a large and loyal audience. In addition to being a great way for fans to follow the championship, our television package provides a strong benefit to participating teams and sponsors.”

This year marks the eighth season for the AMA U.S. Superbike Championship on Speed Channel and, like event attendance, the television ratings continue to grow. “Our partnership with Speed Channel is a testament to the power of live TV and its ability to accelerate the growth of a sports property,” added Farris.

Ten of the 11 venues on this year’s Superbike calendar will feature live coverage. The Superbike race at Barber Motorsports Park will be shown on a same-day, tape-delayed basis. Six of the Supersport Championship events will also be covered live.

WERA Will Run AMA Grand Championships At Mid-Ohio

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Copyright 2003, Roadracing World Publishing, Inc.

WERA will help run the AMA Road Racing Grand Championships at Mid-Ohio on July 23-24, the Wednesday and Thursday prior to the AMA National.

The event will accept licenses from any recognized club but all participants will have to be AMA members.

The AMA Road Racing Horizon Award winner will be named during the event.

The event was previously run with Bob Stanley’s FASTTRAX, as a co-promotion with the AMA.

WERA is participating in the organization of the event under contract with the AMA.

The event will pay WERA points and may pay FASTTRAX points as well.

Details will be posted as available.

Roger Lee Hayden Out For Sears Point, May Be Back For Road Atlanta

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Copyright 2003, Roadracing World Publishing, Inc.

By David Swarts

Erion Honda’s Roger Lee Hayden will miss the next round of the AMA series, May 2-4 at Infineon Raceway in Sonoma, California, due to a broken scaphoid bone in his left hand. The youngest Hayden brother hopes to be back on his Supersport-class CBR600RR and Formula-Xtreme class CBR954RR for the AMA round at Road Atlanta May 16-18.

Hayden injured his left hand in a crash during practice for the AMA races at Daytona International Speedway and only found out it was broken following the Daytona event. Shortly before round two of the AMA National series April 4-6 at California Speedway, Dr. Arthur Ting performed an MRI on Hayden and discovered a crack in his left scaphoid bone, also known as the navicular.

Hayden, 19, wore a brace on his hand when he was not riding and a smaller brace while he was riding at California Speedway. Despite a great deal of pain, Hayden “sucked it up” and finished ninth in Supersport and sixth in Formula Xtreme at the physically-demanding, 21-turn Fontana, California infield road course.

In a regularly scheduled examination following the California Speedway event, Dr. Ting discovered that Hayden’s fracture had spread, calling for surgery to screw the bone back together. Hayden had surgery on April 8 and has spent the last two weeks rehabilitating his injury at his home in Owensboro, Kentucky.

“I’ve got more medical devices in my room than some hospitals,” Hayden said Monday. Hayden uses a bone stimulator 30 minutes each day and utilizes a cold water pressure wrap several times each day in order to expedite the healing of his scaphoid, a bone notoriously slow to heal due to a natural lack of blood circulation around the bone.

“All I can do is ride my road bike here in the house on a trainer,” said Hayden. “I can’t even play video games. It’s even put me behind in my MotoGP3 season on my PlayStation.”

After confirming that he will miss the Infineon Raceway round of the AMA series, Hayden said he hopes to be back in action at Atlanta. “I can’t miss Road Atlanta, but (Dr.) Ting said it’s going to bother me for a long time.”

Hopkins Issues Statement On Kato’s Death As MotoGP Riders Consider Boycott Of Suzuka Circuit

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From a press release issued by John Hopkins’ publicist, amid reports that MotoGP riders are on the verge of announcing a future boycott of Honda-owned Suzuka Circuit, the wall-lined site of the crash that took Daijiro Kato’s life:

WELKOM, South Africa – As I prepare for the South African race, I can tell you there is still a great deal of sadness over the passing of Daijiro Kato. We’d all hoped against hope that he would be able to pull through; unfortunately his injuries were too severe. We are professionals and recognize that danger is a part of our sport, yet that doesn’t make the sting of death any easier to take.

Kato was a well-liked rider in the GP paddock and he had amazing skills. Our condolences go out to his family. It was heartwarming to see the outpouring of support and best wishes for Kato from fans all around the world.

There’s no question that there is an underlying distress among the riders concerning the circumstances that led to the life-ending injuries Kato suffered. Out of respect to Kato I won’t use this time and place to go into detail, but suffice to say that all the riders in the paddock are hoping there is a renewed emphasis on safety in the future.

As we move forward we will try to always remember Kato-san.

Sincerely,
John

New Boss At Honda

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From a press release issued by American Honda:

Honda Motor Co., Ltd. Announces New President and CEO

Tokyo — Honda Motor Co., Ltd. announced that Takeo Fukui will become the company’s sixth president and chief executive officer effective in late June 2003. Fukui, 58, currently a senior managing and representative director, will succeed Hiroyuki Yoshino, 63, who will assume the post of director and advisor to Honda Motor Co. This management succession will occur following the final decision of the Honda Motor Board of Directors after the company’s annual shareholders meeting in late June 2003.

Fukui brings a vast 34 years of experience with Honda to his new role, including expertise in research and development, engineering, environmental technology, racing activities and the manufacturing of automobiles, motorcycles and power products.

Fukui joined Honda in 1969, after graduating from Waseda University with a B.S. in Applied Chemistry. He started his career at Honda as a member of the Honda project team that developed the Honda CVCC (Compound Vortex Controlled Combustion) engine, which made the Honda Civic the first car to meet the strict emissions standards set by the U.S. Clean Air Act. In 1978, Fukui was transferred to the area of motorcycle racing, where he devoted almost a decade to Honda’s racing success including in the World Grand Prix 500cc class – where Honda won the championship for the first time in 1983.

After 19 years with Honda R&D Co., including serving as managing director as well as president of Honda Racing Corp., Fukui was appointed to the Board of Directors of Honda Motor Co. in 1988.

As managing director and later as senior managing director of Honda R&D Co., Fukui assumed the entire responsibility for motorcycle development from 1987 to 1992. In 1992, he became general manager of the Hamamatsu Factory – a production facility with one of the most complex product mixes of any Honda factory in the world, including motorcycles, power products and auto transmissions. From 1994 to 1998, he served as executive vice president and later as president of Honda of America Mfg., Inc. in Ohio, where production volume significantly expanded under his tenure in order to meet increasing customer demand for Honda products in the North American market. In 1998, Fukui was named president of Honda R&D Co., his current post, and promoted to senior managing director of Honda Motor Co. in 1999 with the additional responsibility for Honda’s motorsports activities, including Formula One Grand Prix racing.

Yoshino has served as Honda’s fifth CEO since assuming the position in June 1998. He has been with Honda more than 40 years, including the past five years as president and CEO. Under Yoshino’s strong leadership, Honda has expanded its global business from 10 million customers in 1998 to more than 15 million customers in 2002 while creating two new autonomous regional operations in South America and China. The company also has continued to advance its technological leadership, including the introduction of two gas-electric hybrid vehicles, the “FCX” fuel cell vehicle and ASIMO, the world’s first bi-pedal humanoid robot. Significantly, over the past four years, Honda has innovated its global manufacturing operations to the flexible “New Manufacturing System” that enables Honda to quickly and flexibly respond to changes in the marketplace on a global basis.

Yoshino joined Honda in 1963 as an engineer. In 1969, he became the first Honda R&D engineer assigned to the U.S. with the responsibility to work with the U.S. auto industry on the new Clean Air Act. As president of Honda R&D Co. and later Honda Motor Co., he guided the company to a leadership position in meeting both the environmental and safety challenges.

“As Honda enters the new stage of ‘Global Networking’ among Honda associates worldwide, please join me both in wishing Mr. Yoshino the very best of good health and happiness in his new role, and in welcoming Mr. Fukui to his new position,” said Koichi Amemiya, American Honda president and CEO.

Just In Case Anyone Doubted That Honda Was Serious About World Supersport…

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From a press release issued by Honda Racing:

KIYONARI JOINS HONDA CBR600RR EFFORT

Honda’s CBR600RR line-up is increased to nine riders for Sunday’s third round of the World Supersport championship at Sugo in Japan with wild card rider Ryuichi Kiyonari joining the Dunlop-shod BKM Honda team for one event.

Kiyonari, 20, is the reigning Japanese Supersport championship and is excited at his chance of performing on the world scene, he said: “It’s a good opportunity for me and I’m hoping for a top 10 finish in Sunday¹s race even though I know how strong the competition is.”

Honda’s championship leader Chris Vermeulen arrives in Japan after a dominant victory in Australia four weeks ago and the young Ten Kate team rider remains in buoyant mood.

“Potentially this poses one of the more difficult races ­ with the wild card riders and the nature of the Sugo track,” admitted Vermeulen. “But I’ll get out there in practice and work hard on a race setting then take it from there.”

Vermeulen is joined in the Ten Kate team by Karl Muggeridge, sixth in the championship, while the Klaffi Honda team welcomes a new face, in the shape of Frenchman Sebastien Charpentier.

Team owner Klaus Klaffenbock explained: “Sebastien is replacing Gianluigi Scalvini for the rest of the 2003 season. World Supersport is a very tough class and Scalvini found it difficult to adjust from the 125cc GP class. We¹ve been helping Scalvini organise a new ride and he’ll contest the Italian Supersport championship for the Rumi Honda team.”

Charpentier rides alongside Robert Ulm in the Austrian team while the BKM Honda line-up includes Broc Parkes and Christophe Cogan, in addition to Kiyonari.

The Van Zon Honda pairing of Iain MacPherson and diminutive Belgian Werner Daemen complement Honda¹s challenge on victory in round three.

World Endurance Season Preview Highlights Diversity Of Bike Brands

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From a press release issued by Octagon Motorsports, organizers of the FIM World Endurance Series:

The Imola 200 Miles is going to open a sensational Endurance season

Bikes Go Head to Head

The opening round of the World Endurance Championship next weekend will see the world’s fastest sports bikes line up in head-to-head competition at the 200 Miglia di Imola.

The World Endurance SuperProduction class allows modification to a bike’s suspension and wheels, but crucially does not allow any engine tuning other than exhaust and engine-mapping changes. As this class is the most popular amongst the leading teams, the Imola 200 will give a unique opportunity to see the best bikes from Suzuki, Yamaha, Kawasaki, Ducati and Mondial racing each other in a world-class series.

Based on results from the 2002 championship, Suzuki’s GSX-R1000 will be the bike to beat. A new model has been released for this year, but supply shortages have meant that teams such as Zongshen and Suzuki GB Phase One will still be racing the proven 2002 version.

Yamaha’s R1 is expected to be the main challenger to Suzuki. Yamaha Endurance Moto 38 took fourth place in the championship with an R1 last year and GMT94 – third in the championship in 2002 – have switched to Yamaha from Suzuki for this season.

Kawasaki’s ZX9R will be raced by the Swiss Bolliger team, who have years of endurance experience in place to make up for any outright speed disadvantage; their polished performance in pitlane could be worth seconds a lap.

Ducati DRE will be running a new-for-2003 Ducati 999R. After finishing eighth overall last year and getting on the podium at the Brno race, the much-improved Ducati twin is expected to be competitive from the start of the season.

The Italian flag will also be carried by the Mondial Piega of Team X-One, that will run in the Open Class. Mating a proven Honda engine to a finely crafted Italian chassis should make the Mondial a real challenger.

The big unknown at the start of the Imola 200 will be Yamaha Austria’s Superbike specification R1. Although fitted with inlet restrictors, the rest of the engine is in a much higher state of tune than the other bikes in the field which could give the bike a serious advantage.

No single bike won more than one race last year, and with the level of competition raised again for 2003 all bets are off for the Imola 200.

AMA Pro Racing Announces 2004 Road Race Class Structure

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From a press release issued by AMA Pro Racing:

Reflecting the changing motorcycle marketplace, needs of the manufacturers, benefit to racers and, most importantly, the interests of fans, AMA Pro Racing has revised its class structure for the AMA U.S. Superbike Championship. The new class structure will be implemented beginning with the next racing season.

“The task of developing an all-new class structure is an extraordinarily complex process and it is impossible to satisfy everyone,” said Scott Hollingsworth, CEO of AMA Pro Racing. “Our primary objectives are to deliver the best possible show to our fans while focusing on the market development of professional motorcycle racing in the United States.”
The new classes include Superbike, Supersport, Formula Xtreme and Superstock and are outlined as follows:

Superbike:

  • 900cc-1000cc four-stroke, any number of cylinders

    Supersport:
  • 600cc four-stroke, twin and four cylinders

    Formula Xtreme:
  • 600cc four-stroke, four cylinders
  • 750cc four-stroke, twin cylinders
  • 250cc-330cc two-stroke. All highly modified

    Superstock:
  • 750cc-1000cc four-stroke, four cylinders
  • up to 1350cc air-cooled twin cylinders

    This class structure has been approved by the AMA Pro Racing Board of Directors for 2004 season implementation. Technical rules within this class structure are subject to a 30-day public comment period upon publication and all AMA Pro Racing credential holders are invited to submit comments for consideration. New technical rules are expected to be issued in early May.

    Merrill Vanderslice, AMA Pro Racing Director of Competition states the new classes represent a logical and equitable evolution of the current structure. “Each class was scrutinized to see that it makes sense to the racing community. We adjusted the Superbike class so it remains the premier class in our championship but also took a close look at each of the support classes. For example, we must objectively recognize the current state of two-stroke development but at the same time remain mindful of the needs of the small but loyal group that enthusiastically follows that particular class of racing.”

    Hollingsworth added, “Larger grids, expanded media opportunities and increased business opportunities will be the result of our new class structure. Additionally, we recognize that the structure set forth by AMA Pro Racing ends up being the world standard and we take that responsibility very seriously. AMA Pro Racing is the leading national sanctioning body for professional motorcycle sport in the world and our initiatives have impact around the globe. This new structure represents a good combination of classes that will set the stage for an entertaining, highly promotable show.”


    Frequently Asked Questions


    Why are you eliminating 750s from the Superbike class?

    The vision for the Superbike class is that it should represent the pinnacle of production-based competition motorcycles in terms of technical advancement. Currently, big-bore sport bikes (900cc-1000cc) reflect that ideal. Each participating manufacturer either produces (or will soon produce) a flagship model that fits into this class.

    Modern 1000cc Superbikes are very fast. Have these machines become too fast?

    While we’re allowing increased displacement for multis, we’re limiting the number of engine modifications in the interest of controlling speeds. Additionally, rider safety continues to be at the forefront of AMA Pro Racing’s objectives. To meet the challenge posed by ever-faster race bikes, we have taken many steps to enhance safety. This includes track changes at a number of locations, increased use of safety materials such as air modules, and the elimination of tracks that no longer meet our requirements for safety. We will continue to aggressively explore means to protect our riders.

    The Supersport class appears to be relatively unchanged. Why?

    The Supersport class continues to offer the closest racing with a large number of participants. It’s also a relatively inexpensive class and thus attracts a greater pool of riders and teams. Finally, middleweight sport bikes represent a tremendously large sales category for the manufacturers and fans enjoy seeing AMA Pro Racing riders competing on essentially the same machines anyone can buy. There was no reason to change this highly popular class.

    Formula Xtreme seems to have changed the most dramatically. Please explain the thinking that went into the changes in this class.

    With Superbike being based on 900cc-1000cc motorcycles there began to be too much similarity between it and Formula Xtreme. Additionally, the original vision of Formula Xtreme was to offer a class that encouraged the greatest amount of “creativity” among race bike builders and tuners. With broad equipment parameters and rules that allow for extensive modifications, this class will produce some very interesting machinery and provide a home for a large number of racers. The result will be highly entertaining racing and plenty of room for fan debate.

    Considering its grid is made up largely of one brand, is there still a need for the Superstock class?

    Absolutely. Until 2003, the Superbike class was primarily based on 750cc motorcycles and for the past two decades, 750s represented the best of sport bike design. With the emergence of lightweight, big-bore sport bikes that has changed, however there is still a devoted following of 750s. By keeping this class and expanding it to include multi-cylinder machines up to 1000cc (and continuing to include twins up to 1350cc) we will see increased participation among more riders and brands. This class allows minimal modifications and is the place for racers to establish themselves as they move toward the premier Superbike class.

    Why has the 250 Grand Prix class been eliminated?

    250 GP equipment has been incorporated into the new Formula Xtreme class which will allow aficionados of 250 racing to continue racing and, in fact, develop their bikes even further. We’ve created the opportunity for these bikes to continue competing at the national level.

    Who makes the decisions regarding class structure and technical rules?

    AMA Pro Racing personnel are the primary decision makers. For class structure, market conditions, product availability, racer input and the goal of positive growth and development of professional motorcycle racing represent some of the criteria that is considered. Road Racing Advisory Board recommendations are also taken into account. Class structure recommendations are subject to approval by the AMA Pro Racing Board of Directors. Technical rules are developed by AMA Pro Racing personnel, subject to a 30-day public comment period and approval by the AMA Pro Racing Board of Directors. This multi-level check and balance system helps to ensure a positive outcome of the process.

    How long will this new class structure be in effect?

    The horizon for this class structure is three to five years unless market conditions or technological development makes it obsolete in which case it may be adjusted or changed.

    About AMA Pro Racing

    AMA Pro Racing is the leading sanctioning body for motorcycle sport in the United States. Its properties include the AMA Supercross Championship, the AMA Chevy Trucks U.S. Motocross Championship, the AMA Chevy Trucks U.S. Superbike Championship, AMA Progressive Insurance U.S. Flat Track Championship and the AMA Red Bull Supermoto Championship. Nearly 2 million race fans attended AMA Pro Racing events during the 2002 season. For more information about AMA Pro Racing, visit www.amaproracing.com.

  • HM Plant Ducati Previews Sugo World Superbike Round

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    From a press release issued by HM Plant Ducati:

    Superbike World Championship

    Round three: Sugo, Japan

    Wednesday 23 April 2003

    Event preview

    Ready to shine in the land of the rising sun

    This weekend Japan plays host to the world’s finest production-based motorcycle road racing teams as the Superbike World Championship (WSB) moves onto the third stage of its 12-round cycle. The man in charge of this hotly contested series is currently factory Ducati ace Neil Hodgson. The former HM Plant Ducati rider dominated the first two rounds, however WSB has a habit of not following form – as demonstrated last year when Colin Edwards snatched the championship from an apparently unstoppable Troy Bayliss.

    Two men who are sure to be snapping at the heels of Hodgson are his hard riding adversary from the 2000 British Superbike Championship Chris Walker and ex-team-mate James Toseland. Sugo has a reputation for levelling the playing field. Part of this comes from the fact that it has traditionally been a “Dunlop track” thanks to the many hours of development the tyre manufacturer has devoted to Japanese Superbike riders at the circuit.

    The Dunlop-shod HM Plant Ducatis are expected to perform well at Sugo and with almost a month having passed since the previous round in Australia Walker and Toseland are raring to go.

    “In the past I just haven’t seemed to click at Sugo,” admits Walker. “So I’m hoping that the experience of the HM Plant Ducati team will help unravel some of the mysteries of the circuit and help me get my best result ever. As a rider, it’s really important to do well in front of the Japanese and I’m really looking forward to the race. It might be a little bit of a solemn occasion to start with because of the terrible news about Katoh but once we have all paid our respects I’m expecting to have another good battle with my team-mate and hopefully the factory boys as well.”

    Toseland will also be paying tribute to the Japanese rider who died last weekend from injuries sustained in a crash during the opening race of the MotoGP season at Suzuka. However like every rider, he has a job to do this weekend and will be striving to make up the points he lost when a loose fairing forced him to retire from race one at Phillip Island.

    “I like Sugo and had a couple of really good races there last year,” said the 22-year-old Yorkshireman. “I had some great scraps with the factory-equipped wild cards but with people like Tamada having moved on to MotoGP I should have a bit more room to breath and can concentrate on trying to win the race. Dunlop has done a lot of testing at Sugo and I’m looking forward to seeing what my HM Plant Ducati 998 F02 can do there. It seems ages since the last race and to be honest I just can’t wait to get going although I will be thinking of Katoh’s family and friends. We all know that there is a certain element of risk involved in motorcycle racing but that never makes it any easier when we lose someone as young and talented as Daijiro.”

    WERA Event At Barber Motorsports Park Re-scheduled



    Copyright 2003, Roadracing World Publishing, Inc.

    By David Swarts

    The WERA Sportsman regional race event originally scheduled for Easter weekend, April 19-20, at Barber Motorsports Park in Birmingham, Alabama has been re-scheduled for June 28-29.

    According to WERA officials, all contingency awards for the original race have been carried over to the new event date, and the WERA National Vintage series classes, as originally schedule, will also be included in the new date.

    The new track has been battling noise complaints from a few well-financed neighbors. On Wednesday, track personnel were seen conducting noise tests during the lunch hour, using sound meters and a noise generator to measure how much noise was actually reaching the property line in the direction of the complaining neighbors.

    The Cornerspeed track day/open practice originally scheduled to precede the WERA event on Friday April 18 was also postponed until Friday, June 27.

    See stories related to the race postponement posted April 14, 15 and 17.

    For more information, call WERA at (770) 720-5010 or go to www.wera.com.

    AMA Announces More Road Racing TV Coverage

    From a press release issued by AMA Pro Racing:

    AMA Chevy Trucks U.S. Superbike Championship presented by Parts Unlimited featured in over 100 hours of coverage

    PICKERINGTON, Ohio – Fans of the AMA Chevy Trucks U.S. Superbike Championship will enjoy an abundance of television coverage during the 2003 season. Over 100 hours of AMA road racing action will be shown on Speed Channel, including over 20 hours live. The AMA Chevy Trucks U.S. Superbike Championship will be the featured series with Pro Honda Oils U.S. Supersport presented by Shoei and Lockhart Phillips USA Formula Xtreme races also being shown. Viewers will also see highlights from the MBNA 250 Grand Prix and Genuine Suzuki Accessories Superstock Series.

    “We’re pleased with Speed Channel’s continued emphasis on our AMA Superbike property,” said John Farris, AMA Pro Racing vice president of commercial development. “The championship has become a mainstay for the network and the popularity of the series on television has proven that motorcycle racing delivers a large and loyal audience. In addition to being a great way for fans to follow the championship, our television package provides a strong benefit to participating teams and sponsors.”

    This year marks the eighth season for the AMA U.S. Superbike Championship on Speed Channel and, like event attendance, the television ratings continue to grow. “Our partnership with Speed Channel is a testament to the power of live TV and its ability to accelerate the growth of a sports property,” added Farris.

    Ten of the 11 venues on this year’s Superbike calendar will feature live coverage. The Superbike race at Barber Motorsports Park will be shown on a same-day, tape-delayed basis. Six of the Supersport Championship events will also be covered live.

    WERA Will Run AMA Grand Championships At Mid-Ohio

    Copyright 2003, Roadracing World Publishing, Inc.

    WERA will help run the AMA Road Racing Grand Championships at Mid-Ohio on July 23-24, the Wednesday and Thursday prior to the AMA National.

    The event will accept licenses from any recognized club but all participants will have to be AMA members.

    The AMA Road Racing Horizon Award winner will be named during the event.

    The event was previously run with Bob Stanley’s FASTTRAX, as a co-promotion with the AMA.

    WERA is participating in the organization of the event under contract with the AMA.

    The event will pay WERA points and may pay FASTTRAX points as well.

    Details will be posted as available.

    Roger Lee Hayden Out For Sears Point, May Be Back For Road Atlanta


    Copyright 2003, Roadracing World Publishing, Inc.

    By David Swarts

    Erion Honda’s Roger Lee Hayden will miss the next round of the AMA series, May 2-4 at Infineon Raceway in Sonoma, California, due to a broken scaphoid bone in his left hand. The youngest Hayden brother hopes to be back on his Supersport-class CBR600RR and Formula-Xtreme class CBR954RR for the AMA round at Road Atlanta May 16-18.

    Hayden injured his left hand in a crash during practice for the AMA races at Daytona International Speedway and only found out it was broken following the Daytona event. Shortly before round two of the AMA National series April 4-6 at California Speedway, Dr. Arthur Ting performed an MRI on Hayden and discovered a crack in his left scaphoid bone, also known as the navicular.

    Hayden, 19, wore a brace on his hand when he was not riding and a smaller brace while he was riding at California Speedway. Despite a great deal of pain, Hayden “sucked it up” and finished ninth in Supersport and sixth in Formula Xtreme at the physically-demanding, 21-turn Fontana, California infield road course.

    In a regularly scheduled examination following the California Speedway event, Dr. Ting discovered that Hayden’s fracture had spread, calling for surgery to screw the bone back together. Hayden had surgery on April 8 and has spent the last two weeks rehabilitating his injury at his home in Owensboro, Kentucky.

    “I’ve got more medical devices in my room than some hospitals,” Hayden said Monday. Hayden uses a bone stimulator 30 minutes each day and utilizes a cold water pressure wrap several times each day in order to expedite the healing of his scaphoid, a bone notoriously slow to heal due to a natural lack of blood circulation around the bone.

    “All I can do is ride my road bike here in the house on a trainer,” said Hayden. “I can’t even play video games. It’s even put me behind in my MotoGP3 season on my PlayStation.”

    After confirming that he will miss the Infineon Raceway round of the AMA series, Hayden said he hopes to be back in action at Atlanta. “I can’t miss Road Atlanta, but (Dr.) Ting said it’s going to bother me for a long time.”

    Hopkins Issues Statement On Kato’s Death As MotoGP Riders Consider Boycott Of Suzuka Circuit

    From a press release issued by John Hopkins’ publicist, amid reports that MotoGP riders are on the verge of announcing a future boycott of Honda-owned Suzuka Circuit, the wall-lined site of the crash that took Daijiro Kato’s life:

    WELKOM, South Africa – As I prepare for the South African race, I can tell you there is still a great deal of sadness over the passing of Daijiro Kato. We’d all hoped against hope that he would be able to pull through; unfortunately his injuries were too severe. We are professionals and recognize that danger is a part of our sport, yet that doesn’t make the sting of death any easier to take.

    Kato was a well-liked rider in the GP paddock and he had amazing skills. Our condolences go out to his family. It was heartwarming to see the outpouring of support and best wishes for Kato from fans all around the world.

    There’s no question that there is an underlying distress among the riders concerning the circumstances that led to the life-ending injuries Kato suffered. Out of respect to Kato I won’t use this time and place to go into detail, but suffice to say that all the riders in the paddock are hoping there is a renewed emphasis on safety in the future.

    As we move forward we will try to always remember Kato-san.

    Sincerely,
    John

    New Boss At Honda

    From a press release issued by American Honda:

    Honda Motor Co., Ltd. Announces New President and CEO

    Tokyo — Honda Motor Co., Ltd. announced that Takeo Fukui will become the company’s sixth president and chief executive officer effective in late June 2003. Fukui, 58, currently a senior managing and representative director, will succeed Hiroyuki Yoshino, 63, who will assume the post of director and advisor to Honda Motor Co. This management succession will occur following the final decision of the Honda Motor Board of Directors after the company’s annual shareholders meeting in late June 2003.

    Fukui brings a vast 34 years of experience with Honda to his new role, including expertise in research and development, engineering, environmental technology, racing activities and the manufacturing of automobiles, motorcycles and power products.

    Fukui joined Honda in 1969, after graduating from Waseda University with a B.S. in Applied Chemistry. He started his career at Honda as a member of the Honda project team that developed the Honda CVCC (Compound Vortex Controlled Combustion) engine, which made the Honda Civic the first car to meet the strict emissions standards set by the U.S. Clean Air Act. In 1978, Fukui was transferred to the area of motorcycle racing, where he devoted almost a decade to Honda’s racing success including in the World Grand Prix 500cc class – where Honda won the championship for the first time in 1983.

    After 19 years with Honda R&D Co., including serving as managing director as well as president of Honda Racing Corp., Fukui was appointed to the Board of Directors of Honda Motor Co. in 1988.

    As managing director and later as senior managing director of Honda R&D Co., Fukui assumed the entire responsibility for motorcycle development from 1987 to 1992. In 1992, he became general manager of the Hamamatsu Factory – a production facility with one of the most complex product mixes of any Honda factory in the world, including motorcycles, power products and auto transmissions. From 1994 to 1998, he served as executive vice president and later as president of Honda of America Mfg., Inc. in Ohio, where production volume significantly expanded under his tenure in order to meet increasing customer demand for Honda products in the North American market. In 1998, Fukui was named president of Honda R&D Co., his current post, and promoted to senior managing director of Honda Motor Co. in 1999 with the additional responsibility for Honda’s motorsports activities, including Formula One Grand Prix racing.

    Yoshino has served as Honda’s fifth CEO since assuming the position in June 1998. He has been with Honda more than 40 years, including the past five years as president and CEO. Under Yoshino’s strong leadership, Honda has expanded its global business from 10 million customers in 1998 to more than 15 million customers in 2002 while creating two new autonomous regional operations in South America and China. The company also has continued to advance its technological leadership, including the introduction of two gas-electric hybrid vehicles, the “FCX” fuel cell vehicle and ASIMO, the world’s first bi-pedal humanoid robot. Significantly, over the past four years, Honda has innovated its global manufacturing operations to the flexible “New Manufacturing System” that enables Honda to quickly and flexibly respond to changes in the marketplace on a global basis.

    Yoshino joined Honda in 1963 as an engineer. In 1969, he became the first Honda R&D engineer assigned to the U.S. with the responsibility to work with the U.S. auto industry on the new Clean Air Act. As president of Honda R&D Co. and later Honda Motor Co., he guided the company to a leadership position in meeting both the environmental and safety challenges.

    “As Honda enters the new stage of ‘Global Networking’ among Honda associates worldwide, please join me both in wishing Mr. Yoshino the very best of good health and happiness in his new role, and in welcoming Mr. Fukui to his new position,” said Koichi Amemiya, American Honda president and CEO.

    Just In Case Anyone Doubted That Honda Was Serious About World Supersport…

    From a press release issued by Honda Racing:

    KIYONARI JOINS HONDA CBR600RR EFFORT

    Honda’s CBR600RR line-up is increased to nine riders for Sunday’s third round of the World Supersport championship at Sugo in Japan with wild card rider Ryuichi Kiyonari joining the Dunlop-shod BKM Honda team for one event.

    Kiyonari, 20, is the reigning Japanese Supersport championship and is excited at his chance of performing on the world scene, he said: “It’s a good opportunity for me and I’m hoping for a top 10 finish in Sunday¹s race even though I know how strong the competition is.”

    Honda’s championship leader Chris Vermeulen arrives in Japan after a dominant victory in Australia four weeks ago and the young Ten Kate team rider remains in buoyant mood.

    “Potentially this poses one of the more difficult races ­ with the wild card riders and the nature of the Sugo track,” admitted Vermeulen. “But I’ll get out there in practice and work hard on a race setting then take it from there.”

    Vermeulen is joined in the Ten Kate team by Karl Muggeridge, sixth in the championship, while the Klaffi Honda team welcomes a new face, in the shape of Frenchman Sebastien Charpentier.

    Team owner Klaus Klaffenbock explained: “Sebastien is replacing Gianluigi Scalvini for the rest of the 2003 season. World Supersport is a very tough class and Scalvini found it difficult to adjust from the 125cc GP class. We¹ve been helping Scalvini organise a new ride and he’ll contest the Italian Supersport championship for the Rumi Honda team.”

    Charpentier rides alongside Robert Ulm in the Austrian team while the BKM Honda line-up includes Broc Parkes and Christophe Cogan, in addition to Kiyonari.

    The Van Zon Honda pairing of Iain MacPherson and diminutive Belgian Werner Daemen complement Honda¹s challenge on victory in round three.

    World Endurance Season Preview Highlights Diversity Of Bike Brands

    From a press release issued by Octagon Motorsports, organizers of the FIM World Endurance Series:

    The Imola 200 Miles is going to open a sensational Endurance season

    Bikes Go Head to Head

    The opening round of the World Endurance Championship next weekend will see the world’s fastest sports bikes line up in head-to-head competition at the 200 Miglia di Imola.

    The World Endurance SuperProduction class allows modification to a bike’s suspension and wheels, but crucially does not allow any engine tuning other than exhaust and engine-mapping changes. As this class is the most popular amongst the leading teams, the Imola 200 will give a unique opportunity to see the best bikes from Suzuki, Yamaha, Kawasaki, Ducati and Mondial racing each other in a world-class series.

    Based on results from the 2002 championship, Suzuki’s GSX-R1000 will be the bike to beat. A new model has been released for this year, but supply shortages have meant that teams such as Zongshen and Suzuki GB Phase One will still be racing the proven 2002 version.

    Yamaha’s R1 is expected to be the main challenger to Suzuki. Yamaha Endurance Moto 38 took fourth place in the championship with an R1 last year and GMT94 – third in the championship in 2002 – have switched to Yamaha from Suzuki for this season.

    Kawasaki’s ZX9R will be raced by the Swiss Bolliger team, who have years of endurance experience in place to make up for any outright speed disadvantage; their polished performance in pitlane could be worth seconds a lap.

    Ducati DRE will be running a new-for-2003 Ducati 999R. After finishing eighth overall last year and getting on the podium at the Brno race, the much-improved Ducati twin is expected to be competitive from the start of the season.

    The Italian flag will also be carried by the Mondial Piega of Team X-One, that will run in the Open Class. Mating a proven Honda engine to a finely crafted Italian chassis should make the Mondial a real challenger.

    The big unknown at the start of the Imola 200 will be Yamaha Austria’s Superbike specification R1. Although fitted with inlet restrictors, the rest of the engine is in a much higher state of tune than the other bikes in the field which could give the bike a serious advantage.

    No single bike won more than one race last year, and with the level of competition raised again for 2003 all bets are off for the Imola 200.

    AMA Pro Racing Announces 2004 Road Race Class Structure

    From a press release issued by AMA Pro Racing:

    Reflecting the changing motorcycle marketplace, needs of the manufacturers, benefit to racers and, most importantly, the interests of fans, AMA Pro Racing has revised its class structure for the AMA U.S. Superbike Championship. The new class structure will be implemented beginning with the next racing season.

    “The task of developing an all-new class structure is an extraordinarily complex process and it is impossible to satisfy everyone,” said Scott Hollingsworth, CEO of AMA Pro Racing. “Our primary objectives are to deliver the best possible show to our fans while focusing on the market development of professional motorcycle racing in the United States.”
    The new classes include Superbike, Supersport, Formula Xtreme and Superstock and are outlined as follows:

    Superbike:

  • 900cc-1000cc four-stroke, any number of cylinders

    Supersport:
  • 600cc four-stroke, twin and four cylinders

    Formula Xtreme:
  • 600cc four-stroke, four cylinders
  • 750cc four-stroke, twin cylinders
  • 250cc-330cc two-stroke. All highly modified

    Superstock:
  • 750cc-1000cc four-stroke, four cylinders
  • up to 1350cc air-cooled twin cylinders

    This class structure has been approved by the AMA Pro Racing Board of Directors for 2004 season implementation. Technical rules within this class structure are subject to a 30-day public comment period upon publication and all AMA Pro Racing credential holders are invited to submit comments for consideration. New technical rules are expected to be issued in early May.

    Merrill Vanderslice, AMA Pro Racing Director of Competition states the new classes represent a logical and equitable evolution of the current structure. “Each class was scrutinized to see that it makes sense to the racing community. We adjusted the Superbike class so it remains the premier class in our championship but also took a close look at each of the support classes. For example, we must objectively recognize the current state of two-stroke development but at the same time remain mindful of the needs of the small but loyal group that enthusiastically follows that particular class of racing.”

    Hollingsworth added, “Larger grids, expanded media opportunities and increased business opportunities will be the result of our new class structure. Additionally, we recognize that the structure set forth by AMA Pro Racing ends up being the world standard and we take that responsibility very seriously. AMA Pro Racing is the leading national sanctioning body for professional motorcycle sport in the world and our initiatives have impact around the globe. This new structure represents a good combination of classes that will set the stage for an entertaining, highly promotable show.”


    Frequently Asked Questions


    Why are you eliminating 750s from the Superbike class?

    The vision for the Superbike class is that it should represent the pinnacle of production-based competition motorcycles in terms of technical advancement. Currently, big-bore sport bikes (900cc-1000cc) reflect that ideal. Each participating manufacturer either produces (or will soon produce) a flagship model that fits into this class.

    Modern 1000cc Superbikes are very fast. Have these machines become too fast?

    While we’re allowing increased displacement for multis, we’re limiting the number of engine modifications in the interest of controlling speeds. Additionally, rider safety continues to be at the forefront of AMA Pro Racing’s objectives. To meet the challenge posed by ever-faster race bikes, we have taken many steps to enhance safety. This includes track changes at a number of locations, increased use of safety materials such as air modules, and the elimination of tracks that no longer meet our requirements for safety. We will continue to aggressively explore means to protect our riders.

    The Supersport class appears to be relatively unchanged. Why?

    The Supersport class continues to offer the closest racing with a large number of participants. It’s also a relatively inexpensive class and thus attracts a greater pool of riders and teams. Finally, middleweight sport bikes represent a tremendously large sales category for the manufacturers and fans enjoy seeing AMA Pro Racing riders competing on essentially the same machines anyone can buy. There was no reason to change this highly popular class.

    Formula Xtreme seems to have changed the most dramatically. Please explain the thinking that went into the changes in this class.

    With Superbike being based on 900cc-1000cc motorcycles there began to be too much similarity between it and Formula Xtreme. Additionally, the original vision of Formula Xtreme was to offer a class that encouraged the greatest amount of “creativity” among race bike builders and tuners. With broad equipment parameters and rules that allow for extensive modifications, this class will produce some very interesting machinery and provide a home for a large number of racers. The result will be highly entertaining racing and plenty of room for fan debate.

    Considering its grid is made up largely of one brand, is there still a need for the Superstock class?

    Absolutely. Until 2003, the Superbike class was primarily based on 750cc motorcycles and for the past two decades, 750s represented the best of sport bike design. With the emergence of lightweight, big-bore sport bikes that has changed, however there is still a devoted following of 750s. By keeping this class and expanding it to include multi-cylinder machines up to 1000cc (and continuing to include twins up to 1350cc) we will see increased participation among more riders and brands. This class allows minimal modifications and is the place for racers to establish themselves as they move toward the premier Superbike class.

    Why has the 250 Grand Prix class been eliminated?

    250 GP equipment has been incorporated into the new Formula Xtreme class which will allow aficionados of 250 racing to continue racing and, in fact, develop their bikes even further. We’ve created the opportunity for these bikes to continue competing at the national level.

    Who makes the decisions regarding class structure and technical rules?

    AMA Pro Racing personnel are the primary decision makers. For class structure, market conditions, product availability, racer input and the goal of positive growth and development of professional motorcycle racing represent some of the criteria that is considered. Road Racing Advisory Board recommendations are also taken into account. Class structure recommendations are subject to approval by the AMA Pro Racing Board of Directors. Technical rules are developed by AMA Pro Racing personnel, subject to a 30-day public comment period and approval by the AMA Pro Racing Board of Directors. This multi-level check and balance system helps to ensure a positive outcome of the process.

    How long will this new class structure be in effect?

    The horizon for this class structure is three to five years unless market conditions or technological development makes it obsolete in which case it may be adjusted or changed.

    About AMA Pro Racing

    AMA Pro Racing is the leading sanctioning body for motorcycle sport in the United States. Its properties include the AMA Supercross Championship, the AMA Chevy Trucks U.S. Motocross Championship, the AMA Chevy Trucks U.S. Superbike Championship, AMA Progressive Insurance U.S. Flat Track Championship and the AMA Red Bull Supermoto Championship. Nearly 2 million race fans attended AMA Pro Racing events during the 2002 season. For more information about AMA Pro Racing, visit www.amaproracing.com.

  • HM Plant Ducati Previews Sugo World Superbike Round

    From a press release issued by HM Plant Ducati:

    Superbike World Championship

    Round three: Sugo, Japan

    Wednesday 23 April 2003

    Event preview

    Ready to shine in the land of the rising sun

    This weekend Japan plays host to the world’s finest production-based motorcycle road racing teams as the Superbike World Championship (WSB) moves onto the third stage of its 12-round cycle. The man in charge of this hotly contested series is currently factory Ducati ace Neil Hodgson. The former HM Plant Ducati rider dominated the first two rounds, however WSB has a habit of not following form – as demonstrated last year when Colin Edwards snatched the championship from an apparently unstoppable Troy Bayliss.

    Two men who are sure to be snapping at the heels of Hodgson are his hard riding adversary from the 2000 British Superbike Championship Chris Walker and ex-team-mate James Toseland. Sugo has a reputation for levelling the playing field. Part of this comes from the fact that it has traditionally been a “Dunlop track” thanks to the many hours of development the tyre manufacturer has devoted to Japanese Superbike riders at the circuit.

    The Dunlop-shod HM Plant Ducatis are expected to perform well at Sugo and with almost a month having passed since the previous round in Australia Walker and Toseland are raring to go.

    “In the past I just haven’t seemed to click at Sugo,” admits Walker. “So I’m hoping that the experience of the HM Plant Ducati team will help unravel some of the mysteries of the circuit and help me get my best result ever. As a rider, it’s really important to do well in front of the Japanese and I’m really looking forward to the race. It might be a little bit of a solemn occasion to start with because of the terrible news about Katoh but once we have all paid our respects I’m expecting to have another good battle with my team-mate and hopefully the factory boys as well.”

    Toseland will also be paying tribute to the Japanese rider who died last weekend from injuries sustained in a crash during the opening race of the MotoGP season at Suzuka. However like every rider, he has a job to do this weekend and will be striving to make up the points he lost when a loose fairing forced him to retire from race one at Phillip Island.

    “I like Sugo and had a couple of really good races there last year,” said the 22-year-old Yorkshireman. “I had some great scraps with the factory-equipped wild cards but with people like Tamada having moved on to MotoGP I should have a bit more room to breath and can concentrate on trying to win the race. Dunlop has done a lot of testing at Sugo and I’m looking forward to seeing what my HM Plant Ducati 998 F02 can do there. It seems ages since the last race and to be honest I just can’t wait to get going although I will be thinking of Katoh’s family and friends. We all know that there is a certain element of risk involved in motorcycle racing but that never makes it any easier when we lose someone as young and talented as Daijiro.”

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