Copyright 2003, Roadracing World Publishing, Inc.

Ducati North America is scrambling after a cross-country move of its headquarters and the subsequent departure of CEO Joe Piazza, a little more than one year after he took control of the company.

The company has just finished moving its headquarters from Pompton Plains, New Jersey to Cupertino, California, near San Francisco; only one New Jersey-based employee made the move to California, leaving the bulk of positions to be filled by new hires.

Piazza had no OEM experience when he was hired to run Ducati North America; before taking the job he was Senior Vice President of Sales and Marketing for Global Motorsports Group/Custom Chrome, an aftermarket company. His first day as CEO of Ducati North America was February 5, 2002.

Piazza’s departure comes on the heels of news that Ducati’s revenues dropped in the latest fiscal year; a Ducati press release referred to the Italian company as being “burdened by the restructuring of our U.S. subsidiary.”

Nicola Greco, who was Ducati Vice President of Global Sales and Marketing when he hired Piazza in the first place, is expected to take over the reigns of Ducati North America. When he introduced Piazza to the press in February 2002, Greco said “I was not happy with the performance of the overall U.S. operation. Since it is our most important market (and) I know the U.S. quite well, I just put by my side my global sales and marketing role and took over the States for a couple of months to select a new manager and to restructure the company. These things happen. They’re normal corporate things.

“Basically, companies go through periods where they need to re-assess what they are doing. We looked at what we were doing in the States, and we came to the conclusion that the time for change had come…After many years of growth, we came to a stop last year, and there were many reasons for that.”

Fast-forward to 2003, and the company is making more changes.

An official announcement of the latest changes is expected by Monday.

From a press release:

The Barden Corporation, a world leader in the manufacture of high performance ceramic bearings, will be supporting Eric Wood’s 2003 AMA race effort as Team Barden Bearings. The team is slated to make select appearances in AMA Superbike and Superstock action riding Suzuki GSX-R750s. Woodcraft, owned by racer Eric Wood, will be the primary source for Barden Bearings to the sportbike market.

Barden 2003 Contingency: Barden Bearings will be paying contingency money in both the AMA and Formula USA series in 2003. Riders wishing to participate in the program will be required to purchase either a complete ceramic engine-bearing or wheel-bearing kit, run Barden decals and complete a one-time product registration/contingency form. The payouts for 2003 are as follows:

AMA: Superbike & Formula Xtreme (Paid to first non-factory riders)

Formula USA: Sportbike & Thunderbike

1st – $300
2nd – $200
3rd – $100
4th – $75
5th – $50

For further information please contact Woodcraft at (508)339-5772

From a press release issued by California Superbike School:

Expanding California Superbike School
To Conduct Classes in 12 Countries in 2003

Los Angeles / — The California Superbike School (www.superbikeschool.com) announced it will conduct classes for motorcyclists in 12 countries during the 2003 calendar year. Founded in 1980 by motorcycle racing legend Keith Code, the Los Angeles based school established permanent branches in England and Australia in the 1990s. This year, in addition to its operations in the US, England, and Australia, Code’s school will hold classes for riders in Ireland, France, Spain, Germany, Greece, Norway, Sweden, Malaysia, and the Philippines.

“Once foreign students come to one of our schools they immediately want to share their new skills with friends at home – and this rider-to-rider, word-of-mouth dissemination is what’s fueling our global expansion,” says Code.

Code’s school, which provides state-of-the-art on-track instruction focused on cornering for motorcyclists with previous riding experience, annually conducts approximately 60 school sessions in more than a dozen locations throughout the US.

“Our biggest problem is keeping up with the demand,” says Code. “It usually takes one to two years to train a riding instructor in our procedures, and we only accept one out of every twenty-five who try out.

More than 100,000 riders, including more than 15 US Superbike champions, have benefited from Code’s cornering technology.

“With all the interest in schools, I have to admit it is fun being number one in the world,” says Code.

Those wanting more information (or wishing to contact Code) can call the Los Angeles office at 323-224-2734, or fax 323-227-7877.

For school dates and locations visit www.superbikeschool.com.

Copyright 2003, Roadracing World Publishing, Inc.

By David Swarts with files from Bob Dragich

Kawasaki’s Eric Bostrom continued to show his mastery of Laguna Seca and the development progress made on his over-bored ZX-7RR Superbike by turning a 1:25.6 during testing Thursday at the Monterey, California circuit.

Bostrom’s time is better than both his 2002 AMA Superbike pole time of 1:25.716 and his 2002 World Superbike qualifying time of 1:25.875, approximately one-tenth of a second off Anthony Gobert’s AMA Superbike lap record, and Bostrom told Roadracingworld.com’s Bob Dragich, “I could’ve done that time on any tire they (Dunlop) had in the truck.”

Bostrom’s Kawasaki crew, led by Crew Chief Dan Fahie, has completely abandoned its 750cc machine in favor of two different over-bore engine configurations, one fitted into each of Bostrom’s Superbikes. The 26-year-old Californian said he didn’t know the exact differences between the two engines but knew that one was definitely faster, smoother and overall better than the other one.

Bostrom’s teammates Tommy Hayden and Tony Meiring continued to work on their ZX-6RR Supersport racers with some progress, according to Hayden. While Meiring worked mainly on his set-up and technique, Hayden developed two better fork settings that he wants to “marry” into one best configuration.

Both Hayden (1:29.29) and Meiring (1:30.3) recorded their best 2003 off-season lap times at Laguna Seca Thursday and all but matched the times set by Yamaha’s Aaron Gobert (1:29.14), Jamie Hacking (1:29.2) and Damon Buckmaster (1:29.8) from Tuesday and Jason DiSalvo’s 1:29.6 from Thursday.

However, the Yamaha trio only rode their YZF-R6 Supersport bikes for a few laps Tuesday with Buckmaster, for instance, only doing 19 circuits before all three switched to the development of their Graves Motorsports YZF-R1 Formula Xtreme weapons with great success.

All three Yamaha riders recorded lap times under the existing AMA Formula Xtreme lap record for Laguna Seca (held by Buckmaster at 1:27.855) Thursday with Buckmaster fastest (1:27.1) followed by Hacking (1:27.3) and Gobert (1:27.55).

Also in attendance Thursday were Annandale Honda’s Ty Howard and Craig Connell. Leaving the set-up of their CBR600RR Supersport bike to be completed during the CCS weekend at Daytona International Speedway, the Annandale Honda riders visited pit lane frequently to work on the chassis of their new CBR954RR racebikes.

Howard told Roadracingworld.com that his bike had “a wobble,” and Connell said his 954 had “a skip and a jump,” but Annandale Honda’s Jerry Daggett said that the team had found the right direction to go and was focusing on the steering head of the chassis.

In a limited number of laps, Howard turned a best time of 1:29.99, while Connell lapped at a best of 1:31.80.

Meanwhile, Universal Studios/American Honda’s crew returned from an annual bike-building expedition to HRC in Japan to do a shake-down test of their newly-constructed 2003 Hondas Thursday at Willow Springs International Raceway in Rosamond, California, before heading to Daytona. According to sources on the scene, most of the Honda team left about halfway through the day, about the same time that gusting winds died down – which is the opposite of the normal weather pattern at Willow Springs.

Thursday’s Best Unofficial Lap Times From Laguna Seca:

1. Eric Bostrom, Kawasaki ZX-7RR, 1:25.6
2. Damon Buckmaster, Yamaha YZF-R1, 1:27.1
3. Jamie Hacking, Yamaha YZF-R1, 1:27.3
4. Aaron Gobert, Yamaha YZF-R1, 1:27.55
5. Tommy Hayden, Kawasaki ZX-6RR, 1:29.29
6. Jason DiSalvo, Yamaha YZF-R6, 1:29.6
7. Ty Howard, Honda CBR954RR, 1:29.99
8. Tony Meiring, Kawasaki ZX-6RR, 1:30.3
9. Craig Connell, Honda CBR954RR, 1:31.80

From a press release issued by Clear Channel:

2003 Championship Cup Series Announces Road Race Contingency Listings Over 5 Million Dollars

AURORA, IL.–Clear Channel Entertainment’s motor sports division proudly announced today the preliminary 2003 CCS Road Race Contingency Program after topping 5 Million Dollars. After only 2/3 of the 2002 Contingency Sponsors having renewed for the 2003 season, the CCS contingency postings have been drastically increased from previous years…And this even before confirming the motorcycle manufacturer listings such as Suzuki, Kawasaki, Honda, Yamaha, and Aprilia.

The Championship Cup Series offers 45 various classes of motorcycle road racing competition at each event, catering to all sportsman racers, from the beginner to the professional veterans. The majority of CCS events also offer road race schools, where beginners can start their transition to expert racer. This “Zero to Hero” program, as is has been named, has been sponsored by Lockhart Phillips USA since its inception and who’s contract continues through the 2004 season.

Kevin Elliott, Competition Director of Sport Bike properties for Clear Channel stated: “We are very proud that the Championship Cup Series’ 20th season has started off with such success. CCS is proud to have such a strong relationship with the industry manufacturers and distributors, and that they can profit from their relationship with our road race properties.” With race entries increasing 60% in purse paying classes in 2002, CCS is confident that the 2003 season will again see a double digit increase in entry numbers and licensing.

The first event in 2003 at Streets of Willow in Rosamond California (located near Edwards A.F.B.) was the CCS opener for the Pacific Region and kicked off the 20th season of the Championship Cup Series featuring more than 70 regional events nationwide. The bar was set high as pre-entry and post entry numbers were drastically increased from 2002 events at the same venue.

“In the next 12 months, the CCS program is expecting to experience explosive growth in licensed riders and ‘Zero to Hero’ program participants. We will expose more riders to thrill of the on-track experience than ever before, in cooperation with facility partners and new rider programs that will soon be announced,” added Elliott. These, along with increased contingency programs, help to create a win-win situation for everyone involved. CCS expects a continued increase in contingency program listings as the motorcycle manufacturers announce their programs generating unprecedented benefits, which are designed to help the racing teams and privateers pay for their racing programs, and continue to participate in the sport.

For the latest information on events, weekend schedules, news or information, visit FormulaUSA.com or CCSracing.com.

From a press release issued by F-USA:

KTM Announces Dirt Track Race Team

KTM Sportmotorcycle USA, Inc. will field a two-rider National Championship Dirt Track race team for the 2003 and 2004 seasons. The KTM National Dirt Track Race Team will consist of 2000 AMA Grand National Champion Joe Kopp and Kenny Coolbeth the 2002 AMA Grand National Championship third place finisher.

Both Kopp and Coolbeth will campaign KTM Racing Four Stroke 450 SX motorcycles in the K&N Filters Pro Series sanctioned by Formula USA and produced by Clear Channel Motor Sports.

Both Kopp and Coolbeth will also be involved in the testing and development of the new KTM LC8 V-Twin cylinder engine during the 2003-2004 racing seasons.

Joe Kopp’s motorcycles will be maintained and tuned by Travis Smith and Kenny Coolbeth’s by Andy Fenwick. Both race mechanics will be based out of Darrell Jones’, Jones Power Sports KTM in Columbia, Missouri. Jones, a long time Dirt Track and Road Race sponsor of both Joe and Kenny, will act as crew manager.

KTM’s engine development in the U.S. will be handled in-house by KTM USA’s Sean McLaughlin and the KTM National Dirt Track Race Team Manager will be Mike Rosso.

KTM has been participating in the sport of American Dirt Track racing for over three decades now and will continue to use this arena in the development of future KTM Racing Four Stroke models.

Dirt Track racing is the cornerstone of American motorcycle racing and can trace its roots back to 1901. The extremely close competition of Dirt Track and the need for superior power characteristics are great development tools for KTM Racing Four Stroke products.

Joe and Kenny with their world caliber riding abilities, development skills and great personalities are the perfect team for KTM and for the showcasing of KTM’s “Ready to Race” four-stroke line of motorcycles.

In addition to KTM Sportmotorcycles USA, Jones Power Sports KTM, WP Suspension and Wiseco Pistons will sponsor the KTM Dirt Track Team.

From a press release issued by AHRMA:

AHRMA hosts ‘Team Hailwood Reunion’ at Daytona
Celebrating the 25th Anniversary of “Mike the Bike’s” 1978 Fairytale Isle of Man TT Comeback

Pauline and David Hailwood, the widow and son of racing legend Mike Hailwood, will join with Mike’s former works mechanic, Nobby Clark, in a “Team Hailwood Reunion” as part of the American Historic Racing Motorcycle Association’s Florida Bike Week activities.

On Friday, February 28, David will take parade laps on Pat Mooney’s Norton Manx during the first round of the AHRMA/Pro-Flo Historic Cup Series at Jennings GP (formerly North Florida Motorsports Park) in Jennings. Mooney is the three-time recipient of the Hailwood Cup, awarded annually to the winner of the 500 Premier roadrace class. Pauline and Nobby also will take part in the parade along with about a dozen motorcycles similar to what Mike raced during his career. An autograph session will follow.

The trio will then participate in the Great Men autograph session at 1 p.m. on Sunday, March 2, during AHRMA pre-Daytona sign-in and tech inspection at the American Motorcycle Institute in Daytona Beach. That evening, Pauline and David will present the Hailwood Cup at the AHRMA roadrace awards banquet in DeLand.

Another parade featuring the Hailwoods, Nobby Clark and an assortment of Hailwood-related race machines will take place Monday, March 3, during the lunch break of AHRMA Classics Days roadracing at Daytona International Speedway. A special area will be set up in the Daytona paddock for autographs and display of the motorcycles. They will then take part in the Great Men autograph session at 11 a.m. Tuesday, March 4, at the speedway.

A special commemorative poster will be available at each of the autograph sessions.

Born in 1940, Mike Hailwood was considered one of the best motorcycle racers ever. He won 10 world championships — the first coming at age 21 — 76 Grands Prix and 14 TT races on the Isle of Man aboard Ducatis, Hondas and MV Agustas. He later moved on to car racing, working his way up to Formula One before serious foot and leg injuries ended his career in 1974. “Mike the Bike” may be best remembered for his fairytale win on a Ducati at the Isle of Man in 1978, 11 years after retiring from two-wheeled competition. June 2003 will be the 25th anniversary of Mike’s Isle of Man TT comeback victory. He and his daughter, Michelle, died in a traffic accident in 1981. For more information about Mike Hailwood, please visit the Official Mike Hailwood website at www.mikethebike.com, or e-mail [email protected]

For more information, visit the Bike Week preview page at www.ahrma.org.

From a press release issued by Ducati Motor Holding S.p.A.:

DUCATI MOTOR HOLDING ANNOUNCES 2002 RESULTS
Bologna, Italy – Ducati Motor Holding S.p.A. (NYSE: DMH and Borsa Italiana S.p.A: DMH), a leading manufacturer of high performance motorcycles, announced full year 2002 results for the period ended December 31, 2002.
2002 revenues were Euro 413.0 million representing a growth of 1.3% versus Euro 407.8 million in 2001. Revenues from motorcycle sales for the period decreased 1.1% to Euro 341.5 million and represented 82.7% of revenues. Motorcycle-related products rose 13.9% to Euro 69.9 million versus 2001, mainly thanks to the success of Ducati Performance accessory sales, which grew 27.0% versus year ago.

In 2002, gross margin was 39.6% of revenues versus 40.8% the year earlier, reflecting the negative impact of exchange rates and a negative country mix effect (due to lower shipments in the US), partly offset by a positive effect from related product sales.

EBITDA (earnings before interest, tax, depreciation and amortization) was Euro 52.3 million and represented 12.7% of revenues compared to Euro 66.1 million, or 16.2% of revenues, a year earlier. This is mostly due to costs related to the first full year of investments for the development of the Ducati Desmosedici GP motorcycle, the restructuring of Ducati’s US business, the negative impact of foreign exchange rates and promotional activities.

Net earnings were Euro 6.5 million, compared to Euro 10.6 million in 2001. The decrease was due to the factors mentioned above, partly compensated by lower interest and lower taxes.

“2002 has been a difficult year for Ducati,” said Carlo Di Biagio, Ducati Chief Executive Officer. “In particular, we were – and are – burdened by the restructuring of our US subsidiary and the continued devaluation of the dollar versus the Euro. In addition, it was a year in which, for the first time in fifteen years, we were confronted with a decline in our reference market. The motorcycle industry, especially in Italy, has been under great pressure. But despite this, it is a year in which Ducati grew revenues and delivered bottom line profit, while concentrating, more than ever, on product innovation.

“Despite this scenario, the company has moved forward with conviction,” continued Di Biagio. “For model year 2003, we launched important innovations across the board, including the all new, prize-winning 999 Testastretta Superbike, new engines in the Super Sport and Monster families and an ABS system in the top Sport Touring model.”

“There have been some serious challenges this year for Ducati,” said Enrico D’Onofrio, Ducati Chief Financial Officer. “In this light, and given the uncertainty of the current political, economic and market conditions, we believe we should assume a cautious position and, for the time being, refrain from giving numerical forwardlooking guidance to the financial markets. As soon as visibility improves, we will return to our previous practice of providing annual guidance.”

“Looking forward, 2003 is signalling that it will be at least as challenging as 2002,” added Di Biagio. “The market is down and the Euro is up. In particular, it is essential that we complete the turnaround of our US business. We are putting in place measures and will track improvements carefully. At the same time, we are eager to face our competitors in both the Moto GP and Superbike Championships this year, and to get the new Multistrada into dealerships and onto the road. More than anything, however, we will work with determination to grow the business, build the brand and pay particular attention to cutting costs.”

Ducati’s net debt at December 31, 2002 was Euro 112.4 million, in line with the Euro 112.9 million at the same date a year earlier. The company’s net debt to total capitalization ratio was 41% at December 31, 2002 versus 42% at the same date a year earlier.

These results have been approved by the Ducati Board of Directors, pending review by Company auditors.

FEDERATION INTERNATIONALE DE MOTOCYCLISME

SUPERBIKE – SUPERSPORT
STOCKSPORT – SUPERPRODUCTION

Listing of FIM homologated motorcycles for 2003

*New motorcycle models homologated in 2003.

SUPERBIKE
Model/Production period as from

APRILIA RSV 1000 SP JAN 99 – (+ optional fuel injection instrument)
APRILIA RSV 1000 R JUL 99
APRILIA RSV 1000 RP JAN 01
*APRILIA RSV 1000 RP JAN 2003 – (+ optional fuel injection instrument)
BENELLI TORNADO 3-900 LE JAN 01
BIMOTA SB8 K DEC 99
DUCATI 996 SPS (H1) JAN 99 – (+ optional fuel injection instrument)
DUCATI 996 R (H2) JAN 01
DUCATI 998 R (H2) JAN 02
*DUCATI 999 R (H4) JAN 2003 – (+ optional fuel injection instrument)
HONDA VTR 1000 F (SC36) JAN 97 – (*homologation period extended to 31.12.03)
HONDA VTR 1000 SP AUG 99 – (+ optional fuel injection instrument)
HONDA VTR 1000 SP2 (SC45) JAN 02
KAWASAKI ZX 750 P (ZX-7R) JAN 96 – (*homologation period extended to 31.12.03)
KAWASAKI ZX 750 N (ZX-7RR) JAN 96 – (*homologation period extended to 31.12.03)
*PETRONAS FP-1 JAN 2003 – (+ optional fuel injection instrument)
SUZUKI GSX R 750 Y JAN 00 – (+ optional fuel injection instrument)
SUZUKI GSX R 750 (K2) JAN 02
*SUZUKI GSX 1000 (K3) JAN 2003 – (+ optional fuel injection instrument)
YAMAHA YZF R7 JAN 99 – (with optional fuel injection instrument)

SUPERSPORT
Model/Production period as from

DUCATI ZDM 748 R (H3) DEC 99
DUCATI ZDM 748 R (H3) JAN 01
DUCATI 748 R (H3) JAN 02
HONDA CBR 600 F (PC35) JAN 99
HONDA CBR 600 F JAN 01 – (production started on Sept ’00)
HONDA CBR 600 FS JAN 01 – (production started on Sept ’00)
HONDA CBR 600 F4i JAN 01 – (production started on Sept ’00)
*HONDA CBR 600 RR (PC37) JAN 2003
KAWASAKI ZX 600 J (ZX-6R) NOV 99
*KAWASAKI ZX 600 K (ZX -6RR) JAN 2003
LAVERDA 750 S FORMULA JUN 99
SUZUKI GSX 600 R (K1) JAN 01 – (production started in Aug ’00)
TRIUMPH TT 600 JAN 00
YAMAHA YZF R6 JAN 99
YAMAHA YZF R6 JAN 01 – (production started in Aug ’00)
*YAMAHA YZF R6 JAN 2003

STOCKSPORT & SUPERPRODUCTION
Model/Production period as from

APRILIA RSV 1000 JAN 99
APRILIA RSV 1000 R JAN 00
APRILIA RSV 1000 RP JAN 01
*APRILIA RSV 1000 RP JAN 2003
DUCATI ZDM 996 Strada JAN 99
DUCATI ZDM 996 S JAN 01
DUCATI 998 S (H2) JAN 02
*DUCATI 999 S (H4) JAN 2003
HONDA CBR 900 RR (W)-’98 SEP 98 / 99
HONDA CBR 929 RR (Z) -‘99 DEC 99 (00 Model)
HONDA CBR 900 RR (SC50) JAN 02
– (CBR 900 RR for EURO model),
– (CBR 954 RR’ for USA, J model)
HONDA VTR 1000 SP AUG 99
HONDA VTR 1000 SP (SC45) JAN 02
KAWASAKI ZX 9 R 1999
KAWASAKI ZX 9 R NOV 99
KAWASAKI ZX 9 R (F) JAN 02
MV AGUSTA F4S (+1) JUN 01
SUZUKI GSX R750 (Y) JAN 00
SUZUKI GSX R750 (K2) JAN 02
SUZUKI GSX R1000 (K1) NOV 00
*SUZUKI GSX 1000 (K3) JAN 2003
TRIUMPH T 955 1998
YAMAHA YZF R1 (1998 model) 1998/1999 – (*homologation period extended to 31.12.04)
YAMAHA YZF R1 (2000 model) 1999
YAMAHA YZF R1 (2002 model) JAN 02

Copyright 2003, Roadracing World Publishing, Inc.

By Dr. James Adams, Tachyon Sports Injury Research Foundation

The death of Baltimore Orioles pitcher, Steve Bechler is a tragedy. Newspapers are discussing the stat use of the supplement Ephedra, a non-regulated substance found in over-the-counter diet pills, and some pills linked to “performance enhancement.”

Athletes don’t need governmental controls to do the right thing.

The real lesson can be seen in the face of the young man as he left the field less than 24 hours before dying. His eyes are unfocused, his face had no expression. It is a lesson that we road racers need to understand and remember as we prepare for the 2003 season.

Five points:

(1) high performance demands season-long, controlled fitness and diet.

(2) As we work out in the spring, our body has to acclimate to warmer and warmer temperatures.

(3) We must listen to our body as we work for improvement, even if it means slowing our pace.

(4) Exercise must be done with intervals of rest–this is how the body improves.

(5) As usual, drink plenty of fluids as we deal with the heat.

By starting our fitness programs early and remaining consistent, by the time we are racing in July, we’ll be ready for high temperatures. By having realistic goals, we’ll perform at our personal best.

The person with high personal goals, tends to think he or she can “push it” and demonstrate his or her commitment to sport. World-class fitness leads to maximum performance. It is only reachable with year-long commitment and pace. Most of my racing friends are in their 20s. It was difficult to imagine the sorrow that attends a death of an athlete at the beginning of the Pro adventure. Tragic, indeed.