From a press release from Daytona International Speedway:

Daytona 200 By Arai Champion Nicky Hayden Returns To DIS For Tire Test

DAYTONA BEACH, Fla., (Aug. 20, 2002) — Nicky Hayden returned to where it all started on Tuesday at Daytona International Speedway.

---

Photo by Daytona International Speedway.

---

Hayden, who won the season-opening Daytona 200 By Arai on his way to the American Motorcyclist Association U.S. Superbike championship, returned to DIS to kick off the first day of a three-day Dunlop tire test in preparation for next year’s Daytona 200 on March 9.

Honda was the only manufacturer represented in the Dunlop tire test with Hayden, Team Erion’s Kurtis Roberts and development rider Gaku Kamada (subbing for Miguel Duhamel).

The Honda riders turned laps on the 3.56-mile road course before afternoon showers cut the session short. The tire test will continue on Wednesday and Thursday with a section of the Oldfield Grandstand open to the public with free access through DAYTONA USA.

Before the test started, Hayden couldn’t help but think back to March when he delivered a dominating performance in the Daytona 200. The Owensboro, Ky., native shattered the pole record when he clicked off a lap at one minute, 47.174 seconds (119.581 mph) and then dusted off the field with an 18.225-second victory in the Daytona 200.

---

Photo by Daytona International Speedway.

---

“When I flew in yesterday, I was thinking about how neat it is to come back as the Daytona 200 winner,” said Hayden, who at the age of 20 became the youngest winner of the Daytona 200 since 1976. “It’s a big deal. A lot of great people have won here and to get my name on that list is huge.”

Hayden, who turned 21 on July 30, became the youngest champion in the 27-year history of the AMA a few weeks ago in the season finale at Virginia International Raceway. Even though his plans for next season remain in limbo with a possible move to Europe, Hayden was happy that Honda is already focusing their efforts on 2003.

“I think it’s pretty cool that we’re here testing so soon,” Hayden said. “I still don’t know what I’m doing next year, but I think it’s great that we’re here so soon and so focused on next year. Just because we won this year and had a good year, we’re not slacking off any and taking it easy.”

Motorcycles will return to the “World Center of Racing” on Oct. 17-20 for Fall Cycle Scene. Tickets are available online at
http://www.daytonainternationalspeedway.com or by calling the Speedway ticket office at (386) 253-7223.

From MS Aprilia Racing Press Information:

Tuesday, 20 August 2002

PREVIEW

Brno, Czech Republic, tenth round of 2002 World Championship.

Tenth round of the World Road Racing Championship at Brno in the Czech Republic, as the heart of Europe is still suffering the terrible wounds inflicted by floodwaters which have brought many areas of Germany, the Czech Republic and Slovakia to their knees. In the Czech Republic alone, 220,000 people have been evacuated and, as in the other countries struck by the floods, the cost of the damage has already run into astronomical figures. This Sunday, Brno will be hosting the tenth round of the MotoGP, in the hope that sport may once again be a harbinger of solidarity and of the desire to get the country back on its feet again.

The first motorcycling races were held in Brno way back in 1930: at that time they took place in the city streets but in the early 1980s today’s track was built. In 1987, after having been off the MotoGP calendar for some years, the Czech Republic Grand Prix once again returned to Brno.

The circuit: Deep in the softly rolling hills in the south of the Czech Republic, the circuits is long and safe, with a number of ups and downs and changes of direction which make it extremely technical. 5,403 metres – 6 left corners – 8 right corners – longest straight: 636 metres – Maximum width: 15 metres – Constructed in 1987 – Modified in 1996.


2001 winners. 125 Class: Elias (Spa) Honda – 250 Class: Harada (Jap) Aprilia – 500 Class: Rossi (Ita) Honda.


Circuit records – 125: 2’09,416, Ui, 2000 – 250: 2’03.836, Melandri (Aprilia), 2001 – 500: 2’01.461, Rossi, 2001.


APRILIA

After 9 rounds out of 16 in the 2002 MotoGP, Aprilia tops the charts in 3 out of the 6 championships:


1st in the 250 Class riders’ championship with Marco Melandri

1st in the 250 Class manufacturers’ championship

1st in the 125 Class manufacturers’ championship


As always during the mid-year Brno GP, which marks the beginning of the most important stage of the championship, the Noale-based manufacturer assists the top three Aprilia riders in the “eighth of a litre” class with evolution material developed by the Racing Department. “Evolution” cylinders which, especially in the case of Arnaud Vincent, currently second in the standings and just seven points from leader Manuel Poggiali, should help in the battle for leadership in the World Championship.


FIRST A.M.A. TITLE IN AMERICA FOR APRILIA

Aprilia conquers its first A.M.A. 250 title. Team Stargel Aprilia rider Chuck Sorensen (30 years on 14 August) won the 10th and final round of the A.M.A. 250 championship in Alton (Virginia). Sorensen, from Sunnyvale, Calif., who won the opening race this year at Daytona, conquered the coveted American title with 5 wins in 10 championship races (Daytona, Road America, Road Atlanta, Sears Point, Alton) and with 8 podium finishes. With two 250 A.M.A. titles already under his belt in 1999 and 2000, Sorensen chose to ride an Aprilia 250 to achieve his third victory in the class, giving the Noale-based manufacturer a magnificent success and one of great importance in terms of image for Aprilia in the USA. Sorensen is the fifth American rider to win 3 A.M.A. titles – like one of the great names in American motorcycling, John Kocinski.


_______________________________________________________________________


MARCO MELANDRI – 250cc class – Aprilia RSW 250

Marco Melandri, who celebrated his 20th birthday on 7 April with a memorable party, spent a few days at home in London and was then back on the Romagna Riviera for a few more days of total relaxation before setting off for the championship. A slight bout of the flu last week did not, however, prevent him from completing his preparations for Sunday’s race. Yesterday he was already back in the gym getting back into shape for the green light in Brno, the track where he made his 1997 debut in the 125 class. Marco has won 6 out of the 9 races so far this season and the last 5 victories in a row have galvanised him. He has kept up his concentration throughout the summer break and is hoping to achieve yet another success at Brno.


“After my birthday party, I decided to stay at the sea for a few more days to be with my friends. I feel really rested now: I didn’t spend all that much time in the sun but just did the sort of things that make a holiday truly relaxing. Making sure I’m in really good physical shape and ready to start the championship again. Jogging and working out in the gym: I had a short break last week when a mild form of flu put me out of action for a while. So we’re off to Brno, a friendly circuit and one that I like: that’s where I debuted in 1997 on a 125, and almost made the podium for the first time in the 250 class in 2000. It’s technical and difficult, where all the corners take second gear except for the fastest, third-gear one. The track’s very wide, about 15 metres, with plenty of room for imaginative trajectories. Coming out, you can let the bike accelerate all the way up to top speed. It’s a track where your opponents try to get into your slipstream to get the most out of it. I think Rolfo should be good on this circuit: last year he was fantastic, and Nieto will be as competitive as ever. As far as I’m concerned, I’ve lost none of my motivation this summer – I keep thinking about the positive period I’m going through at the moment and keep my objectives for this year at the front of my mind. The first session of free practice will help me get back my feeling for the bike, and then I’ll just try to stay relaxed in the race, riding hard. If victory is within my reach, then I’ll go for it.”


REGIS LACONI – MotoGP – Aprilia RS3

A holiday dedicated to more than just rest for Régis Laconi. The official Aprilia RS Cube rider spent the summer break getting into top physical shape for an important stage of the Championship which starts again next Sunday. His trainer Patrick Chamagne joined him in Valais, Switzerland, and they worked together on a targeted programme which Patrick prepared specially for Régis. “Extreme” high-altitude cycling to improve resistance to fatigue and a number of climbing sessions in the Alps. Régis and Patrick even crossed into France, where they used crampons to climb the Mont Blanc du Tacul, a 4,250 metre peak with everlasting snows just a stone’s throw from the roof of Europe, the Mont Blanc. The great Italian-French rider has acquired his body of steel partly because he is capable of similar exploits which require perfect fitness as well as absolute mental equilibrium. Now all eyes are on the 10th round of the World Road Racing Championship in Brno, in the Czech Republic, a track which Régis particularly likes and one where it is possible to do well.


“A summer break devoted mainly to athletic training: that’s just what I wanted. I spent my time doing things I’ve always liked – cycling and climbing. With my athletics trainer, we drew up a work programme which left time to enjoy the mountain life but which was particularly useful for getting into perfect physical shape for the start of the championship after the summer. Of all the climbs we did in the mountains, the most extreme one was certainly the most fascinating. Up at five o’clock in the morning, we first went towards Mont Blanc by the Aiguille du Midi cableway at 3,842 metres, just in time to see the sunrise and then we put on our crampons to make our way up to the top of the Mont Blanc du Tacul at 4,250. It was a hard slog, with four and a half hours walking in the snow. It takes a lot of concentration. The rarefied air and lack of oxygen puts your ability to think and breathe to the test, so you need to be highly motivated if you want to achieve an “extreme” objective. It was fantastic. I’m now ready for Brno, a special track that I really love for its chicanes and changes of direction. I just hope the weather’s not too hot because the tarmac in Brno loses a lot of its grip when the temperature goes up. I also hope I’ll be able to make a good start: the Cube’s clutch problem should be solved by now so I shouldn’t be pushed back right at the start and have to struggle to work my way up as I did in the last races.”


TECHNICAL BRIEFS:

The Aprilia Racing Department Engine Rig

---

---

The Aprilia racing department has 7 engine test rigs, a flow analysis dyno and a rig to test different cylinder heads. The engine test rigs are all different and are used for running-in an engine, determining the engine power curve, research and development. All the components, both mechanical and electrical, developed during the year are tested using the rigs. The dynamometric brakes used are both traditional and dynamic; that is, with an asynchronous engine powered using a trifase alternate resistance with variable frequency and amplitude.

The dynamometric brake enables the measurement of the engines power, using a load cell that measures the engine torque. The dynamic engine rig allows to perform both traditional (static) engine tests; engine power at different RPM, partial or full throttle and dynamic engine tests. Using an instrument that measures the torsion between the engine sprocket and the dynamometric brake.

The test defined as dynamic, in reality do not reproduce the inertia of the engine, but can reproduce a lap of the track as performed in reality. The dynamic engine rig can reproduce the engines RPM with respect to time. In order to reproduce the engines RPM during braking the asynchronous engine of the brake in used. This system enables to perform tests on new components, life cycle tests and check engine mapping.

The system described above does not allow to test the engine during gear changing and braking. Recently an engine test rig has been developed that enables these tests.

The engine rigs are very complex, even the traditional engine rig has a complex cooling system made of pumps, heat exchangers that together with an motorized valve ensures a constant engine water and oil temperature.

Furthermore, in order to ensure the repeatability of the tests it is necessary to ensure that a constant temperature and humidity of the air used by the engine for combustion. This problem is particularly important for two stroke engines, where the atmospheric conditions have a great influence on the engines performance.

A system made up of a heat pump and two refrigerators guaranties that the combustion air is at both constant temperature and humidity. This last parameter is also guarantied by a humidifier and a control system.

Each engine rig has a system that allows the choice of fuel and that also measures the amount of fuel consumed by the engine during the test.

The engine rig is completed by a data acquisition system; it is possible to gather information regarding exhaust temperature, water and oil temperature at the engine intake or exhaust. Moreover, it is possible to gather information regarding the oil system and petrol system pressures, the blow-by, and much more depending on the test performed.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Drug and alcohol testing carried out at the Suzuka 8-Hour World Endurance Championship race August 4 in Japan found no violations, according to an August 19 press release from the FIM.

Riders tested for alcohol were Ryuji Tsuruta, Osamu Nishijima, Shinichi Nakatomi and Yukio Nukumi.

Riders tested for drug use were Yoshiyuki Sugai, Tomohiko Kawakami, Norihiko Fujiwara and Tekkyu Kayou.

Riders tested for both alcohol and drug use included VIR Formula Xtreme winner Adam Fergusson and 2002 Canadian Superbike Champion Jordan Szoke.

From a press release:

TEAM SUZUKI GETS BACK TO BUSINESS AT BRNO

MotoGP, Preview, Round 10, Czech Republic GP, Brno– August 25, 2002:

Racing starts again next weekend after the long summer break, and Team Telefónica MoviStar Suzuki riders Kenny Roberts Jr. and Sete Gibernau return to the fray more than refreshed by the four-week holiday. Both are raring to get racing again, as the second part of the first MotoGP season kicks off at the majestic Brno circuit, at the Czech Republic GP.

Sete’s return follows a vital period of rest and recreation in Spain.

Kenny comes back with an even more significant renewal, after successful surgery during the break to cure a worsening problem with “arm pump”. This condition, nicknamed Racers’ Wrist, had become acute, and Kenny skipped the last race in Germany to allow more time for recovery. The decision paid off.

“I’m stronger now than I’ve ever been, and I can do things on the training ranch that I could never do before. I’m ready to give 100 percent again,” he said, from his home in California.

Roberts and Gibernau had been showing improving form from the start of the year, riding the new GSV-R – a 990cc V4 four-stroke racing in the new 2002 MotoGP class introduced this year. The bike was brought out a full year earlier than originally planned, after showing tremendous potential in first prototype form before the start of the season.

With improvements and upgrades coming from the factory almost race by race, the exciting new bike followed up its brilliant second-placed debut in the wet Japanese GP with improving results in dry weather. By the time the halfway point of the season came along, the bike was challenging for pole position and claiming front-row starting places, and top-10 finishing places, with a best so far of fifth for Roberts in the French GP.

The Brno circuit, more than 3.3 miles (5.4km) long, poses an interesting challenge for the Suzuki and the Telefónica MoviStar teamsters. In line with the other powerful new four-stroke pure-bred racing prototypes, still in first-generation form, the GSV-R is up against the well-established 500cc two-strokes, with years of experience and development. So far, the four-strokes have held the advantage – but only narrowly at some tracks, and the Czech Republic circuit is a fast and flowing track of high-speed corners that might tip the balance the other way.

“The strong point of the four-strokes comes in acceleration, where they can use their extra power,” explained team manager Garry Taylor. “Brno is a track where speeds are high for almost the whole lap, with more corners than straights … and the lighter two-strokes may have a valuable corner speed advantage.

“At the same time, our bike has been improving so fast, with the factory working all hours to develop it from first prototype stage. We’ll have the benefit of yet more development that took place during the break,” continued Taylor.

“This is the first time at the track for all the four-strokes, so we’ll find out how we stand when we get there. This uncertainty has made this first MotoGP season fascinating and unpredictable for the teams, riders and especially the fans. From our point of view, we’ll be doing everything we can to give our riders the best possible equipment for the job.”

Team Telefónica MoviStar Suzuki will be staying on for two days after the GP to test the latest technical developments, before moving on Portugal before the four flyaway GPs, and the end of the season at Valencia in November.

KENNY ROBERTS Jr. – STRONGER THAN EVER IN MY CAREER

“I’m feeling better now than ever – gaining an extra week by missing the German GP really paid off. The surgery went great – I’ve been really lucky with having Dr Ting, and Dean Miller has really helped with the rehab. My wife Rochelle was a great support in the early days. Now I’ve been riding at the training ranch, on the dirt-track oval, and I’m able to do things with the bikes that I couldn’t do before, and ride for longer without getting tired than in the past.

“Riding the 500, I was always able to control the arm-pump problem, but with the heavier four-stroke and the demands it makes on the rider it became very serious very quickly over the last few races. Now I know I can over-ride my body consistently without problems, and I don’t anticipate any more trouble with my wrist.

“For the race, Brno should be one of our better tracks. Overall our situation will greatly depend on how Suzuki have been able to improve the machine. For my part, the arm had really been inhibiting my race performance. Now I know I can give 100 per cent for the full distance, and as long as I know I’ve done that, I’ll be satisfied.”

SETE GIBERNAU – TIME FOR SOME GOOD RESULTS

“I stayed in Spain during the break, mainly on the Costa Brava – apart from a trip to Majorca for Telefónica, and it’s been really relaxing. Now I’m really feeling totally focused and motivated to go racing. It’s about time we got some good results, and I hope to start at Brno, because I like the track.

“It’s hard to say whether it will suit our bike. We’ve been to some tracks where we expected problems and it went well, and also the other way round. For sure it’s always a challenge, especially against the two-strokes, with all their years of experience and the data they have, while we start from scratch at every track.

“I’m hoping that the improvements to the bike will work out well. We’ll have to see when we get there. I’m going to Brno a couple of days early, and we’ll have some meetings with my guys and try and get a head start on settings. Then see what we can do. I’ll give my best, as always.”

ABOUT THIS RACE

There has been motorcycle racing at Brno for longer than the 53 years of the World Championship, but GP racing came here only in 1965. The country was then Czechoslovakia, behind the Iron Curtain, and the venue was an 8.6-mile (13.9km) public-roads circuit on the outskirts of the city, which is famed for its precision engineering (Brno gave its name to the famous “Bren-gun” of World War Two). That track was itself the third version of what had been an even longer road circuit, with part of the original track now used as an access road to the new purpose-built circuit.

The last time the premier-class GP bikes raced there was in 1977, when they were 500cc, though the smaller classes continued until 1982 before the dangers forced the track off the GP calendar. But local enthusiasts along with a communist party anxious to build a sporting show-piece pushed ahead with a magnificent new purpose-built closed circuit, with a long lap and a challenging layout, first used in 1987, with the 500cc class back. Soon afterwards, political turmoil saw the Iron Curtain collapse and the Czechoslovakian GP last ran in 1991.

In 1993, the race resumed, with a new name to go with the new political freedoms – the Czech Republic GP, and three years ago new pit buildings and extended paddock facilities were built to keep the track’s standards up with the best.

The race attracts big crowds, packing the vast natural grandstands. As well as the race, they enjoy the liberated atmosphere and cheap beer of the new country, making Brno a popular and important fixture on the calendar.

ABOUT THIS TRACK

A long lap of 3.357 miles (5.403 km), an average speed nudging 100mph and no really slow turns are the key to Brno – a wide circuit made up of long, sweeping corners and few straights. “Vertical corners” are an added complication, while although the average speed is high, the track rewards handling finesse and high corner speed more than brute acceleration and a high top speed. For most of the first part of the lap the track falls away steadily, making precise steering difficult as the front goes light. Then the track climbs sharply again after a long right-hander, imposing different demands on the rider and machine.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Newly-crowned 2002 AMA Superbike Champion Nicky Hayden put another page in his scrapbook Sunday, August 18 by winning the 54th running of the Peoria TT, round 13 of the 20-round Progressive Insurance AMA Grand National Championship U.S. Flat Track series, at Peoria Race Park in Peoria, Illinois.

Hayden crashed out of his qualifying heat while running in second place, caused a red flag and the heat was called complete. Nicky’s older brother Tommy Hayden was credited with second place in the heat and earned a transfer to the main. Nicky was forced to go to the semi heat races.

Nicky Hayden came back to win his semi heat race from the second row while another road racer, Larry Pegram, fourth in the same semi, failed to transfer to the main.

Roger Lee Hayden took the win in his semi heat race, earning a spot in the big show.

A full 50 racers tried but only 18 made the main event.

Nicky Hayden lined up for the 25-lap main event on the third row but made his situation worse by jumping the start and getting moved back to the fourth and final row of the grid.

In the race, Nicky steadily worked his way through the field and made the pass for the lead and the win on the final lap. Glen Schnabel, Jr. took a close second. A 13-time Peoria TT winner, Chris Carr, also known as the “Prince of Peoria”, placed third. Tommy Hayden was fifth while Roger Lee Hayden finished 12th.

Nicky Hayden has competed in four AMA Grand National Championship dirt track races this year and has won three of them. The only other racer on the AMA dirt track series to have more than one race win is series point leader Carr, who has two wins.

Nicky Hayden is 10th in the AMA flat track point standings, 103 points behind Carr.

Nicky Hayden has said several times that one of his personal goals in racing is to complete the Grand Slam, which consists of winning a TT, a short track, a half-mile and a mile Grand National Championship dirt track race plus a Superbike road race. Nicky is only short of a win on a mile but has two opportunities left in the 2002 season; September 1 in Springfield, Illinois, and September 28 in DuQuoin, Illinois.

Peoria TT Race Results:

1. Nicky Hayden, Honda, 25 laps
2. Glen Schnabel, Jr., Honda
3. Chris Carr, ATK
4. Joe Kopp, KTM
5. Tommy Hayden, Honda
6. Rich King, Harley-Davidson
7. Johnny Murphee, Rotax
8. Bryan Bigelow, Honda
9. Shaun Russell, Rotax
10. Stephen Beattie, Honda
11. Dan Stanley, Honda
12. Roger Lee Hayden, Honda
13. Willie McCoy, ATK
14. Kevin Varnes, CCM
15. Kevin Atherton, Honda
16. Terry Poovey, Honda
17. John Hlebo, III, Honda
18. Chris Boone, Honda

Copyright 2002, Roadracing World Publishing, Inc.

Champions are made on and off the track. In my 25 years of professional racing I have met no one who comes even close to the character, professionalism, and pure humanity exhibited by Randy Renfrow.

I have been fortunate to spend a great deal of time with him over the past 10 years. He will be missed around the garage and on the track immensely by racers and fans alike. To his family I send my deepest regrets.

God Speed Randy.

Rick Shaw
AMA #79

From a press release issued by Yamaha:

The Brno circuit sports a reasonably simple layout, technically speaking, in the fact that each corner is similar in design. These constant long radius turns not only suit a more flowing GP250 riding style, but the Yamaha’s chassis characteristics too. Meanwhile the actual width of the track allows the rider to choose his own line, and in Biaggi’s case to keep up his high corner speed. Although it’s definitely not a flat circuit, its elevation changes are far from drastic, while the corners themselves feature what could be considered a typical positive camber. As for the track surface, it offers a surprising amount of grip without the reputation for tearing up tyres.

Due its nature Brno is not overly demanding on any specific area of chassis set-up, other than the need to concentrate on the overall balance for good turn in and easy change of direction; supported by a high level of feel from both the front and rear. To do this Yamaha will ensure that the weight bias is slightly more focused towards the rear, preventing both the YZR500 and M1 from overloading the front Michelin in the midpoint of the turn. This will build the rider’s confidence therefore encouraging him to keep a high rolling speed – the key area in making up time at this particular venue. And since the track surface is relatively smooth and the top speed only just nudges 280kmh, stability can be sacrificed to some degree in order to support this.

Although the base set-ups are similar there will be a difference between the two-stroke and the four-stroke Yamahas; the latter will run a slightly lower center of gravity in an effort to improve the rate of pitching and the bike’s ability to change direction. It will also reduce the risk of the front folding under the rider while entering the downhill sweepers, caused when excess weight transfers onto the front tyre under deceleration, in turn causing the front to understeer. There may be a slight modification to this, however, with the introduction of the latest generation YZR-M1 Deltabox frame. Visually the change will not be dramatic, especially when viewed alongside the new, more streamlined M1 carbon-fiber bodywork – which will make its debut in Brno – but its modified characteristic is expected to improve front-end feel and the bike’s nimbleness.

With no real specific hard braking anywhere on the five kilometer layout fork springs will be chosen to follow the feel theme – focused more towards the softer side. It will also be a similar case on the rear with the monoshock’s spring rate. This is possible due to the circuit’s design, which allows the rider to keep up his corner speed, and is therefore unlikely to load the rear shock under power to the same extent as riding the stop-and-go Le Mans layout.

With this in mind the four-strokes will have a bigger advantage over the 500s at the Czech MotoGP, more than usual. The long radius corners, and consistent throttle action needed to ride them quickly will prove a much simpler task on these more predictable machines. The M1’s latest spec inline-four, which will be added to the Marlboro Yamaha Team’s arsenal in Brno, is expected to increase this advantage further still for both Biaggi and Checa. It will boast an increase in power, better acceleration and a more precise throttle connection in an effort to continue the M1’s strong development program.

From a press release:

Grant “Yasuji” Matsushima has opened a shop specializing in race engines and chassis, Matsushima Performance Tuning.

Grant has worked with the following race teams: HyperCycle, Yoshimura Suzuki, Bruce Transportation, and Attack Suzuki. He has worked with Nicky Hayden, Jason Pridmore, Roger Lee Hayden and Ben Spies.

With the 2002 AMA Season over Matsushima Performance Tuning will be accepting jobs for the Willow Springs 200, remaining Formula USA rounds and Suzuki Cup Finals.

For additional information please contact Grant Matsushima at [email protected] or (909) 268-9251.

The shop is located at 11305 Homewood Dr., Fontana, CA 92337.