Copyright 2002, Roadracing World Publishing, Inc.

Despite the fact that one of the stated goals of AMA Pro Racing is “increased participation in Superbike” beyond the few factory teams currently fielding competitive machines, AMA Pro Racing has handed the rules-linked fate of the class over to the factory teams.

The Road Race Advisory Board, heavily stacked with representatives of factory Superbike teams, has been given the task of determining Superbike rules for 2003 in a meeting at VIR scheduled for Friday night, working within a framework pre-determined by AMA Pro Racing.

In a memo to members of the Advisory Board mis-dated August 7, AMA Pro Racing CEO Scott Hollingsworth stated “The future of AMA Superbike racing is in your hands tomorrow night.”

In a bizarre twist, rules proposals pre-determined by AMA Pro Racing to be “realistic suggested alternatives received during the 30-day comment period for 2003 Superbike Rules Proposals” include polished stock connecting rods or steel aftermarket rods but exclude the readily-available, reasonably-priced titanium rods currently used by competitive Formula Xtreme teams. Formula Xtreme teams have gone to titanium rods because they are competitively priced and are easier on the crankshaft than heavier steel rods, and are available from multiple suppliers. Teams that have experimented with stock or modified stock rods have seen those rods fly through crankcases with alarming regularity.

The Advisory Board will also decide the fate of proposed Supersport and Superstock rule changes to allow machining of gasket surfaces to increase compression (to eliminate the fast-enough vs. legal-enough tech-inspection game currently played out at AMA races), and, in a move that is beyond comprehension, one of the proposed alternatives to that proposal is allowing machining of the crankcases and cylinders only, and not the cylinder heads–and never mind that the latest high-performance machines incorporate the cylinders into the cases, and that cylinder heads are easier and cheaper to remove and replace than crankcases.

Details to follow.

Copyright 2002, Roadracing World Publishing, Inc.

First Person/Opinion

By John Ulrich

The horrible news that Randy Renfrow was on life support in a hospital after falling down stairs and hitting his head seemed horribly ironic given his long career as a motorcycle racer.

Renfrow has long defined tough; how many other guys, after smashing and grinding a thumb so badly in a crash that it had to be amputated, would have a big toe relocated onto his hand so he could grip the bars and continue to race?

I don’t know the details of what happened to Renfrow; I was travelling when whatever happened, happened.

But I know that Renfrow has always been a decent guy, with a unique historical perspective on racing. He had been around so long that he could always offer sage advice on any new plan, along the lines of, what happened the last time we tried that.

And, of course, he was an AMA Champion several times over.

I don’t have the latest on Renfrow’s condition. But I wish him well, and Godspeed.

And I ponder the fact that such a great warrior could be felled at home, on a flight of stairs.

Life is dangerous.

Live it now.

Or, race today, for tomorrow we may die.

From a Yamaha press release:

Replica model of the MotoGP GP250cc class-leading YZR250 factory machine

Release of the 2003 Model Yamaha Production Road Racer TZ250

Yamaha Motor Co., Ltd. (YMC) will release on the Japanese market the 2003 model of the production road racer TZ250 that has won the trust of road race competitors for the high level of competitiveness it achieves in race categories from MotoGP GP250cc class to national level racing. Featuring numerous detail improvements that further boost engine and chassis performance, the 2003 model TZ250 will be released on Nov. 25, 2002.

The 2003 model TZ250 newly adopts several more features from the factory racer YZR250, such as YZR250 type cylinder body, cowling, seat and front fender, giving this model top-class competitive potential for the MotoGP GP250cc class.

Ordering and sales of this model will be conducted through Yamaha RSS shops nationwide. Meanwhile, the TZ125 will continue to be sold in its present specification.

Release date: Nov. 25 for TZ250

Advance ordering dates:Sept. 1, 2002 ~ Nov. 30, 2002 for TZ250

Achieving performance potential to compete with the best in the MotoGP GP250cc class based on a YZR250 replica concept

Product Summary

The 2003 model TZ250 adopts various technologies from the MotoGP factory machine YZR250 in the form of numerous spec changes in the engine and chassis to achieve an extremely high level of competitiveness. The competitive potential it achieves makes this model worthy of being called a YZR250 replica.

The engine improvements include the adoption of a YZR250 type cylinder body, and new carburetor settings, etc., that provide better power feeling across the full rpm range and improved acceleration performance. The chassis adopts a YZR250 type cowling, seat and front fender for improved aerodynamics and top-speed performance, making for more stable handling performance at high speeds.

The TZ250 was the championship machine in the 2001 All Japan Championships, and in the 2002 All Japan series it swept the top four places in each of the first five rounds of the season. This kind of consistent competitiveness has won the TZ250 the trust of riders in the Japanese market.

Main New Features

–YZR250 type cylinder body (special type YPVS valve incorporating exhaust branch function) adopted

While maintaining the outstanding characteristics of the sand cast type crankcase, liquid-cooled 2-stroke, 90°V-twin engine of the existing model, engine improvements have been made that include the adoption of a YZR250 type cylinder body (special type YPVS valve incorporates exhaust branch function), new exhaust timing and a new shape for the initial scavenging section of the crankcase. The combined effect of these improvements boosts performance across the entire rpm range. (The existing model features a slide-type YPVS valve).

In particular, the new cylinder and drum-type YPVS valve boost performance in the low- to mid-speed range and contribute to reduced exhaust noise. The new exhaust timing improves performance in the high-speed range, while the new initial scavenging section shape contributes to better torque characteristics.

–WPC finish piston for greater durability
The piston features a new shape in the upper portion of the pin boss for optimized strength balance plus a WPC finish on its outer surface for greater durability and reduced friction. Durability has also been increased by changing the shape of the crankcase journal section. (WPC treatment is a type of treatment for increasing the strength of the surface layer of a metal that involves high-speed peening of the metal with a shot of just a few microns. The high-speed peening heats up the surface to the point where it melts once. Then it is rapidly cooled to produce stronger crystallization of the metal.)

–YZR250 type cowling adopted for improved high-speed performance
The adoption of a YZR250 type cowling with right-left opposed ducts, a YZR250 type seat and front fender combine to provide better aerodynamics and boost top speed. The accompanying improvement in wind protection also helps reduce rider fatigue, while the stronger down-force effect improves handling stability at high speeds. Also, the shapes of the passages from the ducts to the air box have been optimized to provide more even supply of ram air to the two cylinders.

-Other specification changes
Other improvements include (1) new carburetor settings,
(2) new primary reduction
ratio (1.888 -> 1.938),
(3) new shape for the front brake hose passage for better serviceability,
(4) lightweight, shorter silencer (overall length: 307mm -> 242mm/lighter weight) and
(5) a new CDI unit with revised ignition characteristics, new solenoid duty ratio characteristics and YPVS operation characteristics.

Yamaha Road Racer TZ250 Technical Specifications

Overall length x width x height 1995mm x 650mm x 1163mm
Wheelbase, 1342mm
Minimum ground clearance, 112mm
Dry weight, 102kg
Engine type, Liquid-cooled, 2-stroke, crankcase
reed valve
Cylinder arrangement, V-Twin
Displacement, 249cc
Bore x Stroke, 54.0mm x 54.5mm
Compression ratio, 7.2~7.7: 1
Maximum power, 93PS(68.4kW)/12,500rpm
Maximum torque, 5.5kgf-m(53.9N-m)/11,750rpm
Starting system, Push start
Lubrication, Pre-mix
Engine oil capacity, 0.5liter
Fuel tank capacity, 23liter
Carburetion, TMX 32 x 2
Ignition system, C.D.I.
Primary / Secondary reduction ratios, 2.524 / 2.571
Clutch type, Dry multiplate, coil spring
Transmission type, Constant mesh, forward 6-speed
Gear ratios
1st: 1.938
2nd: 1.476
3rd: 1.238
4th: 1.091
5th: 1.000
6th:0.926
Frame type, Diamond
Caster/Trail, 22°/82mm
Tire size(Front/Rear), 120/60R-17 / 165/55R-17
Brake type(Front/Rear), Hydraulic, double disc/ Hydraulic, single disc
Suspension type(Front/Rear)Telescopic/Swing arm

Randy Renfrow is hospitalized at:

Randy Renfrow
ICU, Inova Fairfax Hospital
3300 Gallows Rd.
Falls Church, VA 22042-3300
(703)780-1245

From an AMA Pro Racing press release:

2002 AMA Chevy Trucks U.S. Superbike Championship
Round 15 & 16 of 16: August 9-11 – VIR Lightening Nationals
Virginia International Raceway, Alton, VA

Tentative Schedule:

Thursday, August 8th

Registration: Riders, Crew, Sponsors & Guests, 3 – 7 p.m.

Tech Inspection, 3 – 7 p.m.


Friday, August 9

Registration: Riders, Crew, Sponsors & Guests, 7:30 a.m. – 4 p.m.

Tech Inspection, 8 a.m. – 5 p.m.

Practice (in the following order):, 8 – 10:30 a.m.
Pro Honda Oils U.S. Supersport
Lockhart Phillips USA Formula Xtreme
Genuine Suzuki Accessories Superstock
MBNA 250 Grand Prix
Chevy Trucks Superbike practice, 10:40 – 11:40 a.m.

Lunch break, 11:40 a.m. – 12:40 p.m.

Practice (same order as morning session), 12:40 – 2:30 p.m.

Chevy Trucks U.S. Superbike Qualifying, 2:40 – 3:30 p.m.

Genuine Suzuki Accessories Superstock Qualifying (even #s), 4:20 – 4:40 p.m.

Genuine Suzuki Accessories Superstock Qualifying (odd #s), 4:50 – 5:10 p.m.

Saturday, August 10

Registration: Riders, Crew, Sponsors & Guests, 7:30 a.m. – 3 p.m.
Tech Inspection:, 8 a.m. – 5 p.m.

Practice (in the following order), 8:00 a.m. – 9:40 a.m.
Pro Honda Oils U.S. Supersport
MBNA 250 Grand Prix
Genuine Suzuki Accessories Superstock
Lockhart Phillips USA Formula Xtreme

Chevy Trucks U.S. Superbike Qualifying, 9:50 – 10:50 a.m.

Pro Honda Oils Supersport Qualifying (odd #s), 11:00 a.m. – 11:20 a.m.

Pro Honda Oils Supersport Qualifying (even #s), 11:30 a.m. – 11:50 a.m.

Lunch break, 11:50 – 12:40 p.m.

Chevy Trucks Superbike practice, 12:40 p.m. – 1:00 p.m.

Lockhart Phillips USA Formula Xtreme Qualifying, 1:10 – 1:45 p.m.

FINAL EVENTS

Chevy Trucks U.S. Superbike Race 1 (100K – 28 laps), 2:00 p.m.

MBNA 250 Grand Prix Qualifying (20 minute session)

Genuine Suzuki Accessories Superstock Race (60K – 17 laps)

Sunday, August 11
Registration: Crew, Sponsors & Guests, 8:30 a.m. – 12:00 p.m.
Tech Inspection Opens, 9:00 a.m.

Practice (in the following order), 9:00 a.m. – 10:50 a.m.
Pro Honda Oils Supersport
MBNA 250 Grand Prix
Lockhart Phillips USA Formula Xtreme
Chevy Trucks Superbike

Lunch break, 11:00 a.m. – 12:00 p.m.

FINAL EVENTS

Pro Honda Oils Supersport Race (60K – 17 laps), 12:00 p.m.

MBNA 250 Grand Prix Final (60K – 17 laps)

Lockhart Phillips USA Formula Xtreme Race (60K – 17 laps)

Chevy Trucks Superbike Race 2 (100K – 28 laps), 3 p.m.

Copyright 2002, Roadracing World Publishing, Inc.

From e-mails:


When I started riding, and even more so when I started racing, I caught much grief from some friends and family. It’s too dangerous, that’s insane, you’re crazy, they all said. I’ve been riding for 6 years now, racing for 3 and have been very lucky, a few falls. A couple of months ago, four of my friends were killed in a single head-on drunk driving accident. They were all sober, driving back from a movie when a stoned and drunk woman crossed into their lane. They lived fairly careful lives. They were a couple of the people who told me I was crazy. Maybe I am.

The day I learned about the accident I was at the track endurance racing. I couldn’t think of anything else to do, so I raced. I went faster and rode better than I think I ever have. I dedicated many of those laps to my friends. I think I know I’m crazy now.

I agree with your article. A book’s title, written by Ernest K. Gann, called “Fate is the Hunter” seems to sum it up better than anything else.

Do what you love to do, for tomorrow you may not be here to enjoy it.

Jess Johnson
CMRA #21





Thank you for writing the editorial about Randy Renfrow. It is especially timely and poignant given his serious injuries. It just goes to show that life is indeed precious and can be taken away in a moment’s notice.

We should all live our lives as if today might be our last day on this earth. Because one day that is the way it will be.

Stan Simmerson, RN
Duke University Medical Center



Thank you for your short on Randy. I’m a friend of both Randy and (his brother) Shawn. As a racer myself, Randy’s advice was like gold. The word tough can not even began to define Randy.

Yet very few know the struggles he has been through. I’m going to see Shawn this afternoon at the hospital to lend what support I can. Live today, we know not what tomorrow brings. Thank you again!

Donnie Unger



Bravo, I’m moving Monday of next week and need to pack. Yet there is a race this weekend in Donner and I’m in the points chase (SuperTT); I was on the fence as to race or not. It was almost as if you wrote that for me, thank you, I’m going racing. I’m very confident that we will see Mr. Renfrow and his brother at the races soon. My thoughts are with the Renfrow family.

Mike Foster

From a press release issued by Lawdog Sports Management:

Tony Meiring Sells Himself

Tony “The Tiger” Meiring is pleased to announce the launch of his first dedicated line of merchandise. The factory Kawasaki Supersport rider has partnered with Wateree Sports Group in an effort to provide specially designed “Tiger” gear for fans.

Jeff Reeves, vice president of Wateree Sports Group, commented on his company’s latest partnership. “This is a great opportunity for Wateree Sports Group to work with one of the youngest stars in this sport. Tony has proven his ability on the track. We can now offer his new fans a great new product line to help build his exposure both on and off the track. We are excited to have Tony as part of our AMA Pro Racing merchandising program.”

Starting with Eric Bostrom several months ago, Wateree has since signed several top U.S. road racing stars to merchandising deals. And although this season was Tony’s first as a factory rider, the Horizon Award winner has impressed many and proven that he is one of AMA Pro Racing’s brightest future stars. The 18 year-old is certainly excited about this new opportunity. “I can’t wait to work with these guys. They’ve come out with some really good products and designs, and I’ve seen what they’ve done for Eric and for Eric’s fans. So I’m looking forward to having products that my fans can support me with too.”

Fans will be able to purchase the gear at AMA road racing events, and will soon be able to purchase the gear online at www.amaproracing.com/speedshop and also on Tony’s website (www.TonyMeiring.com) following the site’s official launch this fall.

From a press release issued by Dunlop:

Yates wins AMA 600 Supersport title, marks Dunlop’s 16th championship in a
row.

Yoshimura Suzuki’s Aaron Yates wrapped up the 2002 Pro Honda Oils U.S. Supersport Championship at Mid-Ohio Sports Car Course on July 28, 2002 by taking his fifth series win of the year. It marks the second individual AMA road racing championship for Yates, a 28-year-old factory Suzuki rider from Milledgeville, Ga.

Yates’ championship also extends an amazing racing record for Dunlop Motorcycle Tires. With Aaron’s 2002 championship aboard Dunlop’s dominant D208 GP tire, Dunlop riders have now won every single AMA 600 Supersport Championship since the series inception, 16 titles in a row.

Yates began the year by winning the prestigious Daytona round for the first time in his career. It was considered a big breakthrough for Yates to win that race.

Yates backed up his Daytona victory with West Coast wins at California Speedway and Sears Point Raceway to open up a big lead in the series. He then went on to win at Road America and Mid-Ohio and posted podium finishes at Road Atlanta, Brainerd and Laguna Seca.

With his 12-career victories, all of them on Dunlop tires, Yates is third on the all-time AMA Supersport wins list. Yates’ championship also marks the third AMA Supersport championship for Suzuki, with Yates following in the footsteps on Doug Polen (1988) and Steve Crevier (1998), the other AMA Supersport champions who rode for Suzuki.

With 16 straight AMA 600 Supersport championships, Dunlop riders have now won more than 250 races in the 600 Supersport class. That’s more than 90-percent of all the races since the series began.