From a press release:

Not thrilled, but not unhappy. That would describe Eric Bostrom’s post-Daytona mood. The media-picked favorite to win the 2003 AMA Superbike Championship finished the first race in a lonely fifth position. “All in all I’m happy to step out, away from Daytona in one piece, with a race finish and with decent points. That’s pretty much what this race is all about. You know, I would like to win this race someday. Maybe next year when we have the new 1000, but right now, it’s just too difficult for us.”

The #32 rider rode strong for much of the race and was in touch with the leaders on his ZX-7RR, despite giving up horsepower to the 1000’s on the NASCAR track. “I’m happy with how the race started. I was up there battling with the guys. And then on the tire after the second pit stop, I don’t know, I just seemed to have trouble getting going on it. We had some troubles. I about tipped over a couple times. And then I just fell out of the draft, so I was done. At that point the race got pretty lonely and I just conserved it to the finish.”

Meanwhile, brother Ben, who many consider Eric’s biggest title challenger, just missed out winning his first Daytona 200 by finishing a very close 2nd. “I was disappointed for Ben. But he probably did me a favor, though, getting less points at the beginning of the season like that. I certainly anticipate him being tough all year long. And as much as I’d like to see him win the race, I think he did me a favor by not winning it because it’ll be a little bit easier for us to catch up with him.”

Indeed. Especially considering Daytona was only round 1 of 18. It’s certainly going to be a fun and interesting championship to watch.

From a press release:

Phillips Motorsport Group is proud to announce TeamPrivateer.com. This website is dedicated in providing online support for LPUSA Team Privateer members. This website will allow members to be informed about the program in a more up to date and convenient way than monthly letters.

The website features a forum section where racers and non racers can participate in communicating with Team Privateer Reps and other racers from around the country. Various Team Privateer racers on a monthly basis are selected based on their racing successes through the year and are spotlighted as “Team Privateer of the month”. This provides the Team Privateer racer the recognition he has earned and allows him to present his experience online for other racers.

Team Privateer vendors that support the program are a big part of making this program such a success. Every month a selected vendor highlights a racing product and offers sponsorship possibilities.

From a press release:

Snap-on named title sponsor

Short Track National at The Raceway at Powercom Park

FORT WORTH, TX. (March 14, 2003) – Clear Channel Entertainment – Motor Sports announced today that Snap-on Tools Company would be the title sponsor of the Snap-on Short Track National to be held during Harley-Davidson’s 100th Anniversary Celebration. This spectacular event will be part of the K&N Filters Pro Dirt Track Series on Saturday, August 30, 2003 at The Raceway at Powercom Park in Beaver Dam, Wisconsin.

“We are very pleased to take part in this exciting motorcycle event. This is a great opportunity to show our support for America’s purest form of motorcycle racing while helping celebrate Harley-Davidson’s 100th Anniversary,” said Carl Johanson, Snap-on manager of motorsports. “We are committed to the development of high-performance tools and equipment, and we enjoy supporting these racers, as well as delighting our customers, with the quality and value of the Snap-on brand.”

“We are thrilled to have Snap-on as the title sponsor of the Snap-on Short Track National,” said Mike Kidd, a VP of Clear Channel Motor Sports. “Snap-on, one of the best toolmakers in the world, is actively involved in supporting racing and promoting professionals in the industry, so this partnership will provide a huge boost to the event.”

Snap-on Tools Company LLC is a subsidiary of Snap-on Incorporated, a leading global innovator, manufacturer and marketer of tool, diagnostic and equipment solutions for professional tool users. Product lines include hand and power tools, diagnostics and shop equipment, tool storage, diagnostics software and other solutions for vehicle-service, industrial, government and agricultural customers, and commercial applications, including construction and electrical. Products are sold through its franchised dealer van, company-direct sales and distributor channels, as well as over the Internet. Founded in 1920, Snap-on is a $2+ billion, S&P 500 Company headquartered in Kenosha, Wisconsin, and employs approximately 13,100 people worldwide.

SNAP-ON SHORT TRACK NATIONAL
Saturday, August 30th
The Raceway at Powercom Park
Beaver Dam, Wisconsin
Gates Open 1pm
Races 8pm

From a press release issued by Ducati Corse:

CAPIROSSI (1:44.7) FLIES IN DUCATI MARLBORO TEAM
TESTING AT BARCELONA

Barcelona (Spain), 13 March 2003 – The Ducati Marlboro Team put in an extra day’s testing at Barcelona’s Circuit de Catalunya today, in view of the two-day official IRTA tests here on Saturday 15 and Sunday 16 March. The session brought an end to Ducati Corse’s development phase for the Desmosedici, four examples of which were available at the circuit for the first time, two for each rider. The tests will mark the final roll-out for the Desmosedici before the team heads to Japan for the pre-race test session and the opening round of the MotoGP championship, scheduled for April 6 at Suzuka.

Troy Bayliss, who had never seen the Spanish track before, put in as much mileage as possible, and the Australian ended the day with 95 laps to his name. His best time was 1:47.2 as he switched between his two bikes and continued with general set-up work.

“I did a lot of laps today” said Bayliss at the end of the session, “because I have to learn this circuit really quickly. It’s a great track, but is very demanding and tough to learn. It was important to test here today and now I can approach the IRTA tests in the best possible way on Saturday.”

Satisfaction was also expressed by Capirossi, who completed a total of 60 laps, constantly lapping on the pace and recording his quickest time of 1:44.7 at the end of the day. Loris also concentrated on set-up work on the two Desmosedici machines available.

“Not bad for a first day’s work” declared Loris. “Finally the weather conditions allowed us to work well and we are at a good point. The time I set gives me high hopes for the IRTA tests against all the other teams here on Saturday and Sunday.”

Both Capirossi and Bayliss used 2002 Michelin tyres, but will test with 2003 rubber at the weekend.


More, from a press release issued by Fortuna Yamaha:

HARD WORK CONTINUES FOR FORTUNA YAMAHA TEAM

The Fortuna Yamaha Team completed two days of testing in glorious sunshine at Barcelona’s Montmelo circuit today. The squad was present along with Yamaha partners the Gauloises Yamaha Team and Team D’Antin Yamaha as well as the Ducati and Suzuki MotoGP teams. The test was scheduled to replace valuable time lost to poor weather during February. It comes ahead of this weekend’s two-day official IRTA test that should see all the MotoGP contenders go head to head for the first time in 2003.

Spaniard Carlos Checa completed a total of 54 laps today on his Yamaha YZR-M1 before a fall put an end to his track-time. He was disappointed with his time of 1:44.9 despite the fact that it is almost seven-tenths of a second faster than the lap record and a third of a second quicker than his 2002 qualifying time. Checa, who finished third in last year’s Barcelona race, explained: “Yesterday we started with the same settings we had when we tested here before, but I was struggling to go as fast. We changed a few things today and the bike was feeling better but I crashed at the last corner on a hot lap. Maybe I was just pushing too hard or perhaps the tyres weren’t quite up to temperature. It’s good in a way that we can try again on Saturday with the bike rebuilt.”

Checa’s new team-mate in the Fortuna Yamaha squad, Italian 250cc World Champion Marco Melandri, was back to fitness for the test following a shoulder injury sustained in Estoril last month. He was once again working on the fuel-injection settings on his Yamaha YZR-M1 having only recently switched from the 2002-spec carburettor version of the four-stroke machine. He completed 67 laps with a best time of 1:45.7.

“The track feels quite bumpy and the grip level is not so good which adds an extra complication to set-up,” said the 20-year-old Melandri. “We have had to make quite a few changes since last time I rode here because the weather is a lot warmer. It’s good to be back on the bike and I am feeling quite comfortable. It’s good that we have another two days here and it will be interesting to see how I am doing compared to all my new rivals.”

More information will be available from both day’s of testing at this weekend’s Barcelona IRTA Test, the first test at which all 2003 MotoGP competing manufacturers will be present.

TIMES
Alex Barros, Gauloises Yamaha Team 1:44.4 (87 laps)

Carlos Checa, Fortuna Yamaha Team 1:44.9 (54 laps)

Shinya Nakano, Team D’Antin Yamaha 1:45.1 (52 laps)

Olivier Jacque, Gauloises Yamaha Team 1:45.4 (60 laps)

Marco Melandri, Fortuna Yamaha Team 1:45.7 (67 laps)

Copyright 2003, Roadracing World Publishing, Inc.

This just in from AMA Pro Racing’s Ken Rogers, in response to our post, “3/11/2003 And Now A Very Good Question About The Daytona AMA Superstock Race, And Transponder Scoring Of Close Finishes.”


Editor, roadracingworld.com:

Thanks to John Kos from Albuquerque for your observations regarding the use of transponders in timing and scoring. Your calculations are correct that at approximately 180 mph a .009 margin of victory equates to about 2.34 feet. With a physical margin of victory of about 2″ – 3″ the actual time gap should be more in the order of .000631312 seconds. Our timing system is accurate to .00010 seconds and we display times rounded up to 1/1000 of a second. The reason for the .009 margin is due to the difference in placement of the transponders. This difference in transponder placement may have an effect on a finishing margin but it would make no difference when it comes to qualifying. Each rider is timed exactly the same lap after lap so his transponder placement is only relative to himself.

Establishing a reasonable yet effective location for the transponders can be a challenge. Automobile racing organizations such as NASCAR and IRL can mandate a specific distance back from the front bumper of a car for transponder placement. This is a very exact distance such as 24″ and this is checked during technical inspection. Because most of the chassis and body designs are very similar within these series it is easier to achieve a standard location. In the AMA Superbike Championship events at Daytona we had 19 different models of motorcycles and we will have even more when the Formula Xtreme class is added at Fontana. Add to this the various bodywork manufacturers and it becomes very difficult to establish one, universal location to mount a transponder that works for everyone.

Other factors come in to play such as the orientation of the transponder and proximity to electronics and carbon fiber. The TranX 260 and TranX Pro transponders that we use are more accurate when positioned vertically. The performance of the transponder can be inhibited if it gets buried among a cluster of electronics and they definitely do not like carbon fiber. This is why in the World Superbike Series race officials hand you a transponder and ask you to mount it wherever it works best.

At the Dunlop Tire Test this past December we began testing the TranX Direct Power transponders. This transponder is about 1/3 the weight and size of the standard TranX 260 and TranX Pro transponders because it does not have a battery. The transponder runs on the 12 volts from the motorcycle’s on-board battery yet only draws about .5 mw. Because it is required to be wired into the electrical system we asked the teams to experiment with different locations. As this new transponder is smaller in size it is easier to find space within the motorcycle’s fairing. Most of the teams using these have them positioned up inside the front fairing in a spot that is too small for our standard transponder and bracket.

If we could specify one location that is ideal it would be on a front fork tube just above the axle bolt. This would put the transponder in a location that is close to universal in relationship to the front edge of the front tire. However, this may not be suitable for everyone.

The timing and scoring system that we use is manufactured by AMB of The Netherlands and is the same hardware used by the Indy Racing League, CART, NASCAR, World Superbike and MotoGP series. Moreover, we are just one of three customers in the world using their new TimeGear timing software. AMB timing systems have proven to be the most reliable and accurate systems available.

Because there is always the possibility of a discrepancy in the transponder timing for determining finishing margins, we have established a number of additional contingencies. As a backup, and as a matter of procedure, we operate a video camera at the finish line which we start recording at the halfway mark of the race. Not only will we review close finishes between first and second place but we will take a look throughout the field at any other close finishes. In addition we have made arrangements with the television production crew to be able to review their video tapes of the finish as well. In the case of the Superstock Final we took a look at both to reconfirm the transponder timing. Finally we have our manual scorekeepers who, in this case, unanimously scored Tommy Hayden as the winner.

So to John from Albuquerque and other readers who may have had the same observation I hope this helps to answer your question. As more teams and racers choose to acquire these new direct power transponders it will become easier for us to find a universal location that is safe, functional and practical for everyone. And our current transponder placement continues to be reliable and accurate for qualifying and racing.

Ken Rogers
Director of Timing and Scoring
AMA Pro Racing

Copyright 2003, Roadracing World Publishing, Inc.

Lightning Moto Sport’s 2nd Annual Apriliapalooza runs March 14-15, featuring demo rides, food, drinks, dyno runs and door prizes.

Lightning Moto Sport is located at 1974 SW S. Macedo Blvd., Port St. Lucie, Florida 34984, (772) 871-2340.

From a press release issued by Ducati North America:

Ducati North America announces the appointment of Mr. John Porter to the position of Director of Marketing and Communications, effective March 17th.

Mr. Porter comes to Ducati North America with years of experience in the motorcycle industry, including Yamaha Motor Corporation and Moto Guzzi North America. He is an accomplished industry executive whose trademarks are strategic planning, effective implementation and a high involvement managerial style. We welcome him to the team.


Ducati North America also announces the resignation of Mr. Kerry McCammon, Director of Marketing.

Ducati North America would like to thank Mr. McCammon for his help during his tenure and wish him the best.

From VP Racing Fuel:

VP’s MR9 Debuts and Dominates in Daytona!

SAN ANTONIO, TX – “Dominant” is the only appropriate word to describe the recent debut of MR9, VP Racing’s newest road racing and MX fuel. It swept the 4-stroke classes in impressive fashion with wins in 600cc Supersport, 750cc Superstock and Superbike. Miguel DuHamel won the pole for the 600 class but ended up winning the Superbike race, while his teammate Kurtis Roberts won the 600 class. Despite giving up more than 110cc’s to his competitors, Tommy Hayden won the 750 class on a 636cc Factory Kawasaki bike – a testament to the power of MR9…

Proving MR9 isn’t the only weapon in its arsenal, VP’s MR8 won the 250 GP class in a runaway, with Rich Oliver finishing 10 seconds ahead of the competition. Overall, VP Racing fueled the top 8 finishers and 17 out of the top 20 in the 600 class; the top 10 finishers in 750; top 3 in Superbike; and top 2 in 250 GP!

But VP’s rout didn’t end there! Ricky Carmichael and his Honda powered to his fourth straight Daytona Supercross win on VP’s MRX01. Carmichael was followed by Chad Reed’s Yamaha on VP’s MR2 and Tim Ferry’s Yamaha on VP’s MR9. On top of that, the top three finishers in the 125 East Supercross all got their power from MRX01. Finally, the Formula USA Sportbike and Superbike classes were both won by Matt Wait, riding a Knee Draggers Yamaha fueled by VP’s MR1.

If anyone labored under the misperception that VP Racing’s expertise and prowess were limited to dragracing, their delusion was summarily shattered in Daytona. The fuels in VP’s MR Series are likely to dominate motorcycle racing for years to come.

MR9 was designed for 4-stroke road racing and MX where lower octane can be tolerated, as well as supersport and some superbike applications that can run on a lower octane fuel. Dyno tests have proven a 2% to 3% increase in power over VP’s MR1, which in turn delivers up to 6% more power over pump gas. There is nothing on the market that makes more power than MR9!

MR1 is currently VP’s most popular 4-stroke road race fuel for AMA Pro Racing, although it’s believed that will change with the introduction of MR9. The power behind Honda’s 2002 AMA Superbike Championship, MR1 can be used in Supersport, Superbike, most Formula Extreme type applications and 4-stroke motocross where the octane requirements are fairly low.

MRX01 was introduced in 2002 to meet the demands of the top professional motocross teams, who wanted the power of MR1 but with enough octane to run in 2-stroke applications. MRX01 makes 1- 2% more power than MR2 but has a lower octane value. It also is excellent in high compression or Formula Extreme type 4-stroke road race applications where the octane of MR1 is not high enough.

MR2 is still the best all-round 2-stroke MX fuel given its power to cost ratio. MR2 has a high motor octane of 102 and produces 3% more power than standard type race fuels. MR2 was designed specifically for 2-stroke motocross and has won multiple AMA Supercross and MX championships each year since its introduction in 1998 through 2001.

MR8 is designed specifically for 125cc and 250cc GP 2-stroke engines where high octane is needed. MR8 makes significantly more power than standard type race fuels.

The verdict is in — if you’re on a motorcycle these days, the surest way to the winner’s circle is VP Racing’s MR Series fuels. More information is available on the attached tech bulletin and VP’s website – vpracingfuels.com.


From Ben Bostrom News:

Leaving Daytona with a Rolex and a podium finish is one Ben Bostrom. The Las Vegas resident returned home this season from racing overseas to contest the AMA Superbike Championship with the factory Honda team, the same team he won the title for in 1998.

The race weekend didn’t quite get off to a smooth start, however. “We’ve just been struggling this week with all the rain and in the 600 race too. We have a couple of the most important races of the year here, and it rains all weekend. The thing that ended up killing us was the Supersport race. My hands fell asleep during the 2nd or 3rd lap. My hands just went numb. And I couldn’t feel the brakes so I had to follow everybody. The high frequency of that little motor is what did it. The motor is just singing, revving so much on the banking. It just put my hands to sleep. I ended up just following everyone and that was a disappointment.

“And naturally, losing the 200 race, well that was a disappointment too. A race that I really, really wanted to win. Man, that was heartbreaking. I just didn’t know where those guys were going into the last chicane there, so I hit the brakes and tried to stall them out and then gas it back up. Obviously that was the wrong move to do. And Miguel, I set it up perfectly for him! With Kurtis’ draft, the lapper’s draft, and my draft, it couldn’t have been 1…2…3…any nicer for him! As a teammate, Miguel’s great. He’s a really funny guy. And definitely a hard charger. But he beat us because he was smarter.

“But I came home to win races, to win a championship. That’s why I’m here. And my bike, it is so fast.

“It’s going to be a fun championship.”

Log onto the NEWS page on www.BenBostrom.com to see a picture of Ben with his pole-position earning ROLEX


From Dark Dog Suzuki:

Former Pro Thunder racer, Jessica Zalusky, will race the AMA 750 Superstock Championship, for the newly formed team, Dark Dog Suzuki. Jessica, who made an appearance at Daytona, is currently finishing her professional snowboarding competition season, and will be testing this month at Midamerica Motoplex in Iowa in preparation for the remaining AMA racing season.

Dark Dog Energy Drink, who is the new presenting sponsor of the AMA Suzuki Showdown at Road Atlanta, has joined the team as the primary sponsor. Dark Dog Suzuki Team has received great support from the industry, partners include Bridgestone, Kymco Scooters, Moto Primo, Midamerica Motorplex, Teknic Gear, BRP/Champion Equipment, Suomy Helmets, Galfer Brakes, Scotts Performance, Armour Bodies, Factory Pro, MaDesigns, Specialized Graphics, M4 Exhausts, VP Fuel, and Edge Performance Riding Courses.

For more information about Dark Dog Suzuki, go to www.roadracinggirl.com


From a press release issued by Corona Extra Suzuki:

SUN SHINES AT DAYTONA BUT RAIN ON THE CORONA EXTRA SUZUKI PARADE!

Though the sun shone this Monday at the Daytona International Speedway, it still rained on the Corona Extra Suzuki parade with bad luck in both races entered!

In the main event, the Daytona 200 by Arai, rider Jordan Szoke started well in his first running of this prestigious race, getting as high as ninth before a bolt from another machine punctured the Suzuki GSXR1000 oil cooler covering the bike and tires with oil. Jordan was skilled in being able to stop without mishap.

In the Genuine Suzuki Accessories Superstock event, defending champion Jimmy Moore hit a false neutral as he tipped into turn one on the start, causing him to run straight, stop and run across a big expanse of grass covered in two inches of water. Moore left Turn One dead last. He rode like the same wind Daytona Speedway experienced over the event weekend, working his way past 16 riders but using up his tires in the process. Moore finished in 15th position by race end. Teammate Adam Fergusson, in this his first ever event at the imposing Speedway, rode very well getting as high as second during the race. Always in the lead pack of 7 bikes, Adam’s inexperience in drafting and gearing selection for his Suzuki GSXR 750, so critical at Daytona, held him back at the finish, completing the race in the lead pack and netting 7th, only 1.4 seconds behind the winner. A great first Daytona result. Jordan Szoke was never able to break from the second pack of 6-8 riders and ended the race in 14th position.

Copyright 2003, Roadracing World Publishing, Inc.

Because American Honda is paying in both the Supersport/Superstock classes and the Superbike classes at many club races, at first glance it sounds like a racer with a CBR600RR could win $3000 a weekend in just 600cc classes. However, there is a catch, (actually a couple of catches, if you’re not a U.S. citizen or don’t have a green card), as explained in the fine print for the Honda contingency program:

“Contingency awards will be paid based on the rider’s best overall finish in one class, per registered unit, per event. Contingency will not be paid for multiple classes at the same event with the same machine. A minimum of five (5) riders in a class (in any event) must race for contingency to be paid. Contingency payouts will only be issued to riders with a valid U.S. social security number, a valid U.S. mailing address and a completed W-9 form.”