Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

The annual Dunlop tire test at Daytona International Raceway remained on hold Tuesday due to rain, but officials have arranged to extend the test for an additional half-day on Thursday.

Tuesday started with heavy overnight rains ending, and the prospects of riders getting on track looking good. Riders took trips out onto course in pit vehicles to inspect the drying process early, but rain returned to the famed World Center of Racing at 11:30 a.m. local time and continued into the afternoon. At 1:30 p.m. Eastern Time, some teams had loaded their bikes into their trucks and left the circuit.

Only a few riders actually came to the track Tuesday, opting instead to stay at their hotel waiting to be called to the track by their teams if the track dried enough to ride.

In the meantime, Dunlop National Road Race Manager Jim Allen has made arrangements to extend the tire test into Thursday, December 12 but only until 1:00 p.m. Thursday. Even then, Allen says Dunlop engineers won’t be able to accomplish as much as they had hoped.

“Right away, as soon as you lose track time, you’ve got to prioritize,” said Allen. “It’s very likely that some of the stuff we brought won’t get tested or it won’t get tested as fully as we would have liked it to. If we have a full day tomorrow and a half-a-day on Thursday, we’ll have a-day-and-a-half instead of three days. We won’t be able to test as much or put the distance on as many tires as we wanted to do. We’ll just have to do the best we can.

“Over the years, we’ve been pretty damn lucky, really. We’ve never lost a full day here that I can recall. All the December tests I can recall, half-a-day here, half-a-day there, but I don’t think we’ve ever lost a full day. That goes back to the early ’90s, maybe before. So quite some time.”

Asked if he could spread the new and different compounds, constructions and sizes of Superbike slicks and Supersport DOT-labeled tires over all of the different riders to make the most of the available time, Allen said, “We do that anyway. We sit down, and let’s use Eric Bostrom as an example, he has a really good feel for compounds. So Eric will do the compound testing. Kurtis has a real good feel for casings. So we’ll have him test the casings.

“You get two or three guys to do each of those tasks. Then you can sort of put them together. Eric said this. Kurtis said this. Miguel said this, but he also said this. Then we’ll try and get Eric to try the casings and Kurtis to try the compounds and see what they say there.

“That’s what you try to do. It’s always dangerous to put all of your development into one guy. If the guy’s wrong, then you’re wrong. You try to get two or three different opinions. If they’re all divergent, then you’re really screwed. If they coincide, then that’s a pretty good indication that you’re on to something.”

Allen said that Dunlop brought 21 different combinations of Superbike tires, front and rear, and 16 different combinations of Supersport tires, front and rear, to test. Most of the tires are Daytona-specific, and at least half of the tires are new designs aimed at withstanding the new challenges presented by the revised chicane layout and resulting higher speeds.

From a press release:

TORONTO, ON – The Parts Canada Superbike Championship, Canada’s national motorcycle road racing series will sport a new look when the 2003 season gets underway at Shannonville Motorsport Park May 15-18.

Professional Motorsports Productions, organizer of the national tour has released its final rules package for the coming season. Central to the new regulations are performance restrictions for the feature class, designed to control costs and encourage stronger participation.

Motorcycles racing in the new headline division, still called Superbike, will be faced with a 155 horsepower limit. Minimum weight has been set at 360 pounds while engine displacement is unlimited. There will be an ‘open’ tire rule, meaning slick, or non-treaded tires are permitted. However, they must be mounted on stock 17-inch wheels. Brake and suspension modifications are substantially restricted.

Horsepower will be verified post-race on the series’ official Dynojet Dyno.

“Thanks to the co-operation of Honda, Kawasaki, Suzuki and Yamaha we have been able to develop a set of rules that should provide continued excellent racing in the Superbike class,” said Colin Fraser of PMP. “In today’s environment money seems to dictate who can excel in motorsport. We’re doing our best to open the doors for talented riders to compete at the top level, whatever their financial means.”

As part of the implementation of the new rules package, Honda’s RC51 and the Kawasaki ZX-7RR ‘works’ Superbikes have been grandfathered for the 2003 season. They will be allowed to compete next year with additional restrictions agreed between the four major motorcycle manufacturers and PMP.

Those two models were the most exotic equipment involved in the Parts Canada Superbike Championship over the past few years. Steve Crevier won the 2000 and 2001 national title on a Honda Canada RC51 while Owen Weichel placed second in points last year aboard the Canadian Kawasaki Motors prepared ZX-7RR.

In a further move designed to bring new blood into the feature class each of the four participating manufacturers will be required to provide direct factory support to at least three riders in the Superbike division.

Rules have also been finalized for the pro Yoshimura 600 Sport Bike and amateur International Motorcycle SUPERSHOW 600 Sport Bike national support classes in 2003. Power will be restricted to 110 hp and minimum weight is 360 pounds. Both standards are identical to last season’s Yoshimura 600 Sport Bike rules.

Manufacturers will also be required to field three riders in the pro 600 Sport Bike national class.

The Amateur 600 Sport Bike series makes its national debut in 2003. Full details on the new program will be released shortly.

After opening at Shannonville Motorsport Park near Belleville, ON May 15-18 the 2003 Parts Canada Superbike Championship will visit Calgary, St-Eustache, QC; Bowmanville, ON; Shubenacadie, NS; and Mont-Tremblant, QC; before concluding back at Shannonville Aug. 29-31.

The schedule is the busiest for the national tour in almost two decades.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Attack Suzuki’s Jason Pridmore and Bruce Transportation Group Honda’s Marty Craggill are considering racing the 2003 Daytona 200 AMA Superbike race on their respective Formula Xtreme bikes, modified to fit the new-for-2003 Superbike class rules.

“That’s tentative,” said Attack Suzuki team owner Richard Stanboli. “I figured since we’re here it would be a shame just to run one class.”

Stanboli said Pridmore will also probably ride in the AMA Superstock race at Daytona before concentrating on defending his AMA Formula Xtreme Championship on a 2003-model Suzuki GSX-R1000.

Attack Suzuki’s Josh Hayes will also race Formula Xtreme on a new Suzuki GSX-R1000 and will race the Superstock class full-time on a GSX-R750.

Bruce Transportation Group Honda brought an updated version of its CBR954RR Formula Xtreme bike for Craggill to test at Daytona. The bike was fitted with a new ram-air intake system, with vertical intake scoops on the leading edge of each fairing lower, and a new airbox, which utilizes the fuel tank as the top of the airbox for extra internal volume.

“Basically, we’re testing with a Superbike-spec motor,” said Bruce Transportation Group Honda Crew Chief Joey Osowski. “With the (AMA Superbike) rule change, we are able to run the 200. We just have to see where we’re at with it (Honda CBR954RR).”

Osowski says he want to see how competitive the team could be with the CBR954RR before investing in the quick-change pitstop hardware necessary to run the classic 200-mile race. “Where we are right now, it would probably be a two-minute tire change, which is a lot (of time),” said Osowski. “So it’s kind of ridiculous. But if we can get up to speed and figure that we’re running somewhere near qualifying (lap) times, we’ll consider it. Again, we’re doing it as a test to see where we’re at.

“We’re actually looking to do more, again with the rule changes and stuff, looking at 2004 to see where we’re going to be then, whether we’re going to step up and do Superbike in 2004.”

In the meantime, Craggill said he has been preparing to race the Honda CBR600RR, losing nearly 20 pounds in the off-season to be more competitive in his first-ever season racing a 600cc machine.

From a press release issued by Honda:

HONDA RACING INFORMATION
HRC Winter Test Jerez, Spain, December 9, 2002

Heavy Rain Curtails Work on First Day of HRC Winter Test at Jerez

The first day of the planned three-day test session for HRC MotoGP riders, at Jerez, Spain was curtailed due to heavy rain, which poured down until after lunch, and again late in the afternoon.

American Superbike Champion Nicky Hayden took his RC211V five-cylinder four-stroke out onto the rain-soaked track. Hayden has little riding experience on Michelin tyres in dry conditions, less on full wet pattern tyres. The foul weather at Jerez gave the 23-year-old the opportunity to acquaint himself with the Michelin’s wet weather covers he is almost certain to use at some point during the 2003 season.

At the end of the session the soaking wet and freezing Hayden said. “The track is really running with water at times, it was better in the afternoon but rained hard at the end. Basically I was just getting in running time in the conditions. I have never raced on full wets in the U.S. The tracks are not as safe as in Europe.

“I first had to find my way round here on the RC211V. Once I had done a few laps I began to feel comfortable on the bike in the wet, I got a better feel as the day went on. In the end I felt very comfortable out there. The bike is very positive in the wet, and the tyres felt really good. It wasn’t very good for the team gathering information but it was good for my experience.”

Japanese MotoGP stars Daijiro Kato and Tohru Ukawa tested their RC211Vs but could do little more than confirm wet tyre performance. They did not undertake the marathon session Hayden did, both men keeping laps to the minimum necessary in the conditions.

MotoGP World Champion Valentino Rossi did not test today; the Italian preferred to wait for better climes and sat out day one. “It was too rainy today; we had nothing to test in the rain so I decided not to ride at all. Tomorrow I will ride, even if it rains. It’s a pity about today, we had important test for tyres, but slicks!” commented Rossi.

From a press release issued by Ducati Corse:

DUCATI CORSE PRESS INFORMATION
Valencia (Spain)
Monday 9 December, 2002

HODGSON (DUCATI 999 SUPERBIKE) SETS STUNNING LAP TIMES AT VALENCIA

Neil Hodgson (Ducati 999 Factory ’03) set some stunning lap times on the third and final day of Superbike testing at Valencia as the British rider started off his Ducati Corse WSBK campaign in the best possible way with a new unofficial track record. His 1:34.4 mark, set on qualifying tyres, was two-tenths of a second quicker than the time recorded by Bostrom (Ducati L&M) during qualifying for last March’s World Superbike race at the Ricardo Tormo circuit. Hodgson also lapped strongly on race tyres, setting a best time of 1:35.0 during his 89 laps of the track.

Hodgson, who today focussed mainly on Michelin tyre testing, was pleased with the results of the three-day session. “I’m really happy because I didn’t put myself under any pressure at all. We’re working one step at a time and today in particular I didn’t feel I was going for a quick time. I’m really pleased with the 999, and the feeling with it is so good. Even though Valencia is not one of my favourite tracks, I enjoyed riding here and the times came easily.”

Ducati Superbike team-mate Ruben Xaus also managed to set some interesting times during his 56 laps. The Spanish rider recorded a 1:35.2 early in the morning, and said he was enthusiastic about the new 999. “The bike is really good and competitive already”, commented Ruben, “and I like it a lot. We’ve still got a bit of work to do to learn its reactions, because it’s very different to the 998, but it’s already looking a good starting-base for the 2003 championship.”

Ernesto Marinelli, Superbike Track Technical Director, added: “We can consider ourselves satisfied with the outcome of the test. We completed the vast programme of tyre testing, which gave us excellent indications for the race. In addition both riders lapped strongly on race tyres and were satisfied with the bike.”

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

The Dunlop tire test, scheduled to start today at Daytona International Speedway and run through Wednesday, December 11, is currently on hold due to rain.

Teams and riders in attendance for the test but currently sitting in the garages include:

American Honda: Miguel Duhamel, Ben Bostrom

Erion Honda: Kurtis Roberts, Jake Zemke, Roger Lee Hayden, Alex Gobert

Bruce Transportation Group Honda: Marty Craggill

Yamaha: Damon Buckmaster, Jamie Hacking, Aaron Gobert, Jason DiSalvo

Kawasaki: Eric Bostrom, Tommy Hayden, Tony Meiring

Team Yoshimura Suzuki: Mat Mladin, Aaron Yates, Ben Spies

Attack Suzuki: Jason Pridmore, Josh Hayes

Ducati Austin Racing: Anthony Gobert

The annual test is traditionally the first appearance of most of the following season’s AMA factory and factory-supported road racing teams. This year’s test was more important than in years past as Dunlop technicians needed to gather data from Superbikes running the revised chicane layout of the 3.56-mile infield road course.

In its race debut during the Formula USA/CCS event in October, the new chicane layout resulted in higher speeds on the east banking and much faster lap times, two seconds or more faster per lap. The higher speeds on the banking also led to tire problems for several racers in October, including Dunlop racers.

“Yeah, for sure there’s some concern there,” said Dunlop National Road Race Manager Jim Allen. “Everyone was having a harder time than normal this past October. So we were looking forward to learning as much as we can.”

AMA Pro Racing Superbike Operations Manager Ron Barrick told Roadracingworld.com that the new chicane layout and deciding how AMA Pro Racing would handle the new chicane was part of the reason he came to the tire test.

“Obviously, we need the guys’ feedback to figure out what to do, and we can’t do that with it raining,” said Barrick. “It is something that we have to look at. Whether we need to alter the chicane a little bit to slow their exit speed while still keeping the exit more parallel with the speedway remains to be seen, but the people from the Speedway seem to be willing to help accommodate us.” Barrick is also in Daytona to have his regular meetings with speedway officials to plan the March AMA Superbike race event.

In the past, Dunlop has had a fourth day available as a rain date, but not this year. “That’s how it’s been in the past,” said Allen, “but the track is completely booked. We would like to, but these days the track has the Richard Petty Driving Experience and the Skip Barber schools. So they’re booked up.”

Rain is forecast through Tuesday but not on Wednesday.

In the meantime, riders are killing time by getting acquainted with their new crew members, taking publicity photographs, sorting out their new riding gear, doing media interviews and watching their teams put the finishing touches on their new racebikes.

Honda, Kawasaki and Yamaha teams all have new 600cc Supersport machines; Yoshimura Suzuki has its new 1000cc Superbikes; and Ducati Austin Racing has its 2003-model Ducati 998RS Superbikes. Kawasaki also has its new 636cc ZX-6RRs, identifiable by the lack of swingarm pivot adjustability and black fuel tanks. The 600cc Kawasakis have adjustable swingarm pivots and green fuel tanks.

From a competition bulletin issued by AMA Pro Racing:

To: All Licensed Road Racers and Season Credential Holders
From: Rob King, Technical Manager

Subject: 2003 Road Race Rule Changes and Additions

The following rule changes and additions are approved for the 2003 Chevy Trucks US Superbike Championship series. If you are a pro racer and have applied for your 2003 license, you will be receiving a new rule book with your license. The book will also be posted on AMA Pro Racing’s website at amaproracing.com. Date of implementation for all changes and additions will be January 1, 2003.

The Superbike equipment regulations are listed here in a format which closely follows that of the rule book. The 1000cc multi-cylinder category is new for 2003 and should provide an excellent way for many racers and teams to step-up to Superbike. The four-cylinder 750cc Superbikes have been given a boost to 800cc in order to help match their performance to the 1000cc twins. In addition, the minimum weight requirement for all Superbikes has been increased to 370 pounds to help balance the competition between all engine configurations and displacements.

Following the Superbike regulations, the changes to Supersport and Superstock are listed showing the current rules, the changes and the reasons for the changes. Rule book text is not fully formatted at this time, but it will be very close to this wording.

Superbike Equipment Categories
The Superbike class includes two broad categories of equipment regulations. One set of rules applies to 750cc four cylinders, 900cc three cylinders and 1000cc twin cylinders. These rules can be found in Section A. A separate set of rules applies to 1000cc multi-cylinders. Those are listed in Section B.

Both categories of Superbikes are also subject to the requirements in Equipment Standards General and Approval of Motorcycles. Superseded or redesigned parts controlled by these rules must be submitted by the motorcycle’s manufacturer to AMA Pro Racing for review and approval before use in competition. In addition, such parts must then be listed in the current OEM parts list as supplied to AMA Pro Racing. Motorcycle components not specifically controlled by these rules may be modified, removed or replaced.

A. Superbike Equipment – 750cc Four Cylinders, 900cc Three Cylinders and 1000cc Twin Cylinders
1. Approval of Superbikes – 750cc Four Cylinders, 900cc Three Cylinders and 1000cc Twin Cylinders
(a) Only approved motorcycles may be used in Superbike competition. The AMA will only review applications for homologation from motorcycle manufacturers or their distributors. Homologation applications and procedures are available through the AMA Pro Racing home office.

(b) Once a motorcycle has been approved, it may be used until such time that it may be disqualified by new rules or rule changes.

(c) Compliance with homologation requirements will not guarantee AMA approval. Homologation may be withheld or withdrawn for any reason the AMA deems in the best interest of Superbike competition.

(d) 750cc four-cylinder, 900cc three-cylinder and 1000cc twin-cylinder motorcycles must be street certified in an FIM-recognized country and available through US distributors or retail dealers. A list of eligible motorcycle models is available from the AMA Pro Racing home office. Minimum import requirement is as follows:

All manufacturers – 50 units

2. Engine Displacements
551cc – 750cc 4-stroke four cylinders (See Overbore Allowance)
551cc – 900cc 4-stroke three cylinders
551cc – 1000cc 4-stroke twin cylinders

3. Overbore Allowance
(a) Engines with displacements originally within the 551 – 750cc four cylinders range are permitted to have cylinder bores increased by a maximum of 2mm, with the resulting displacement not to exceed 800cc.

(b) 551cc – 900cc three cylinders and 551cc – 1000cc twin cylinders are not allowed an overbore. Displacement limits are absolute.

4. The following engine components may not be altered from the originally approved model except as noted:
(a) Engine type, configuration and stroke
(b) Crankshaft configuration
(c) Cam drive location in the engine
(d) Number of valves
(e) Material and castings of cylinders, cylinder heads, and crankcases. Cylinder liners or coatings may be replaced or added, provided the original type cylinder casting is utilized.
(f) The major element used as material in the crankshafts and camshafts.
(g) The number of carburetors or fuel injection throttle bodies (See Superbike Component Claiming Rule)
(h) Variable-length carburetor/fuel injection intake tract devices that function while the engine is operating are prohibited.
(i) Fuel injection is permitted only on motorcycles on which it is standard equipment. Aftermarket systems are not permitted. Originally approved throttle bodies must be retained but may be modified.

5. The following items may not be altered from the originally approved model except as noted:
(a) Stock main frame
(1) Frame must display vehicle identification number.
(2) Strengthening gussets and tubes may be added, but none may be removed. (3) Accessory brackets (radiator, shock reservoir, stands, etc.) may be changed, relocated, added or removed. Holes may be drilled only for the purpose of attaching brackets or other components.
(4) Frames may be painted, powder coated, polished or surface treated.
(b) Fairing and bodywork may be modified or replaced with aftermarket parts which resemble the originally approved parts in design and which maintain similar dimensions.
(1) With permission from the Race Manager or the Chief Technical Inspector, fairing or bodywork may be removed only if damaged at that particularmeet.
(2) See also Fairing and Bodywork in Equipment Standards – All Road Race Motorcycles.
(c) Wheels may be replaced with aftermarket parts provided they are not constructed of carbon fiber or carbon composites. Maximum rear wheel rim width is 6.25″.
(d) Forks and shock absorbers may be modified or replaced with aftermarket parts.
(1) Shocks may be relocated but the original suspension type (dual shock or single shock) must be retained.
(2) Active, semi-active or computer-controlled suspension units are not permitted.
(3) See also Superbike Component Claiming Rules.
(e) Fuel tank, or bodywork installed in the traditional fuel tank location, may be modified or replaced with aftermarket parts provided the side view profile remains visibly the same as the originally approved model.
(1) Fuel tanks may be modified to achieve a maximum capacity of 24 liters (6.341 gallons).
(2) The fuel cap may be replaced with a quick-fill coupler and additional vent coupling. Both couplers must be installed in the top of the tank. Maximum inner diameter of quick-fill or vent coupler is 63.5mm (2.5″). See also Dump Cans for Refueling in Equipment Standards – All Road Race Motorcycles.

6. Weight: All Superbikes minimum weight requirement – 370 pounds

7. Superbike Component Claiming Rules – 750cc Four Cylinders, 900cc Three Cylinders and 1000cc Twin Cylinders
(a) The following components of 750cc four-cylinder, 900cc three-cylinder and 1000cc twin-cylinder Superbikes are subject to claiming by competitors or the AMA at the prices listed when used in Superbike competition:

Fuel injection throttle body assemblies and electronic control module:
Twin cylinders – $2,500
Four cylinders – $3,500
Four-cylinder carburetor assembly – $3,500

Fork assemblies – $7,500
Shock absorber assembly – $2,500

(b) Claims will be accepted only from riders who competed in the same final event as the rider whose equipment is being claimed.
(c) Claim form and cash or a certified check must be submitted to the Chief Steward or Tech Inspector within 30 minutes of the posting of results.
(d) Once a claim is made, it may not be withdrawn.
(e) Competitors or teams cannot claim their own equipment.
(f) Should there be more than one claim for the same equipment, a drawing will be held to determine the successful claimant.
(g) Upon notice, the rider whose equipment is being claimed must present the motorcycle for impound at tech inspection.
(h) The owner of the claimed equipment must then accept the fee and deliver the specified components.
(i) An eligible claimant is permitted only one successful claim per season.
(j) Teams or individual competitors who have had a component claimed are not subject to an additional claim for a period of four meets within a season.

B. Superbike Equipment – 1000cc Multi-cylinders

1. Approval of Superbikes – 1000cc Multi-cylinders
(a) Only approved motorcycles may be used in Superbike competition. The AMA will only review applications for homologation from motorcycle manufacturers or their distributors. Homologation applications and procedures are available through the AMA Pro Racing home office.
(b) Once a motorcycle has been approved, it may be used until such time that it may be disqualified by new rules or rule changes.
(c) Compliance with homologation requirements will not guarantee AMA approval. Homologation may be withheld or withdrawn for any reason the AMA deems in the best interest of Superbike competition.
(d) 1000cc multi-cylinder motorcycles must be street-certified in the US and available through US retail dealers. A list of eligible motorcycle models is available from the AMA Pro Racing home office. Minimum import requirements are as follows:
Manufacturers with 200 or fewer US retail dealers – 300 units
Manufacturers with more than 200 US retail dealers – 400 units

2. Engine Displacements
901cc – 1000cc 4-stroke three or more cylinders

3. The following engine components may not be altered from the originally approved model except as noted:
(a) Engine type, configuration and stroke
(b) Stock crankshaft
(1) Bearing surfaces may be polished or surface treated.
(2) Balancing is permitted but only by the same method used by the OEM. For example, heavy metal (i.e. Mallory metal) inserts are not permitted unless they were originally specified by the OEM.
(3) Attachment of aftermarket ignition components or sensors is permitted.

(c) Stock cylinders, cylinder heads and crankcases
(1) Machining, welding and the addition of material are permitted.
(2) Cylinder liners or coatings may be replaced or added.

(d) Aftermarket or modified valves, springs, retainers and other valve-train components are permitted. The original number of valves must be maintained.
(1) Valve diameter, including stem, must remain stock.
(2) Valves must be made of the same basic material as the OEM valves.
(3) Valves must remain in the same location and at the same angle as originally installed by the OEM.

(e) Aftermarket camshafts are permitted, but cam lift and the resulting valve lift must be no greater than stock. Aftermarket cam drive components are permitted, but must be in the same engine location as the OEM drive.
(f) Aftermarket or modified, stock-type clutches (wet-type cannot be changed to dry-type) with back-torque limiting capabilities are permitted.
(g) Transmission shafts and gear sets – Two options are available for these components:
(1) Stock transmission shafts and gear sets – Undercutting and surface treatments are the only modifications allowed.
(2) Approved (homologated) transmission shafts and gear sets – Each manufacturer will be permitted one alternative set of gear ratios per approved model. Only shafts and gears sold through the OEM distributor or its dealers are permitted. Approved shafts and gears may be interchanged with stock components. Undercutting and surface treatments are the only modifications allowed.
(3)Approved transmission components must be available individually and as a set to AMA Superbike-licensed riders for the entire current season (or the remaining part of the season). Orders determined to be legitimate by AMA Pro Racing and accompanied by a 50% deposit must be filled within 15 business days of receipt by the OEM distributor or dealer.
(4) Retail price of individual approved transmission components may not exceed twice the manufacturer’s suggested retail price of the components they replace. If a manufacturer does not offer optional AMA-approved transmission components, then the stock components must be utilized.

(h) Fuel injection throttle-body assemblies – Two options are available for these components:
(1) Stock throttle-body assemblies – Fuel delivery through the standard injectors may be changed but no other modifications are permitted. Variable-length fuel injection intake tract devices that function while the engine is operating are prohibited.
(2) Approved (homologated) throttle-body assemblies – Each manufacturer will be permitted one alternative throttle-body assembly per approved model. Only throttle bodies sold through the OEM distributor or its dealers are permitted. Fuel delivery through the approved throttle-body injector nozzles may be changed but no other modifications are permitted. Variable-length fuel injection intake tract devices that function while the engine is operating are prohibited.
(3) Approved throttle bodies and replacement parts must be available to AMA Superbike-licensed riders for the entire current season (or the remaining part of the current season). Orders determined to be legitimate by AMA Pro Racing and accompanied by a 50% deposit must be filled within 15 business days of receipt by the OEM distributor or dealer.
(4) Retail price of throttle-body assemblies and replacement parts may not exceed twice the manufacturer’s suggested retail price of the components they replace. If a manufacturer does not offer optional AMA-approved throttle bodies, then the stock components must be utilized.

4. The following items may not be altered from the originally approved model except as noted:
(a) Stock main frame
(1) Frame must display vehicle identification number.
(2) Strengthening gussets and tubes may be added, but none may be removed.
(3) Accessory brackets (radiator, shock reservoir, stands, etc.) may be changed, relocated, added or removed. Holes may be drilled only for the purpose of attaching brackets or other components.
(4) Frames may be painted, powder coated, polished or surface treated.

(b) Fairing and bodywork may be modified or replaced with aftermarket parts which resemble the originally approved parts in design and which maintain similar dimensions.
(1) With permission from the Race Manager or the Chief Technical Inspector, fairing or bodywork may be removed only if damaged at that particularmeet.
(2) See also Fairing and Bodywork in Equipment Standards – All Road Race Motorcycles.

(c) Wheels may be replaced with aftermarket parts provided they are not constructed of carbon fiber or carbon composites. Maximum rear wheel rim width is 6.25″.

(d) Forks and shock absorbers may be modified or replaced with aftermarket parts.
(1) Shocks may be relocated but the original suspension type (dual shock or single shock) must be retained.
(2) Active, semi-active or computer-controlled suspension units are not permitted.
(3) See also Superbike Component Claiming Rules.

(e) Fuel tank, or bodywork installed in the traditional fuel tank location, may be modified or replaced with aftermarket parts provided the side view profile remains visibly the same as the originally approved model.
(1) Fuel tanks may be modified to achieve a maximum capacity of 24 liters (6.341 gallons).
(2) The fuel cap may be replaced with a quick-fill coupler and additional vent coupling. Both couplers must be installed in the top of the tank. Maximum inner diameter of quick-fill or vent coupler is 63.5mm (2.5″). See also Dump Cans for Refueling in Equipment Standards – All Road Race Motorcycles.

5. Weight: All Superbikes minimum weight requirement – 370 pounds

6. Superbike Component Claiming Rules – 1000cc Multi-cylinders
(a) The following components of 1000cc multi-cylinder Superbikes are subject to claiming by competitors or the AMA at the prices listed when used in Superbike competition:
Fork assemblies – $7,500
Shock absorber assembly – $2,500
(b) Claims will be accepted only from riders who competed in the same final event as the rider whose equipment is being claimed.
(c) Claim form and cash or a certified check must be submitted to the Chief Steward or Tech Inspector within 30 minutes of the posting of results.
(d) Once a claim is made, it may not be withdrawn.
(e) Competitors or teams cannot claim their own equipment.
(f) Should there be more than one claim for the same equipment, a drawing will be held to determine the successful claimant.
(g) Upon notice, the rider whose equipment is being claimed must present the motorcycle for impound at tech inspection.
(h) The owner of the claimed equipment must then accept the fee and deliver the specified components.
(i) An eligible claimant is permitted only one successful claim per season.
(j) Teams or individual competitors who have had a component claimed are not subject to an additional claim for a period of four meets within a season.


Supersport and Superstock

1. Current rule: Electric ignition cutout shift devices are currently not permitted.

Change: Electric ignition cutout shift devices are permitted. These devices may not physically operate the shift lever or the shifting mechanism.

Reasons for Change: Aftermarket electronic ignition interrupting shift kits are reasonably priced and readily available.

2. Current rule: Stock cam chain tensioners must be utilized.

Change: Aftermarket cam chain tensioners are permitted.

Reasons for Change
This change does not affect engine power output but may positively affect reliability under racing conditions. Aftermarket units are reasonably priced and readily available.

3. Current rule: Except as noted in the rule book, cylinder heads, cylinders and engine cases must remain stock with no modifications, metal removal, blueprinting, or surface treatments.

Change: Machining of gasket surfaces of cylinder heads, cylinders or engine cases for the purpose of increasing or balancing compression only is permitted.

Reasons for Change: The increased compression may help to balance the competition between brands and will eliminate the need for technical inspections of deck heights.

4. Current rule: Cylinder head and base gaskets may be replaced only with OEM stock parts. All other gaskets may be replaced with duplicate aftermarket parts.

Change: All gaskets may be replaced with aftermarket gaskets.

Reasons for Change: With the removal of a deck height requirement, the need for stock gaskets is no longer necessary.

Should you have any questions concerning these changes, please contact Technical Manager Rob King at (614) 856-1910, extension 1230 or Director of Competition Merrill Vanderslice at (614) 856-1910, extension 1262.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

The AMA Superbike race scheduled for September 19-21 at Barber Motorsports Park in Leeds, Alabama will be a Superbike double-header with one Superbike race on Saturday and a second Superbike race on Sunday. That’s the word from AMA Superbike Operations Manager Ron Barrick, at Daytona International Raceway for Dunlop tire testing.

The announcement brings the total of 2003 AMA Superbike races to 18 spread across 11 events.

All other AMA road racing classes – Supersport, Superstock, 250cc Grand Prix — will have 11 races except for AMA Formula Xtreme, which will only have 10 rounds.

The AMA Formula Xtreme class does not race at Daytona International Speedway.

From a press release issued by Ducati Corse Press:

The second day of Superbike testing at the Valencia circuit in Spain saw both Ducati’s 2003 Superbike riders, Neil Hodgson and Ruben Xaus, start to set some interesting times on the new Ducati 999 Factory ’03.

Today’s weather conditions were slightly worse than Saturday’s, as the temperature dropped and clouds set in for most of the day. Hodgson, who only did a few laps yesterday, today put in a considerable amount of mileage to complete the day’s schedule of general set-up work and testing new tyres developed by Michelin. At the end of the day the 29-year-old from Burnley had completed a total of 92 laps, with a quickest time of 1:35.4.

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Neil Hodgson

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“The bike feels much nicer than the last time I tested with it at Valencia in October,” commented Neil. “Now it is doing everything I want it to do and that’s important. The 999 Testastretta engine is really smooth and strong, and revs a bit more than the engine on the bike I used this year.”

Ruben Xaus also lowered his Saturday time and, despite some technical problems on his 999, the 24-year-old from Barcelona was satisfied with his 1:35.5 mark, two-tenths quicker than yesterday’s time.

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Ruben Xaus

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“Today it was my turn to stay in the garage,” declared Ruben. “The day didn’t get off to the best possible start when I had to stay in the pits early in the morning, but as soon as we solved the technical problem, I got out on the track and did 58 laps, and my time of 1:35.5 was quite good. Tomorrow, if all goes well and the weather doesn’t get worse, I’m sure I can get down under 1:35.”

The three-day Superbike test session at Valencia concludes tomorrow.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Penguin Racing School’s Jerry, Eric and Jeff Wood combined to take six CCS regional race wins Sunday at Homestead-Miami Speedway in Homestead, Florida.

Father Jerry, age 55, won the Lightweight GP on his Yamaha TZ250 and finished third in the Heavyweight Sportsman sprint, after crashing his Ducati 944 out of the lead on the second lap and remounting.

Jeff tasted victory three times on his Suzuki GSX-R600; winning in GTU, Middleweight Supersport and Middleweight Superbike. His brother Eric won the first race of the day, GTO, and the last race of the day, Unlimited Grand Prix, on his Dunlop-slick-shod Suzuki GSX-R750 Formula USA Unlimited Superbike.

In the red-flag-interrupted GTO race, Eric Wood went from third to first when defending CCS Florida Regional Champion Marco Martinez crashed his Suzuki GSX-R1000 on lap two and second-place rider Rick Narup took evasive action to avoid Martinez. From there, Eric Wood managed to hold off Michael Barnes to take the win.

Riding Per Hogdahl’s Honda NSR500V Grand Prix bike to second place, Barnes suffered Carpal Tunnel Syndrome symptoms in the GTO race and chose to sit out the rest of the day.

In the Unlimited Grand Prix, Eric Wood again came from behind to take the race lead from Martinez on lap two of six, turned a 1:27.40 on lap three (the fastest lap of the weekend) and pulled away to win by four seconds.

“We come down here every year. It’s a great winter break,” said Eric Wood. “This is the first time I’ve been completely healthy at the end of the year, and my bike was working great – I hardly had to touch it all weekend. So it was a lot of fun and not a lot of work, and that’s what this weekend is all about.

“Our family winning a bunch of races is good. It helps enforce all of the things we teach at the school.”

Somewhat overshadowed by the Wood family’s performance, Lucky Racing’s Darren Luck took race wins in Heavyweight Superbike and Unlimited Supersport, earned several other podium finishes and wrapped up eight CCS Florida regional class Championships, winning the 2002 CCS Florida Regional Champion. Based on his number of Championships, Luck is the winningest rider in CCS Florida region history, according to CCS Florida race boss Henry Degouw.

“Not bad for a first-year Expert, huh?” said Luck. “I couldn’t have done it without the help from sponsors like Cheetah Bodywork and Pirelli tires.” Luck said he planned to contest the Formula USA Sportbike and Unlimited Superbike classes, as well as chase local contingency money, in 2003.

Another new Expert, Alex Ferreira, won three races in his Expert racing debut on his 2wf.com-sponsored Suzuki SV650. Ferreira won in GT Lights and Lightweight Superbike and took a second in Lightweight Supersport to Erick Maillard.

Ferreira won several Amateur CCS National Championships at the CCS Race of Champions in October.

2000 Irish 600cc Champion Declan Swanton fought to finish third in GTU on a borrowed Kawasaki ZX-6R after the clutch started slipping on the second lap of the race. Swanton then borrowed a Yamaha YZF-R6 in the middle of Sunday afternoon’s race program and won the Middleweight GP race on the unfamiliar machine.

Swanton came over for the CCS races at Homestead with hopes of getting his name out in the American road racing scene and landing an AMA Supersport or Superstock ride for 2003. Swanton, age 23, finished third in the 2001 British Junior Superstock Championship and raced in the 2002 European Superstock Championship for EMS Racing on a Suzuki GSX-R1000 before breaking his back early in the season.

CCS Unlimited Grand Prix Results:

1. Eric Wood, Suzuki GSX-R750, 6 laps
2. Marco Martinez, Suzuki GSX-R1000, -4.1 seconds
3. Darren Luck, Suzuki GSX-R750
4. Rick Narup, Suzuki GSX-R750
5. John Dalton, Suzuki GSX-R1000
6. Jim Pihokken, Suzuki GSX-R750
7. Scott Ritchey, Suzuki GSX-R1000
8. Edward Lis, Suzuki GSx-R750
9. Charles Sandoz, Aprilia RSV1000
10. Travis Pepin, Suzuki GSX-R750