Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Chuck Graves, Jeremy Toye and Robbie Dowie each won three sprint races at round 11 of the 12-round WSMC series Sunday, at Willow Springs International Raceway in Rosamond, California.

Graves, who normally runs five or more races on most WSMC weekends, only raced in three events Sunday, winning in 600cc Superstock, Open Superbike and the premier Toyota Cup Unlimited Road Race on his Dunlop-shod Yamahas. When asked why he only ran three sprints, Graves said he was concentrating on his Graves Motorsports Yamaha YZF-R1/R7 hybrid Superbike, which he said was equipped with a new, more-powerful, fuel-injected version of the AMA Formula Xtreme engine that Damon Buckmaster raced with in 2002.

Graves’ biggest challenge of the day came in the Toyota Cup race from Team Orthopedics’ Jack Pfeifer. With Graves’ new engine experiencing teething problems and Pfeifer on Dunlop’s new-for-2002 195/65-16.5 “big” slicks for the first time, the two riders raced and bumped elbows for all 12 laps. In the end, Graves used the horsepower advantage of his Yamaha Superbike to pass Pfeifer and his Superstock Suzuki GSX-R1000 between the last corner and the checkered flag. The win, combined with Toye’s DNF on lap three, resulted in Graves clinching the 2002 WSMC Toyota Cup Championship.

Pfeifer won in Open Modified Production and Open Superstock, but his engine blew up later, while Pfeifer was racing with Graves in Open Superbike.

Fastline Racing’s Jeff Stern came from behind to finish third on a Michelin-shod Suzuki GSX-R750 Superbike in the Toyota Cup event.

Concept Five’s Jason Perez finished fourth in the Toyota Cup but won the Heavyweight Battle of the Twins and Formula Twins races on Richard Headley’s 135-horsepower, back-up Ducati 955 Superbike.

Canadian teenager Andrew Nelson took fifth in the Toyota Cup on his Honda CBR600F4i ahead of Will Eikenberry, 15-year-old Corey Eaton, Stephen Hewitt, Stuart Smith and Matthias Jezek.

Riding a Suzuki GSX-R600, Dowie swept all three of his races – 650cc Superbike, 600cc Modified Production and Formula Two – and wrapped up Championships in 600cc Modified Production and Formula Two. Young lion Perez finished second to Dowie in the 600cc Modified Production and 650cc Superbike races. Perez and Dowie will decide the 650cc Superbike Championship at the final WSMC round December 14-15.

Lee’s Cycles’ Toye took victories in 750cc Superstock, 750cc Modified Production and 750cc Superbike (Toye clinched all three Championships halfway through the season.). Toye, however, left Willow Springs angry after his Suzuki GSX-R1000 Superbike developed electrical problems that forced him out of the Toyota Cup race while battling for the lead with Graves and Pfeifer. Unofficially, Toye still holds a 47-point lead over Graves in the overall WSMC point standings with Perez a close third.

A veteran of YSR racing, 17-year-old James Mann won the Aprilia Challenge and took a second in 550cc Superbike in his first ride on Libasci Racing’s Aprilia RS250. Mann also took third in 600cc Modified Production and fifth in 600cc Superstock on his Motoworld of El Cajon Yamaha YZF-R6.

No Limits Honda’s Jason Curtis ended his first weekend riding a Honda CBR600F4i at Willow Springs with a third-place finish in 600cc Superstock, behind winner Graves and runner-up Nelson. Curtis said he expected AMA Supersport 2003 CBR600RRs to arrive at the team’s raceshop in the coming week.

Yamaha Motor Corporation Public Relations Manager Brad Banister won the red-flag-shortened Middleweight Novice race with low-1:30 lap times on a Yamaha YZF-R6. Banister, who used to race as an Expert but hasn’t road raced for several years, was bumped down into the Novice class by WSMC officials due to his lack of verified recent road racing experience.

WSMC Toyota Cup Unlimited Road Race Final Results:

1. Chuck Graves, Yamaha YZF-R1/R7, 12 laps
2. Jack Pfeifer, Suzuki GSX-R1000
3. Jeff Stern, Suzuki GSX-R750
4. Jason Perez, Ducati 998RS
5. Andrew Nelson, Honda CBR600F4i
6. Will Eikenberry, Kawasaki ZX-9R
7. Corey Eaton, Suzuki GSX-R750
8. Stephen Hewitt, Yamaha YZF-R1
9. Stuart Smith, Yamaha YZF-R1
10. Mattias Jezek, Yamaha
11. Jeff Longbottom, Yamaha
12. John Falb, III, Suzuki
13. Morgan Broadhead, Suzuki GSX-R1000
14. Jay Avansino, Yamaha
15. Jerry Jirkovsky, Honda CBR954RR
16. Clinton Whitehouse, Suzuki, -5 laps, DNF mechanical
17. Jeremy Toye, Suzuki GSX-R1000, -10 laps, DNF, mechanical
18. Sandy Noce, Yamaha TZ250, DNF
19. Barry Burke, Yamaha, DNF

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

The date of the second annual WSMC Toyota 200 has been set for the weekend of September 19-21, 2003. That’s the word from Willow Springs International Raceway Operations Manager Chris Huth, speaking Sunday at Willow Springs.

Huth could not confirm if the $150,000 cash purse would be increased for the 2003 version of the event; immediately following the first Toyota 200 last September, Huth and his father, track owner Bill Huth, told Roadracingworld.com that they were considering increasing the total cash purse from $150,000 to as much as $250,000 for 2003, although the winner’s share would most likely stay at $50,000.

During the riders’ meeting Sunday, WSMC Operations Manager Kenny Kopecky fielded a question from a racer concerning the rumored return of a 24-hour endurance race at Willow Springs in 2003. Kopecky told the gathering that that it was a rumor only and that WSMC was not making any plans for such a race in 2003. Kopecky cited the lack of interest by WERA and WERA’s regular endurance teams as a factor in the track’s lack of 24-hour plans.

WERA last sanctioned 24-hour endurance races at Willow Springs in 1999 and 2000, as part of the G.M.D. Computrack National Endurance Series.

Kopecky also made an announcement that Willow Springs International Raceway would take over operation of Friday practice days preceeding WSMC race weekends in 2003. Kopecky said he expected the WSIR-run program to be very similar to the program run by former Friday track day organizer Fastrack Riders, including new rider instruction, street rider groups and licensed racer practice sessions.

For more information on the 2003 WSMC Toyota 200 or Friday practice days, call (661) 256-6666, go to www.willowspringsraceway.com or e-mail [email protected].

For additional information about WSMC’s racing activities, call (661) 256-1234, go to www.race-willow.com or e-mail [email protected].

From a press release issued by Aprilia, which did not mention Colin Edwards’ huge crash on the Aprilia RS Cube:

2003 riders and the Aprilia RS Cube get their first taste of the track.

Next year’s Aprilia riders on the official RS Cube make their circuit debut. This is the very first time out for American ace Colin Edwards on the three-cylinder from Noale, while Noriyuki Haga is getting back to grips with the RS3 machine he had a chance to test on the Valencia track in the early autumn. As might have been expected for his first day out on a bike he had never been on before, Colin Edwards spent the day finding the best position on the saddle: the most comfortable and best suited to his style of riding, attempting to get the best possible feeling with the bike and with the team he will be working with in the forthcoming world championship. With the help of ideal weather conditions, the riders clocked up a number of laps and Noriyuki Haga, who had already got some initial ideas about the Cube in the Valencia tests, concentrated on working out some more advanced settings for the bike. Tyre manufacturer Michelin made its debut on the bikes from the Racing Department of Noale. The company will now be working with Aprilia on the company’s most important project. This first, long series of tests will thus be of vital importance for the technicians who will be able to gather enormous amounts of data to make the very most of their cooperation with Michelin. The tests are due to carry on until Wednesday this week: the programme is truly intense and will help establish the work methods to be adopted for the racing season next year.

From a press release issued by Ducati Corse:

DUCATI DESMOSEDICI TAKES TO THE TRACK AT JEREZ WITH FACTORY RIDERS CAPIROSSI AND BAYLISS

Loris Capirossi and Troy Bayliss completed the first day of testing of the Ducati Desmosedici today at the difficult Jerez de la Frontera circuit in Spain, the venue for round 3 of the 2003 MotoGP championship.

It was the first time that the Bologna manufacturer has tested at the Jerez track in Andalusia.

After Valencia testing two weeks ago, today was the second time out for Italian Capirossi, who has the opportunity to test his new bike on a track he knows and loves well, whereas it was the first time that Australian Bayliss had ever seen the track.

In ideal conditions (air 20° / track 28° C max.), the Ducati Corse squad continued its scheduled workload, testing several components aimed at developing chassis set-up.

Capirossi and Bayliss lapped with the ‘four-pulse’ configuration of the Desmosedici power-unit, while tomorrow’s test session will also see the ‘twin-pulse’ version of the Italian V4 engine used.

Both riders put in a significant number of laps; 50 for Loris and 60 for Troy.

Testing continues tomorrow and Wednesday.

Ducati Corse is unable to supply any images of Loris Capirossi or rider comments until the end of 2002.

Copyright 2002, Roadracing World Publishing, Inc.

This just in from AMA Pro Racing:

Your website recently published an interview with Mr. Erik Buell concerning AMA Pro Racing’s replacement of Buell Pro Thunder with the BMW BoxerCup at Daytona. It’s clear from the interview that Mr. Buell was under the impression that AMA Pro Racing replaced the Pro Thunder Championship with a BMW BoxerCup Championship – an incorrect assumption. For the benefit of your readers, a single round of the BMW BoxerCup Series, managed by BMW and sanctioned by UEM, will run in conjunction with the AMA Superbike race at Daytona. AMA Pro Racing has not added another class to its Superbike Championship.

Mr. Buell’s comments regarding Merrill Vanderslice, AMA Pro Racing and me are patently false. I assure you that Merrill and I are not liars or lunatics, and that AMA Pro Racing is not “out of control.” In fact, the growth experienced in the AMA Superbike Championship in recent years validates generally good management by our organization. Since 1999, estimates show that our live television audience has doubled, our average event purse has increased approximately 32% and our race tracks are safer. Significant investment has been made in personnel and equipment to improve operations and credential holders can comment on rules prior to their enactment. The result? The 2003 AMA Superbike grid is likely to be the most competitive in the world and the Championship is well-positioned for continued growth. That Mr. Buell chooses to describe these results as “out of control”, “bizarre” and “a tragedy” shows a self-interested perspective all too common in sports today.

Mr. Buell’s comments concerning Buell Motorcycle Company’s support for the series and the implication that AMA Pro Racing forced rules changes upon the class are a contradiction of his letters to AMA Pro Racing dated October 5th, 2000 and July 19th, 2001.

In his October 2000 letter, Mr. Buell describes the then current trends in Pro Thunder as “disturbing” citing:
1) “the number of brands on the grid is down” 2) “the number of brands on the podium is way down” and 3) “expense of the class is up.” Continuing, “Triumph is out, BMW is out, Moto Guzzi, Laverda, etc. Buell is the only one left trying to support the class”

In that letter, Mr. Buell requests two changes to the 2001 technical rules for Pro Thunder, those being:
“water-cooled multi-valve twins limited to 750cc, and a weight limit of 380 pounds for all bikes.” He then states: “Quite frankly, if the current rules for Pro Thunder continue for 2001, we will probably pull out”.

New technical rules for Pro Thunder based on comments from competitors, the road race advisory board and Mr. Buell were subsequently enacted. Those new technical regulations met Mr. Buell’s stated objectives.

In his July 19, 2001 letter, following-up discussions with AMA Pro Racing technical staff, Mr. Buell ranks combining Pro Thunder and 750 Supersport (now Superstock) as his “far preferred” alternative, stating that:
“we are willing to step up to this challenge and invest in the future of the class. This could include class sponsorship and/or team sponsorship to ensure competitive motorcycles are on the track for a good show.”

Subsequently, Pro Thunder equipment was made eligible for competition in the 750 Supersport (now Superstock) class. Therefore, Mr. Buell’s statement in his interview that he informed AMA Pro Racing “we won’t be able to run in that (Superstock) class, it’s a different level from where we are” is simply untrue. Is he suggesting now that he no longer plans to invest in the future of the class?

It gives me no great pleasure to discredit Mr. Buell in this manner, but his unwillingness to correct the record leaves our organization no other option. We are all passionate about racing. That very passion drives us to focus our lives on this sport. In this case, it appears Mr. Buell’s passion overpowered his judgment and his remarks were inaccurate and unfortunate. Mr. Buell owes AMA Pro Racing an apology.

Regards,

Scott Hollingsworth
CEO, AMA Pro Racing


(Read Erik Buell’s original comments from November 1 here and November 8 here.)

Copyright 2002, Roadracing World Publishing, Inc.

First Person/Opinion by Michael Hannas

I got to visit Barber Motorsports Park the other day with Bill St. John, a civil engineer/racer who has been involved in the project from the very beginning. All I have to say is, WOW!

I had heard all the talk about the place and didn’t really think much of it, but after seeing it, I am a believer. Everything you have heard so far is true. The place is a first-class facility with a first-class track.

To start, the layout of the track is really cool. There is a good variation of different types of corners: Off-camber, banked, blind-entry, decreasing-radius, tight, technical, tricky, fast and flowing.

The track is really wide, so wide it looked like you could get lost out there. The layout seemed like it would really promote some tight racing, with some good hard-braking zones and some long straightaways combined with corners with what looked like multiple line possibilities. Unlike a lot of the tracks we race on, Barber had more of a GP-style layout, more flowing and not so stop-and-go. The surface looked bump-free from what I could tell, and there were no noticeable bumps at the moderate pace we drove around in St. John’s Mercedes. The curbs were all custom, with individually-designed pieces each unique to themselves. The whole track was designed to FIM specs, including the curbing.

Aaron Yates was out there not too long ago from what I was told. Yates thoughtfully marked the track while he was riding with clearly visible black marks indicating the proper corner exit lines, as well as the proper entry lines to some corners.

It was the complete opposite of some tracks I am used to going to and looking at saying, “We have to race on that?” This track you took one look at and said, “Sweet. Where do I sign up?”

The facility is almost even more impressive. Although being a racer, I was more interested in the track itself, the facility was amazing. Even though a lot of stuff was still under construction and they have a lot of landscaping to do still, the facilities are first class. I don’t mean first class for the U.S., I mean first class for the world. There isn’t another facility in the United States that will be as nice as this when it is done. It looked like something you would see on TV watching MotoGP or something, seriously. I thought V.I.R. was a pretty nice facility, but Barber pretty much blows it away.

The buildings are built all crazy with this funky architectural style, really cool. The track is designed so that there are hills around the key spectator areas that people can sit and watch on, like stadium style. You can imagine the hills full of people cheering, and I can’t wait for the track to host a major event.

You sort of have to see it to really believe it. I guess the track owner is a sort of perfectionist type of guy, so I don’t think there will be anything to worry about once the track opens. I heard that after they built the bad-ass, able to withstand the force of a million NASCARs at 400 mph or something-pit wall, he made them tear it down and start over because he wasn’t happy with the finish of the concrete. I heard he even made them tear down all the glass in the five-story museum building because he thought it looked wavy. It seems like he is every bit as concerned with the track, because I had no complaints.

Usually you get to a place and look at all the improvements that could be made. With Barber, it is like they actually really thought about how everything would work before they started. They definitely did their homework.

The place is only like a minute off the I-20 just east of Birmingham, so it should be easily accessible.

There are rumors of a September date for the AMA Superbike Championship, but nothing confirmed and on the schedule yet.

From a press release issued by Cibertel Honda BQR:

Daniel Oliver Bultó, the cousin of MotoGP Gresini Honda star Sete Gibernau and grandson on the late Francisco Bultó, founder of the Bultaco factory, rode his Pita Inn Suzuki to third place in the penultimate round of the Spanish National Championship at the Ricardo Tormo Circuit of Valencia on Sunday, November 17th, to become the first ever Spanish Formula Xtreme Champion. Luis D´Antin, owner of the Antena 3 Yamaha D´Antin MotoGP team, drafted GP star Jose Luis Cardoso to ride an R1 alongside his regular rider Jose Oriol Fernandez in a last-ditch effort to keep Championship hopes alive for Yamaha´s leading rider Josep Sardá, a former 125 GP regular. Oriol won with Cardoso setting a new class record in a frantic race from 12th to second in 19 laps after a bad start. Sardá, however was seventh and then was later disqualified for unauthorized airbox modifications.

Former American dirt tracker Kenny Noyes, 23, was 12th on his Cibertel BQR Honda Fireblade, the first Honda home in a series dominated by Suzuki and Yamaha machines this year.

In other Valencia action GP regulars Hector Barberá and Hector Faubel both on Aprilias, won in 125 and 250, each clinching the national championship.

Supersport winner was former Team Roberts Modenas 500 rider David de Gea who won easily on his Coronas Suzuki from D´Antin Yamaha riders Javier del Amor and Jose Oriol Fernandez. Championship leader del Amor needs finish only 13th to clinch the title next week in Jerez even if his chief rival Bernat Martinez wins.

WCM GP team director Peter Clifford was on hand in Spain having a close look at both Cardoso and de Gea on four strokes as possible MotoGP riders for the WCM MotoGP team in 2003. The team, owned by American Bob McLean, is in the final stages of deciding between racing a special NCR Ducati Twin or a Harris-framed machine powered by a prototype 990cc four-cylinder engine developed from the R1 Yamaha.

From a press release issued by HM Plant Ducati:

The road to recovery

Colin Wright is to take an immediate two-week break from his position at GSE Racing on medical advice from his consultant at the Queens University Hospital in Nottingham. The GSE Racing Team Manager has been suffering from microscopic poly angiitis since the end of August. He has been undergoing chemotherapy treatment on a weekly basis in addition to a dosage of steroids and painkillers.

Microscopic poly angiitis is a form of vasculitis which is extremely rare. There have only been 100,000 cases of the condition in the USA since it first came to light in the early Seventies. It affects the patient’s blood vessels and in Colin’s case it has had a damaging effect on his fingers and toes.

Fortunately, Colin is responding well to treatment and the healing process is underway. His doctors are hoping that he will make a full recovery within six months and have already decreased the frequency of chemotherapy to fortnightly sessions for the next two months.

In typical Colin Wright fashion, he is determined to make it back to his full-time, hands-on role with HM Plant Ducati for the 2003 Superbike World Championship. “The past three months have been among the most difficult in my life,” admitted Colin. “However, now that my condition has been diagnosed, I can focus on the recovery process that lies ahead of me.

“The team at the hospital have been fantastic and I have to accept their advice. It’s a case of short-term pain, long-term gain. Everyone reacts differently to this disease, but I am in good hands and I know that the best course of action is for me to take a break from the day-to-day running of the team.”

Team Principal Darrell Healey spoke on behalf of GSE Racing personnel, sponsors and fans in wishing Colin a speedy recovery: “Everyone associated with HM Plant Ducati has been concerned about Colin’s health since he was forced to miss Oschersleben in August. There is no doubt that we are going to miss him in the short-term, but that this brief sabbatical will be to his benefit in the long-term.

“However, GSE Racing will be able to continue with its preparations for the pre-season test schedule in his absence. Everyone knows what they have to do and the rest of the team will be able to shoulder the extra responsibility.”

GSE Racing has requested that any enquiries for Colin should be directed to Mandy Molloy on 01652 680060.

Copyright 2002, Roadracing World Publishing, Inc.

Track day provider Team Pro-Motion has announced a “Year End Appreciation Sale” event scheduled for November 23 and 24 at Carolina Motorsports Park in Kershaw, South Carolina.

For additional information, contact Team Pro-Motion at (215) 671-8660 or via e-mail [email protected].

Copyright 2002, Roadracing World Publishing, Inc.

1. Michael Rutter, GB, Ducati, 22:22.422

2. John McGuinness, GB, Honda, 25:29.284

3. David Jefferies, GB, Suzuki, 25:31.534

4. Gus Scott, GB, Suzuki, 25:31.954

5. Brian Morrison, GB, Suzuki, 25:33.964

6. Pete Jennings, GB, Suzuki, 25:39.641

7. Vincent Haskovec, US, Suzuki, 25:47.059

8. Marcel Kellenberger, Switzerland, Kawasaki, 25:59.918

9. Jason Griffiths, GB, Suzuki, 26:05.985

10. Kevin Lacombe, Canada, Honda, 26:06.043

11. Franky Heidger, Germany, Suzuki, 26:18.094

12. Stephen Thompson, GB, Suzuki, 26:18.179

13. Steve Allen, GB, Kawasaki, 26:18.723

14. Chris Palmer, GB, Sabre, 26:22.119

15. Nigel Davies, GB, Suzuki, 26:29.003

16. Callum Ramsay, GB, Suzuki, 26:29.053

17. Ronnie Smith, GB, Honda, 26:30.808

18. Stuart Easton, GB, Supersport, Ducati, 26:30.929

19. Cameron Donald, Austria, Supersport, Yamaha, 26:43.254

20. Jim Moodie, GB, Yamaha, 26:53.845

21. Jun Maeda, Japan, Honda, 26:54.323

22. Denny Mascarenhas, Portugal, Suzuki, 26:54.347

23. Frank Trombino, Canada, Honda, 26:55.684

24. Hans Herber, Germany, Suzuki, 27:00.830

25. Yusuke Takeyama, Japan, Supersport, Yamaha, 27:01.052

26. Chia Tuck Cheong, Malaysia, Supersport, Yamaha, 27:05.199

27. Joao Fernandes, Portugal, Yamaha, 27:25.518

28. Miguel Praia, Portugal, Supersport, Honda, 27:43.315

29. Sou Se Hong, Macau, Supersport, Yamaha, 27:43.495

30. Alan Patterson, GB, Honda, 7 laps, DNF

31. Iain Duffus, GB, Yamaha, 5 laps, DNF

32. Markus Barth, Germany, Kawasaki, 4 laps, DNF

Race Distance, 10 laps, 38.527 miles

Fastest Superbike Lap, Morrison, 2:30.689, 90.85 mph

Fastest Supersport Lap, Easton, 2:36.676, 87.37 mph