Copyright 2002, Roadracing World Publishing, Inc.

Final Qualifying Times For Macau Grand Prix:

1. Michael Rutter, Ducati, 2:28.286
2. John McGuiness, Honda, 2:30.609
3. David Jefferies, Suzuki, 2:32.037
4. Markus Barth, Kawasaki, 2:32.315
5. Brian Morrison, Suzuki, 2:32.356
6. Gus Scott, Suzuki, 2:32.840
7. Iain Duffus, Yamaha, 2:33.217
8. Vincent Haskovec, Suzuki, 2:34.151
9. Alan Patterson, Honda, 2:34.749
10. Jason Griffiths, Suzuki, 2:35.108
11. Franky Heidger, Suzuki, 2:35.296
12. Pete Jennings, Suzuki, 2:35.401
13. Ronnie Smith, Honda, 2:35.508
14. Marcel Kellenberger, Kawasaki, 2:35.555
15. Stephen Thompson, Suzuki, 2:36.278
16. Steve Allan, Kawasaki, 2:36.507
17. Callum Ramsay, Suzuki, 2:36.513
18. Stuart Easton, Ducati, 2:36.584
19. Kevin Lacombe, Honda, 2:36.598
20. Chris Palmer, Sabre, 2:37.794

28. Frank Trombino, Honda, 2:40.999

From a press release issued by Clear Channel Entertainment–Motor Sports:

THQ World Supercross GP and AMA Supercross Series Structure

Rider Eligibility, Purses, Bonuses, Etc.

AURORA, Ill (November 15, 2002) – On December 7, 2002, the sport of supercross will make a historic leap forward toward becoming a global championship that will be recognized throughout the world. The 15 supercross events that have been traditionally produced and presented by Clear Channel Entertainment – Motor Sports in the United States will be joined by two select international events to create the THQ World Supercross GP championship. In 2002-2003, this international series will include two THQ World Supercross GP events in Western Europe: December 7, 2002 at the Palexpo in Geneva, Switzerland and December 14, 2002 at the Gelredome in Arnhem, Holland. In addition, the 15 rounds to be held in the U.S. (along with the Daytona, Florida supercross event), comprise the AMA Supercross Series and represent a 16 event, stand-alone domestic championship

Series Structure

The THQ World Supercross GP will be organized using the traditional rules, event format and structure that have been developed over three decades in the U.S. for the AMA Supercross Series. There will be no changes to the class structure, technical rules or event formats. Current FIM rules require the use of unleaded race fuels; however, the FIM has agreed to delay implementation of the unleaded fuels requirement until the 2003-2004 season.

The international events scheduled for December 2002 will include the premier class for 250cc two stroke and 250cc-plus four-stroke machines. The 125cc support class at the international events will be for international riders only. The support class for U.S. events will remain the same with the 125cc eastern and western regional supercross championships. The final 125cc round, the Dave Coombs Sr. 125cc East/West Shootout, will be held on May 3, 2003 in Las Vegas.

The THQ World Supercross GP will crown the inaugural THQ World Supercross GP champion at the traditional supercross banquet that is held annually on the day after the final supercross race in Las Vegas. Additionally, the AMA Supercross Series champion will also be crowned at this banquet.

Rider Eligibility

Each round of the THQ World Supercross GP will feature a prestigious 40-rider field. The 40-rider field for the 250cc class in Geneva, Switzerland and Arnhem, Holland will be comprised of 20 riders based on 2002 final points standings and 20 riders from other nations. In order to qualify for the THQ World Supercross GP championship, riders must compete in the international rounds. However, to be eligible to win the AMA Supercross Series championship, riders will not be required to participate in the international rounds. Riders who compete solely in the 16 rounds conducted in the U.S will be eligible for the AMA Supercross Series title only.

Riders who participate at the events held outside of the U.S. will be required to have an FIM license to compete. Information on FIM licensing will be provided to all riders invited to participate in the international rounds.


Event Purses

The purses for the THQ World Supercross GP events will be $70,000 per round. Purse payouts for each finishing position will be the same for all rounds.

Series Bonus Awards

Clear Channel Entertainment – Motor Sports has established a $250,000 THQ World Supercross GP point’s fund. The THQ World Supercross GP champion will receive a bonus in the amount of $100,000.

In addition, there will be a $100,000 privateer points fund that will be distributed by Clear Channel Entertainment – Motor Sports. The distribution of this point’s fund will be based solely on the finishing positions of the privateers who participate in the AMA Supercross Series.

To be eligible for any THQ World Supercross GP bonus awards, riders must participate in both international rounds, and attend the series banquet in Las Vegas on Sunday, May 4, 2003. Any bonus money earned by riders that do not attend the banquet produced each year by Clear Channel Entertainment – Motor Sports will be distributed equally to all eligible riders from the series that attend the banquet. Exceptions to this provision will be made for riders who are unable to attend the banquet because of injury or documented family emergencies. A separate points fund in the amount of $250,000 will be paid to riders based on their finishing positions in the AMA Supercross Series events.

Traveling and Shipping

American riders that are invited to attend the THQ World Supercross GP events scheduled for December 7 & 14, 2002, will receive a travel reimbursement in accordance with the existing provisions established by the FIM. Riders will receive travel and lodging reimbursement for each rider and one mechanic per rider. In addition, Clear Channel Entertainment – Motor Sports will pay the cost of shipping motorcycles and related spare parts and equipment to the international events.

Shipping arrangements for the December 7 & 14 events will be handled by Entertainment Logistics, a company with extensive experience in handling the shipment of such products throughout the world. All motorcycles and related equipment will be shipped by air and will be insured for damage or loss while in transit. Motorcycles that are shipped to the European events will be returned to the U.S. immediately following the December 14th event.

For more information on the 2002-2003 THQ World Supercross GP, please contact Todd Jendro, director of supercross, Clear Channel Entertainment – Motor Sports, at 630-566-6100.

THQ World Supercross GP is a 17-round global series that is produced and promoted by Clear Channel Entertainment. There will be a world champion crowned based upon the points earned in the 17 events. Riders must compete in the international rounds to be eligible to win the world championship. The 17-event THQ World Supercross GP is comprised of the two international rounds and 15 of the 16 events that are included within the AMA Supercross Series. The 16th AMA Supercross Series event held in Daytona Beach, Fla., is independently produced by the International Speedway Corporation, and is not a part of the THQ World Supercross GP. An AMA Supercross Series champion will be crowned for the United States only.

For more information, please contact Denny Hartwig at 630-566-6305 or email at [email protected].

Tickets for the THQ World Supercross GP are also available at all ticketmaster outlets, www.sxgp.com, and www.tickets.com (San Francisco only, and www.unlvtickets.com (Las Vegas only).

About Clear Channel Entertainment
Clear Channel Entertainment, a leading producer and marketer of live entertainment events, is a subsidiary of Clear Channel Worldwide (NYSE: CCU), a global leader in the out-of-home advertising industry. Clear Channel Entertainment currently owns, operates and/or exclusively books approximately 135 live entertainment venues, including more than 100 in North America and 30 in Europe. In 2001, more than 66 million people attended approximately 26,000 events promoted and/or produced by the company, including: Live music events; Broadway, West End and touring theatrical shows; family entertainment shows; and specialized sports and motor sports events. The company, which operates throughout North America, Europe, South America and Australia, also owns independently operated athlete representation businesses, which provide management, marketing and financial consulting services to many of the world’s top professional athletes. More information may be found by visiting www.cc.com and www.clearchannel.com.

About THQ World Supercross GP
THQ World Supercross GP, the premier off road motorcycle racing series in the world, consisting of 17 rounds of competition, is promoted and produced by Clear Channel Entertainment – Motor Sports and sanctioned by the FIM and in the U.S. by AMA Pro Racing. The FIM, Fédération Internationale de Motocyclisme, is the body that globally governs motorcycling sport at the world level. It groups together 85 affiliated National Federations and 6 Continental Unions, as well as Specialized Associations. Dorna is an international sports management group established in 1988 and focused on major international motorsports events. Headquartered in Madrid, Spain, with branch offices in Barcelona, London and Tokyo, the company is controlled by CVC Capital Partners, an independent private equity provider, with 75% participation. In addition to THQ World Supercross GP, Dorna is involved with MOTO GP, the FIM Motocross World Championship, and the Motocross Des Nations.

About FIM:
The FIM, Fédération Internationale de Motocyclisme, is the body that governs
motorcycling sport at world level. It groups together 85 affiliated National Federations and 6 Continental Unions, as well as Specialized Associations. The FIM is controlled by its statutes and standing orders, the Championships by the sporting code, and the specific rules of each discipline as well as by the technical rules and codes, disciplinary general to all disciplines. Its different executive, legislative and judicial bodies work for the development and the improvement of the motorcycling sport.

The FIM also takes care of matters concerning the non-sporting aspects of motorcycling: tourism, the motorcycle as a leisure vehicle, the subjects linked to public affairs and road safety. It is also concerned with aspects linked to the environment as well as the development of the motorcycle in general. It is present in Brussels by the intermediary of its representation office within the European Union where it fights for the defense of the interests of all users of mechanized two-wheel vehicles. With about 25 collaborators at FIM Headquarters, the Executive Secretariat takes care of the general administration of all the domains in which the FIM is involved.

About Dorna:
Dorna is an international sports management group established in 1988 and focused on major international motorsports events. Headquartered from in Madrid, Spain, with branch offices in Barcelona, London and Tokyo, the company is controlled by CVC Capital Partners, an independent private equity provider, with 75% participation. The management controls the remaining 25%. The Dorna group holds the rights to Moto GP since 1992. This is the company’s leading activity, with 16 events across the five continents each year. In 2001, over five billion viewers in 208 countries watched the TV broadcasts. Since 2001, Dorna’s experience in motorsport was extended over the FIM Motocross World Championship, the Motocross Des Nations, and the FIM Supercross World Championship. Its TV images reached 112 countries in 2001. Dorna also markets ‘Ad-Time’ a rotating advertising system, in South America, Japan and Europe. The system in actively used in basketball, volleyball and soccer ((events)).

To fulfill the extreme requirements of such a competitive environment, Dorna counts on a multinational team of professionals with knowledge and expertise in advertising, sports, TV, media, technology and law. Currently 150 full-time employees and approximately 300 additional part-time contracted professionals during racing peaks make up Dorna’s workforce.

About AMA
AMA Pro Racing is the leading sanctioning body for motorcycle sport in the United States. It sanctions the AMA Supercross Series, the AMA Chevy Trucks U.S. Motocross Championship, the AMA Chevy Trucks U.S. Superbike Championship and the AMA Progressive Insurance U.S. Flat Track Championship. More than 1.7 million fans attended AMA Pro Racing events during the 2001 season.

From a press release issued by Team Yamaha Belgarda:

Date: Thursday 14th November 2002

Circuit: Communitat Valenciana, 4.005 kms, Day 2

THE RAIN HINDERS TESTS
Yamaha Belgarda Supersport team concluded the first of their winter tests at Valencia today, but have only completed a small part of their intended work with the new YZF-R6. Paolo Casoli’s crash yesterday, after just twelve laps, has meant that the team have not been able to do as much development work as originally planned. With regular rider Jamie Whitham not taking part in this test (due to appointments with his knee specialist in England) Italian Gianluigi Scalvini stepped in for the Briton.

POTENTIAL
The few laps that were completed on the new bike confirmed that the new YZF-R6 has a lot of potential. And now Casoli, Whitham and the whole team are eagerly looking forward to the next test on 19th and 20th December. Already it is obvious that the new YZF-R6 Yamaha will be a great bike on the road and give its rider a lot of enjoyment and fun.

CASOLI IMPROVES
Casoli’s crash on Wednesday on the 2002 bike – after only twelve laps — was a tremendous blow to the team. The fall caused caused a cranial trauma but the doctors have have indicated that there is no serious damage. Casoli is still under observation in hospital at Valencia – but only now as a precaution. He is already restless to leave and go back to Italy – and will maybe do so on Friday.

RAIN AND RAIN
Gianluigi Scalvini spent most of the time on the new YZF-R6 Yamaha, trying different Pirelli tyres and suspension set-ups. But, due to the rain, he was only able to complete one dry hour of testing all day. In the afternoon, he tried both the new and old bikes in the wet and also made some practice starts.

TECHNICAL POINTS
“We have not succeeded in collecting all the data we wanted.” explained Yamaha Belgarda Technical Director Silvano Galbusera. “We had quite a lot of lot drawbacks, but we believe the bike has a lot of potential. We will return to our base and carry on our development programme and get ready for the next tests. We are happy with what we could do and also with our first experiences with Pirelli tyres.”

SCALVINI
“The new YZF-R6 has a perfect chassis and it allows me to hold incredible lines. The bike here has nearly a standard engine, but I was very happy with my times. – it’s a sign that Yamaha have done a good job. My fractured wrist from earlier this season prevented me from pushing a lot harder – and of course I was thinking of Casoli, so I didn’t want to do anything stupid.”

CORRADI FLIES
Fastest of this two day test at Valencia was 26-year old Alessio Corradi, who rides for Team Italy-Spadaro – a Yamaha Belgarda satellite team. Corradi posted a time of 1:38.8 – a tenth of a second under the lap record – on the old R6. Corradi will be on the new YZF-R6 in
the next test in December. This superb performance means that the former European Champion will be real contender in 2003.

OVERALL TIMES (13th + 14th November)
1. Corradi (Yamaha YZF-R6) 1:38.80
2. Lagrive (Yamaha YZF-R6) 1:40.40
3. Casoli (Yamaha YZF-R6), 1:40.42
4. Kaufmann (Suzuki) 1:40.70
5. Scalvini (Yamaha YZF-R6) 1:40.90
6. Van den Bosch (Yamaha YZF-R6) 1:41.10
7. Kellner (Yamaha YZF-R6) 1:41.30
8. Bolley (Honda) 1:43.0

From a press release issued by Michelin:

Rossi’s WRC dream shattered

Valentino Rossi’s debut in world class rallying only lasted a little over 17km: yesterday evening’s short super-special plus the first 15km of the first true forest stage of the 2002 Rally of Great Britain.

On a tightening left-hand turn, the Italian turned in just wide of the line cleared by the first cars through. In the loose thrown up by the other competitors, the car went into a half-spin and slid slowly backwards off the edge of the corner. The car came to a halt with its front wheels still on the road but with the rear end down the 1 metre high bank.

Not all that many years ago, spectators would probably have jumped out from the trees to have the car back on the stage in seconds, the sort of banal incident that is instantly forgotten. In this case, however, there was no help in sight and Rossi had to run a couple of kilometres to muster up enough people to make a realistic attempt at manhandling his machine back onto the road…

“We tried to push the car back on the road ourselves,” related co-driver Carlo Cassina, “but it was immediately clear that wouldn’t work. So Valentino went running back up the stage looking for help, but there was no-one to be found. Then he ran a couple of kilometres in the other direction and eventually came back with ten spectators. That, unfortunately, still wasn’t enough. When the stage was finished, a small van towed it clear in seconds and I was able to drive it back to service. It hasn’t got a scratch!”

Grifone team-manager Nic Gullino said: “The car is totally undamaged… It’s such a shame the whole adventure should end so soon and in this way. Not only for Valentino and Carlo, but also for the team and for all the spectators who turned out to see him. Let’s hope he gets another chance soon to show what he can do at the wheel of a top rally car and how serious about the sport he truly is.”

From a press release issued by Ducati:

Ducati presents the 999R

Ducati is close to the start of the new Superbike season, and with it comes the new jewel of production: the 999R, successor to the victorious 998R.

Powered by the amazing Testastretta 999cc, 139 HP (bore 104 x stroke 58.8mm), the motorcycle boasts state-of-the-art componentry, making it truly the king of Superbike:

• Full carbon fibre fairing
• 5 spoke Y aluminium alloy forged rims
• Radially mounted front brake calipers
• Magnesium alloy head light support
• Silver number plate on the steering head

The bike is supplied with a Racing Kit that includes: 102 Db exhaust mono-silencer (no cat), CPU; rear paddock stand, dedicated bike cover.

The 999R, complete with certificate of authenticity, will be sold exclusively online in a limited edition run of no more than 800 units.

Reserve your 999R from the beginning of December, 2002!

“Key in hand” price will be 30,000 Euro (racing kit included).

WARNING: this price only refers to European countries within the Euro area. Soon more information will be available about custom, luxury and VAT taxes as well as transportation costs for other countries.

For more information on the 999R please visit www.ducati.com

Copyright 2002, Roadracing World Publishng, Inc.

I was watching the AMA supersport qualifying at Laguna Seca from the corkscrew this year, and heard the distinctive backfiring of Tommy Hayden’s Kawasaki shifting with the aid of an ignition kill quick-shift mechanism. I have had numerous discussions with various AMA tech officials over the years concerning spark boxes, and asked the officials that day about their position on use of ignition kill devices.

It would be nice to decide an issue like this on simple principles of supersport racing and cost. Unfortunately, the problem is technically complicated, and doesn’t lend itself well to simple considerations.

Let’s look at the recent history of spark boxes. Newer technology made competitively fair spark box performance progressively more difficult to identify and describe. It became obvious that “standard equipment” was a concept that the officials were not going to be able to fairly enforce.

Rulemaking and enforcement had to consider technology that included the ability to reprogram stock spark boxes in the pits, or select special ignition curves curves during operation . Because manufacturers need to ship motorcycles with ignition curves that limit engine operation to ranges where they are willing to warranty the motor, special racing curves or programming are not documented or disclosed to customers. Undocumented features on some spark boxes are selected using unusual sequences entered through the standard controls, like on/off switches. Others are selected using hidden switches, like magnetic sensors in the box itself. In these cases, the racer is gaining an unfair advantage through his crew’s knowledge of the stock equipment, not the equipment itself. The selection of special curves or programming can disappear when the battery is disconnected, the spark box is unplugged, or the feature is deactivated.

Because aftermarket spark boxes were readily available, it was reasonably fair to deregulate spark boxes so that ignition curves and rev limiter values can be competitively established, rather than granting factories the advantage of allowing themselves, and only themselves, to conceal and obfuscate the competition capabilities of stock spark boxes.

With ignition kill devices, the same thing is true. Even without any intentional design, spark boxes have the ability to function as ignition kill devices. I have placed gentle pressure on the shift lever as I reach max rpm, and allowed the rev limiter to stutter the motor enough for the shift to take place – full throttle and no clutch – with a clunk and a wheelie. Spark boxes that are specifically optimized to do this do a better job, and fall well within existing supersport rules. The existing rules also do not prohibit sensors on the shift linkage. With some technologies, a signal can make it back from the shift linkage to the spark box. So, given that it would be possible to implement all of the functionality of the best ignition kill devices within the existing rules, it does not make a great deal of sense to maintain a prohibition of separate ignition kill devices.

The lighter side is that the spark box manufacturers (who have not already done so to one degree or another) will likely alter their designs to include input from additional sensors for this feature, and embed this functionality within their standard products. Integrated ignition kill devices do not backfire like the bolt-on units, and the additional cost of implementing this feature is very small, especially if the rules allow simple wiring and sensors.

From the sound of the backfiring, I doubt that Tommy’s quick shifter was technically legal. If I were the official and it were up to me, I would have torn his bike down, and if I found that there was a wire that was not allowed or improperly connected, I would have disqualified him. A lot of “ifs”. But I would have also expected to hear a chorus of complaints about how most of the top bikes had quick shifters, and that I was unfairly picking on Tommy because his bike just happened to not utilize the level of technology that riders of other brands had access to.

Its a tough position. I appreciate the viewpoint that supersports should be unmodified from stock, but in this case I believe that the AMA’s choice is best for those without access to factory technology.

Jay Sherritt
Boulder, Colorado




I find it funny that the AMA works so hard at trying to make things look even on paper and yet they never bother to enforce the rules on those that have the money to break them…rather they accuse the $$poor$$ privateers of rule-breaking when they run faster than expected.

Someone mentioned NASCAR and their rules and how well they are both enforce and lived by. I know that NASCAR issues restrictor plate for some track to keep speeds down and fines teams for breaking rules…like using too many tires and shaving their springs. Their rules are worked out with all the teams and not just a few rich teams.

I am leaving the USA this winter and will not be watching AMA racing next year…but had I stayed here I’m not so sure I would have anyway. They can’t seem to stop looking foolish and making life miserable for both the racer and the fan.

Just a simple fan.

Tony Peters
Fort Meage, Maryland




Hey, somebody please tell Jim Rashid to race a Superbike. I remember seeing a 4&6 600SS bike @ Road America in the mid-90s dicing with the factory boys and if I recollect the machine made the podium. I thought that was fabulous.

Of course in due time I think it was DQd but I’m not sure. Maybe 4&6 needs to go Superbiking to best exploit their particular talent?

I haven’t commented before but, to me, this fellow is out of line. I just wish more people like him would find their level (he should run with the big boys) and quit trying to be a big fish in a smaller pond. The way I see it it may cost more to run a SBK operation but these bikes seem to be competitive for 3-5 years. I don’t like the AMA’s shrinking of the race programs and unless something happens, like the Japanese running races combined i.e. Superbike & FX, we’re gonna see the whole shebang just evaporate.

I know, I know mucho $$$ but somehow I think we’ve got to get everybody running the BIG class. I’m 49 and remember NASCAR in the mid-60s when the factories kept upping the ante. Technological nirvana, much as it has been for the last 15
years in SBK. I love the different solutions and various styles as well as the great tuners involved.

Phil Burre
Oradell, New Jersey





I would like to start out by agreeing with a couple of the readers who have taken the time to submit responses to Mr. Bell’s aggravated email submission. That is, your magazine does the cycling world a great service by providing a relatively unbiased, informative periodical that keeps the majority of us up to date with the goings on in the motorcycle industry and the surrounding events. For this I thank you and eagerly await the next issue.

The issue in hand is that Mr. Bell is upset in the incomplete comparison and contrast done on the two locations discussed.The real underlying reasons have been addressed by Alan Wilson and his email response made to steep all of this hot air blowing.

It is nice to read that there is someone quick enough to see the underlying problem in finding the proper venue for this event. The sad part here is the amount of selfishness and skirtitude that will surround the decision making process while finalizing the event location. My only hope is that there might be someone with enough foresight to see that if we do not pick the proper track location for this one time event we may not have the opportunity to host another event like this for some time.

The proper thing to do might be to have a large corporate sponsor support and assist the best suited private track to mold themselves in to the perfect sight. Some of these tracks might be the Barber Motorsports Complex, Laguna Seca, Las Vegas, or VIR. What ever the choice America, we must come together without bias or we may not have this chance again for some time. That would be another disaster for the USA, no matter what your ethnic background.

A moment of clearity, please.

Geoff Allen
CCS Expert #206
Fairfax, Virginia




I’ve heard many of the arguments, and all I have to say is if it is promoted correctly (copious amounts of advertising and a lot of fan fare), like what the promoters did for the return of the F1 to the US at Indy two or three years ago, people will show up in large numbers.

Case in point, Bikertoberfest:
– end of the riding/racing season for many in attendance, which is always a reason to send the year off with a celebration
– Daytona Beach – warm weather compared to the rest of the country (Homestead should be even warmer)
– lots of fan fare with thousands of people in attendance from all across the US and Canada, even some from Mexico and South America (granted many are not there for the race, but that’s part of the promotional activities)
– Hey, when you were in Daytona Beach for Bikertoberfest, didn’t you ponder driving the 4 hours to Miami to party? After driving half way across the US, what’s 4 more hours.

Another point:
– All people in attendance to races are not fans of racing. For a lot of people, it’s about the party; plain and simple. I bet all of us married guys/gals with uninterested spouses would stand a better chance at attending a race near Miami in October, than in many other places.

If Homestead is close to Miami (an major international city, unlike some of the potential venues), it probably has much more to offer, shopping, sites, more beaches, and lots of entertainment, than an Indianapolis can. Of course Las Vegas Motor Speedway Facility and Las Vegas the city aren’t slouches when it comes to motor sports and entertainment, but I’ve seen the infield track during the Ducati Revs American Weekend, I wasn’t that impressed (too short and far too narrow, I’m a Road American fan), although the overall facilities were extremely nice. There were also many racing or racing related facilities that surrounded the area outside the Superspeedway. It’s possible that a specially built course could be constructed that would add to the whole LVMS experience, so don’t give up on the possibility.

I can’t say much about Homestead because I haven’t seen it.

If the promoters for the US MOTOGP spend the money correctly, make the track something all amateur and professional racers dream of racing on, with a paddock unlike that which is provided at any other venue in North America, I’ll buy my ticket two years in advance just to see it close up. I’ll also hang out near the track in the evening because I heard the parties are insane. I’m sure it will dwarf my Friday/Saturday night experiences at the AMA rounds at Road America. Not to mention if DORNA can get the factories to act right and move more North Americans (Americans, Canadians, Mexicans and Puerto Ricans) to all levels MOTOGP racing, with plenty of wildcards offered to North Americans, it will work without a doubt no matter where you put it (within reason of course.)

If they act fast enough, maybe they can jump on the coat tails of Harley Davidson’s 100th Anniversary American Tour to aid the promotion efforts. And don’t forget the International Motorcycle Shows here in the US. We want to see the exotic GP bikes also. I can’t tell you the buzz I got when I saw Rossi’s RSW250, or Kenny Roberts’ RGV500, or Troy Corser’s Mille.

Sean Wyatt
CCS Midwest #629
Chicago, Illinois




And now a response from Jim Rashid:

Hi guys , just thought I would respond to that guy’s comments.

I am glad someone did remember when a true privateer race effort made the podium in a AMA 600 race at a true road course that is one of the fastest tracks in the world. Not only did we make the podium but we won with Todd Harrington riding. It was done on a Kawasaki with no help from Kawasaki. The month before that race I was told by the man running Kawasaki’s race program that I would not receive any help from them until we proved ourselves at the regional level. I explained we already did that as in the early 1990s the only bikes winning everything in our regional races were built by 4&6. He didn’t care.

At Mid-Ohio before the Road America round we finished 4th and 5th with Todd and Owen Weichel. Oh and by the way, our bike was found to be legal at Road America! So as the big fish in a little pond theory, you’re way off base! You couldn’t be a smaller fish than me. AMA 600 level racing is not for the competively challenged so why change anything to make it that way? Our goal in 600 was to beat as many factory bikes as possible.

For 2003 there are at least 20 factory-supported 600s, quite a little pond I guess. Yes, racing Superbike would be fun and no doubt we could be competitive–have a spare million or so we can borrow? Actually the 600 class is stronger than Superbike with its few factory entries, just look at the 750 Suzukisport bikes that finished so high in it last year. I could go on and on with this but I’m sure you get my point.

Jim Rashid
4&6 Cycle
Chicago, Illinois

From a press release issued by series organizers:

The following is a list of the provisional rule changes for 2003. While this may not be the final version, any further changes are expected to be minimal.

The FIM will release the final set of rules in the near future.


2.8.39 Four stroke engines

1. Motorcycles engines of mass production only, with a Stocksport homologation.
2. Maximum capacity: 1005 cc.
3. 4 cylinders maximum
4. The original crankcase and cylinders may be modified, but stroke and bore must remain as originally produced by the manufacturer.
5. Crankshaft and flywheel must be original. Balancing and polishing is allowed. Welding is not allowed. The minimum weight must be 95% of the original part.
6. Connecting rods may be altered or changed. The length must remain as original. The material must be of similar alloy as homologated. The minimum weight of a modified or replaced connecting rod must be 95% of the original part.
7. Pistons, piston rings and piston pins may be altered or replaced, but the bore must remain as homologated.
8. The original cylinder head may be modified, welding is allowed only in case of repair (this means that it is not allowed to have each cylinder welded in the same positions). The number of ports, valves, the diameter of the valves must remain as originally produced by the manufacturer.
9. Valves, valve springs and valve spring retainers may be altered or replaced, but valve and valve spring material must remain the same.
10. Carburettors may be altered or replaced. Fuel injection is free and can be replaced by carburettors.
11. Camshaft may be altered or replaced.
12. The cam drive method must remain as originally produced by the manufacturer.
13. Cam sprockets can be modified or replaced.
14. The ignition/engine control system is free.
15. The gear ratios are free. The maximum number of gears must remain as originally produced by the manufacturer.
16. The clutch system type must remain as originally produced by the manufacturer. Clutch springs, plates and basket may be altered or replaced.
17. The generator may be removed
18. Electric starter must be in place and work. The engine must start on the grid with the electric starter for the warm up lap before the start of the race.
19. The use of exotic materials such as ceramics, metal matrix or aluminium beryllium is not allowed.
20. Oil lubrication system is free.

For 2003 only
Engines which have been introduced on the public market 1995 or before: Max capacity 1100cc. Bore and stroke must remain as originally produced by the manufacturer. In all other points they may be modified according to the rules of 2002.

Air box 2.8.xx
An air box must be used.

The air box must completely closed around the induction. Bell mouths, the carburettors or throttle bodies may be entirely with in the air box.

The engine must have a closed breather system. The engine breather must be connected and discharge in the air box.

The air box must be constructed in such a way as to prevent any oil discharged in the air box from spilling on the track. This oil containment must hold a minimum of 1000 cc of oil.
The air box must be sealed to prevent any spillage of oil or fuel.

The inlet into the air box from the air ducts or open air must be above the lowest point of the bell mouth lips.


2.3.5 Wheel Rims and Tyres
The front wheel rim width must be 9″ maximum.
The rear and side tyres rim width must be maximum 11″.

2.8.16
Delete the sentence regarding the fixing points of side to main body.

2.8.25
2) Side and rear tyres must not exceed 254 mm measured like at point 1)

2.8.xy
The use of traction control system is not allowed

2.8.xz
The use of non passive suspensions is forbidden.

2.8.20.3
Modify: ” The ignition cut out must be placed as near to the centre of the handlebar as possible and must be operated by a non-elastic string of adequate length and thickness and strapped to the driver’s body………”

Noise
Max. 105 db/A measured at 5500 rpm

Copyright 2002, Roadracing World Publishing, Inc.

Slick tires are a half-a-second a lap faster than DOTs but they aren’t legal for Supersport racing. Nor should electric shifters be. Since the “selectively blind” tech inspectors in the AMA can’t find what makes Eric Bostrom’s ZX6-R go 165mph, they are not going to find the quick shifters in the “Supersport Legal” Black Boxes on the factory bikes.

I think that at EVERY SINGLE RACE, there should be a lottery based on bike numbers, and as the bikes are pushed out for morning warmup, the AMA should hand out a stock CDI purchased from a dealership, marked and tagged in some way, to the randomly chosen teams. That way they get one last chance to make their bike run right in its newly detuned state.

“Good” Electric shifters are not simple to setup for amateur mechanics/riders. Nor are they reliable electronically, ask anyone who has used one. When you crash and tear your rearset off, you have to buy another switching mechanism, and repair the wiring. They are way harder on transmissions, particularly during the dial-in process.

There is not even a debatable reason to allow them. Why doesn’t somebody just make the factories stop cheating so BLATANTLY? You can’t stop them from cheating, but they are all obviously sweating bullets about getting caught at this; they are too exposed. When their bikes are popping and banging between shifts, it is blatantly obvious they are cheating, and they all know it. No one seems to have the guts to stop it.

Max McAllister
President
Traxxion Dynamics, Inc.
Woodstock, Georgia




I have never understood how tech inspectors can be unable to tell if the factory is using a particular banned device. Seems simple to me: A post race inspection including a test ride to see if the device functions. Now I am sure a factory could still hide a switch somewhere in the cases or something that is not easily found…

In the alternative or in addition to:

What was wrong with the claiming rule we used to have? I remember back when a dominant race winner’s factory 600 SS bike was claimed after winning a race.

The factory team was not happy about it but the privateer that bought the bike certainly was happy with it!

Seems a reasonable claiming rule would do more toward eliminating the domination of factory special bikes in the supposedly close to stock Supersport/Superstock classes.

I could see being a privateer, showing up at the first race of the year with last year’s 600 and claiming one of the leading 600s instead of buying a new bike for this year. Seems a simple way to trickle the factory technology down through the ranks and thereby leveling out the playing field a bit.

George Leavell, former racer
Gilroy, California






I hope you can post this, but realize a lot has already been said on this subject.

I’m writing to air my feelings on the Bell/USGP posts. I think the nail was best hit on the head by Jason Temme. While I don’t feel insulted by the comments of Tony Bell,being a first generation American of Hungarian and Colombian descent, I don’t see why he had to use Cuba as an example, the everglades would’ve been good enough. Last time I checked Cuba wasn’t part of the USA. He didn’t help his cause by making the remark of Daytona being the “boob,booze,fun” getaway. That kind of makes you wonder about his mindset off the bat. Just not very professional at all.

I think I speak on the behalf of many racers in that we go to Daytona because it is DAYTONA. I’ve made a lot of friends from all across the country there that have justed wanted to experience it once. It is the MECCA of bike racers in the USA,like it or not. Harley guys go for the boobs and booze. Racers go foremost for the track.

On the USGP subject, I don’t understand Indy being a choice for a bike race. It is just another cookie-cutter NASJUNK track with some turns on the infield to attract F1. There are already too many tracks that we bike racers are racing on or spectating at that have the dreaded oval incorporated. We need more Road Atlantas, VIRs and Mid-Ohios. Less Las Vegas, Homesteads, PPRs. Road America or Brainerd would be logical because those tracks have straights the MotoGP bikes could stretch their legs on with crazy braking moves available at the end of them.

In the meantime, I’m making plans to go to Mugello in ’03 to see a real GP with all the classes there. Why Mugello? Because it’s not Valencia.

Brian Surtees
Springfield, Virginia




I was quite surprised when I read that Homestead was the favored track to host a USGP. I have been hopeful that with the increasing number of Americans racing in MotoGP, we in the States would be added to list of countries that host one of the rounds. The WSB race attendance at Laguna Seca demonstrate the ever increasing enthusiasm for world level racing. Sure we’re not like Spain or Italy, but spectators nearing 100,000 in number are impressive.

I am pessimistic about Homestead attracting attendance rivaling that of Laguna Seca. Other readers have accurately pointed out that it is remote. This fact will detract people from attending. Most enthusiasts also despise the layout of the track, or better said, having a MotoGP event inside a ‘circus ring.’ A true road course is what we should be aiming for.

So what happens if attendance doesn’t meet the promoter’s expectations in order to turn a profit? I doubt ISC will continue to pour money down a drain. They may float the race for a year or two more, hoping for a turnaround, but that’s it. After this potential failure, how difficult would it be to attract another promoter for a Grand Prix? I would think many would be deterred from giving it a try. Dorna would certainly be unimpressed about the lack of success in holding a USGP. This would be the second time in a decade to have the USGP fail. Would they be eager to give it another try in the near future? I seriously doubt it.

Let’s aim for success this time around. Host the round in an area that would be more inviting for everyone. Barber Motorsports Park seems like an outstanding facility for the event, as do VIR, Laguna Seca, along with many other wonderful road courses.

I’m not sure how much say or influence you have in this matter in regards to your position in the AMA Board of Directors, but please do what you can. I’ve followed your magazine and your editorials for a long time now, and I am always impressed with your views. A MotoGP round in America would be fantastic, but if it’s not done right this time, we can be assured it will soon disappear again.

Sincerely,

Alex Peabody
Oxnard, California




Homestead Pros & Cons:

Cons:

1. A road race at Homestead!!!???

Pros:

1. Bill France marketing muscle

2. Schedule it during Bike Week/Biketoberfest to bring in the crowds

3. Miami Metro area nearby

4. Warm weather – a March or October race can easily be added to MOTOGP calendar

5. Lots of European vacationers there. They may attend, even if Americans do not.

6. Maimi convenient to Latin American fans (US residents and foreign guests). MOTOGP races in Brazil and Argentina have been well attended.

7. So, after the race you can party in South Beach or Indianapolis. What would you do?

John Norton
Salem, New Hampshire





Sorry, I haven’t been on the site in a couple of days and this e-mail is a little late but after reading Erik Buell’s comments on AMA Pro Racing and their decisions regarding Pro Thunder, I really don’t think that Erik came off too harsh at all and has nothing to apologize for or feel regret for saying.

Erik, we could feel your passion and love for the sport ringing throughout your writings.

I raced my first AMA Pro racing event in Buell Pro Thunder 2 years ago on a Ducati, I have always been a Ducati person and never paid much attention to the Buells up until that point. I was completely amazed with the speed and performance of them. To this day every time someone pokes fun at a Buell around me I have to tell them that Buells are not oil-dripping couches. They are racebikes, built by a racer! And that racer sponsors an entire Pro racing series.

I felt that the Buell Pro Thunder series was a great platform for racers that didn’t want to race in the 600 or 750 class and get a 30th-something finishing position on a bike that every 18-year-old kid in town can purchase from their local dealer. As well as have highly paid Pros blazing past them on factory bikes and flipping them off becuase the slow guys are “out there looking for Wal-Mart.”

There is a racing void now that there is not a Twins class in AMA Pro Racing.

Ben Fox
MRA #95
Colorado Springs, Colorado
www.foxperformanceengines.com

Copyright 2002, Roadracing World Publishing, Inc.

I would like to add my opinion on this subject, let them be legal, what is the difference it is just one less thing the factories will have an advantage with. If it were up to me I would make Data Acquisition legal also. It would save me time and money in getting my bikes set up properly.

Hey, the AMA is supposed to be the top level of racing here in the U.S., there are plenty of race organizations and schools and track day events to ride your bikes at. If you can’t afford the top level, stay home or run the event when it comes to your area to see if you can be competitive but please quit the whining.

The problem in America today is all the political correctness, at my kid’s school they make everyone a winner, that’s BS, we live in a competitive world, find your level and be happy with it.

Being competitive in the AMA is not an entitlement.

Jim Rashid
4&6 Racing
Chicago, Illinois

Copyright 2002, Roadracing World Publishing, Inc.

By Beth Wyse

Jack and Vickie Abbott have been announced as the new managers of Barber Motorsports Park, the much-anticipated new road course in Birmingham, Alabama.

The couple first teamed up to manage Roebling Road Raceway near Savannah, Georgia. Prior to that, Jack had gotten a taste of racing when he worked with Colonial Motorsports Group to stage an Indy Lights race on a temporary road course in Savannah.

The Abbotts moved from Roebling to Virginia International Raceway several years ago. The opportunity for them to manage Barber was too compelling to turn down.

“Well obviously, after seeing the facility, it’s second to none,” explained Vickie. “Although Jack and I have a love for car racing, we really have a love for motorcycle racing and we knew it would be the motorcycle track in the U.S.

“We feel so blessed to be given the opportunity. I keep hearing that this track is going to set the standard for all the other road courses and I believe it. We’re real happy to be here and excited to get everybody out here.”

The only major event that has been confirmed for the 2003 season is the Grand-American Rolex Series, which features sports cars. “There are still discussions currently about a 2003 AMA date, as well as a full schedule of club racing,” said Vickie. “We hope to see WERA and SCCA and various Vintage groups like AHRMA and HSR. And we hope to see the facility used for testing.” Vickie added that the track also hopes to attract various racing and driving schools.