Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Yoshimura Suzuki’s Mat Mladin and Aaron Yates will race on GSX-R1000s in the 2003 AMA Superbike Championship. “Everybody will be on 2003 1000s,” Team Blimpie Yoshimura Suzuki Team Coordinator Rich Doan told Roadracingworld.com Tuesday. “Whether Mr. (Ben) Spies will be running Superbike or Formula Xtreme, I do not know, but Yates and Mladin will be competing in Superbike class on ’03 1000s.”

In a recent test at Spring Mountain Motorsports Park in Pahrump, Nevada, a tight track often used by the Yoshimura team for testing, Yates equaled his best GSX-R750 Superbike lap times on a GSX-R1000. “It was the same (times), but he didn’t have correct suspension components. It was just something that was on the bike,” said Doan. When asked if it was true that Yates’ GSX-R1000 used a 2002 frame and not the 2003 GSX-R1000 frame, which features an adjustable swingarm pivot, Doan answered, “That’s true.”

Whether the Yoshimura team will have complete 2003 GSX-R1000 Superbikes to ride at the upcoming Dunlop tire tests at Daytona International Speedway hasn’t been confirmed. “Probably. It’s still up in the air,” said Doan. “We’re still waiting on parts.”

Doan also confirmed that Tom Houseworth will be Ben Spies’ Crew Chief, Chris Weidl will move up to replace Vic Fasola as Yates’ Crew Chief and Henry Yokota will join Mladin’s existing crew as engine builder. “Henry worked at Yosh from, I think, ’92 through ’97 and left to open up his own business,” said Doan. “He has his own business going and returned to build engines for Mladin.”

While we had Doan on the phone, we asked for his opinion on the proposed rule change to allow electric shifters in AMA Supersport and Superstock racing in 2003. “Oh, to add fuel to the fire?” asked Doan. “It’ll be beneficial for everybody. If people are complaining about the amount of money, it’s the price to go racing. A handful of years ago, people were complaining about tire warmers. Now everybody has tire warmers.

“And it doesn’t blow up transmissions no worse than…if you’re going to miss a shift, you’re going to miss a shift. Transmissions were blowing up a long time before those shifters were around, because stuff does wear out.

“We’re just thrilled about it. We’ve been using them on Superbikes for years, and we just know how beneficial they are on that. Like Jim Rashid wrote in (to Roadracingworld.com), it’s great. Give us more stuff to use. He’s the only one of the smart ones to write in. All these other guys that are complaining, they’re clueless to the true reality. And if they’re complaining that it’s expensive and that, just like Jim said, it’s Pro racing. Don’t come and play. You know?”

Copyright 2002, Roadracing World Publishing, Inc.

AMA Pro Racing’s Road Race Advisory Board members voted against making electric quick-shifters legal in the Supersport and Superstock classes.

According to a recent memo mailed to advisory board members, the vote was 8-3.

For unknown reasons, AMA Pro Racing then added votes from AMA employees Merrill Vanderslice, Rob King and Ron Barrick. Vanderslice and King voted for allowing quick-shifters while Barrick voted against, making the combined total 9-5 against.

Despite the no vote, the proposal has continued to move towards becoming a rule for 2003.

Copyright 2002, Roadracing World Publishing, Inc.

What was originally GLRRA and more recently known as Michigan Grand Prix (MGP) has folded up, according to a post on the organization’s website.

Which may prove once again that providing goods and services (including the organization and operation of motorcycle races) at less-than-sustainable-market price is not a viable economic model.



(Thanks to racer Jim Cottrell for the tip.)

Copyright 2002, Roadracing World Publishing, Inc. By David Swarts The Brazilian Post Office has issued a set of six new postage stamps which feature old and new motorcycles. The 40 x 30mm stamps depict artist Fernando Lopes’ renderings of what are the first model offerings, or the first Brazilian model offerings, from Suzuki, Yamaha, BMW, Triumph, Harley-Davidson and Honda paired with current 2002 models from the same manufacturers, including a GSX-R1000, a YZF-R1, an R1200C, a Daytona 955, a V-Rod and a CG125. The Brazilian Mint plans to print 2.4 million of the stamps. Production started September 29, 2002. For more information on these Brazilian postage stamps, write to: Distance Sales Office Av. Presidente Vargas 3.077-23° andar 20210-900 Rio de Janeiro, RJ, Brazil Phone: 55-21-2503-8095/8096 Fax: 55-21-2503-8638 E-mail: [email protected]

Copyright 2002, Roadracing World Publishing, Inc.

Responding to Comments In Favor Of Supersport/Superstock Quick-shifters Made By Chuck Graves and Tom Houseworth

First Person/Opinion by Michael Hannas

It seems that there is some disagreement among players involved about AMA Pro Racing’s electric-shifter proposal for Supersport and Superstock.

Chuck Graves stated his approval of the shifters, saying that they were cheaper than a set of tires. Yes, there are shifters available for a little bit less than one would pay for a set of tires at full-pop, but the KLS system like Graves uses on his Formula Xtreme bikes is around $800. Last time I checked, $800 would get a guy with a decent tire deal three sets of Pirellis, and any Joe Schmoe can get two sets of any brand of tires for that much.

As for Tom Houseworth’s statement about shifters being the shit, I agree. They are really cool to use and yes, once set up and maintained properly they can be trouble-free. The problem is that not everyone has five test dates before the season starts, along with a data-acquisition guy and three mechanics per bike to set the things up. It creates an extra thing for privateers to worry about having to get and set-up.

Yes, they may be worth half-a-second per lap (which I’m wondering how Houseworth and Graves would know, considering Yoshimura Suzuki or Yamaha would have no reason to test the currently-illegal shifters on Supersport bikes unless they already have them, or if they are using data from Superbikes which would be completely irrelevant since Superbikes have half-again as much horsepower and close-ratio trannies), but that half-second will be less for privateers without a perfect set-up, creating an even bigger gap between the factories and everyone else.

In reality, all the factory teams have been running electric shifters for years, so in a certain perverted way it would make sense to allow everyone to use them, since the factories already are. AMA Pro Racing hasn’t been able to–or hasn’t wanted to–catch the factory teams using illegal electric shifters, so they might as well make shifters legal since they can’t enforce the rule, right? And the fact that they are cool, easy to set-up and make lap times faster is a reason to have them?

Excuse me? Slicks are pretty cool, not expensive, and easy to set-up. Should we have those, too? What about aftermarket subframes? They are cheaper than stock, lighter than stock , and stronger than stock. Should we have those? Taking your countershaft sprocket cover off shaves weight and makes it much easier to change the chain or gearing. Should we allow that? A double-bubble windscreen looks cool and makes it easier to tuck in. How about that? Should I continue?

The class is for, as you hear on TV, “bikes just like the ones you can buy off the showroom with suspension mods and a pipe and jet kit.” I guess now Dave Sadowski will have to add electric shifter to the list.

Even if being cool and faster isn’t really a good reason for introducing a new rule that defeats the whole idea and purpose of the class in my opinion, if AMA Pro Racing said that was why the shifters were being proposed I would understand. But AMA’s stated reason for the rule allowing quick-shifters was that the shifters were readily available at reasonable prices and would help prevent missed shifts. Nothing in the proposal defined what “reasonable” prices are or stated how cool and easy to set up the shifters are. If they said that, then maybe I would see their reasoning at least, even if I didn’t agree with it.

My point is that there are many, many more important things they could be worrying about, and this is what they give us? A f–king shifter?

AMA Pro Racing never ceases to amaze me.

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.)