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.

Copyright 2002, Roadracing World Publishing, Inc.

The previously announced deal between AFM, Inc. and Fastrack Riders to resurrect AFM South for the 2003 season and start holding races in Southern California again has crashed and burned.

According to Fastrack Riders Association President David Pyles, “It really just came down to simply a business decision for the AFM/FRA deal to break down. FRA had a limited number of track days at California Speedway (21 days plus a Thursday before the AMA event practice and race day) and giving up eight days to stage races in the end had serious financial implications for FASTRACK and AFM. We had to keep both organizations separate since one is a for-profit and the other a non-profit. Also, it was determined through a round-table discussion of riders it would be hard to get enough riders attending an AFM event to get to breakeven because of the cost of the speedway and what it would cost to practice and race a weekend.

“The AFM board did raise legitimate questions but I don’t want it to come off it was as a result of the AFM Board we did not conclude the deal. Each entity had reasons why we could not complete the deal solely because of business issues. If anyone is at fault it is me wanting to get the word out about the series once we shook hands with AFM to go forward. We hit snags as we got close to completing the transaction which forced us to step back and look at the numbers again. The numbers told us at this time it is better for both organizations to put the concept on the shelf till another time.”

Copyright 2002, Roadracing World Publishing, Inc.

The original spirit of Supersport was for a less expensive alternative to Superbike, or whatever class the factories competed in.

Indeed, the support has not trickled down as some thought it would over the years, but there does seem to be more teams that have stepped up to the plate, and there is some support that is now developing.

But, wasn’t there a claiming rule a few years ago? Retail cost of the bike plus an amount or so, and you could walk away with any competitor’s bike. Claiming has always been looked down upon, however. Remember the Yoshimura fork issue a couple of years ago? How about the $65,000 rear shock off the factory CBR600F4 that was claimed? I worked with and was helped by Dale Quarterley. I remember when he tried to get a set of special carbs that the Commonwealth Team had. No can do. He could claim them, but it would put him in a poor position down the road.

Everyone wants to use NASCAR an example in how successful it is. Ok, let’s really look. NASCAR has a restrictive set of rules that make it pretty much illogical for the factories to compete as one off teams. So, the factories support many teams, helping them with development of drivers, machines, etc. Everyone wins. The fans, competitors from the mechanics to the guys behind the wheel.

In AMA Superbike, there are rules that I don’t know about, special ignition boxes (I remember the HRC black boxes back for the CBR600F2s), and the like. If you think a factory bike might have a “whatever box” that is not necessarily legal, take theirs and give them a known stock unit. Better yet, have everyone bring theirs to tech, and we’ll all swap out of a bag. I think it’s pretty simple. At Road America in 1993, I remember that several factory bikes were required to bring their ignition box to tech to be surrendered, and they were given a stock unit that was apparently purchased at a dealership. It did not change the overall result, but the qualifying times did tighten up, as I remember. At least we had a fighting chance. I’ve attended some tear downs, from a distance, and I saw some things come out of bikes that was very much unlike what mine had. Hey, I was good, but was it necessary to go to those lengths to try and beat me?

As a racing/riding school instructor, I have the opportunity to talk to lots of people. I am amazed how many people that used to go to one AMA event or another choose not to. They can see that there is a distinct difference in the factory stuff and what everyone else has. Yes, they want to see all the top guys, but they want to see the local guys try and have a chance, too.

Invariably, since the AMA is looking out for motorcyclist rights and all, they need the input and support from the manufacturers. I think that corrupts the whole system for AMA Pro Racing.

I consider Ron Barrick a friend of mine. I met him when he was working with, again, Dale Quarterley. Our paths crossed at the Road America AMA event. He asked if I was riding. I basically voiced these same concerns, and that it would be unreasonable for me to do so because of the uneven playing field. I know he understands this position.

Monte Nichols, one of my instructors, finished 14th in the Supersport event behind Ty Howard. They were the top privateers. The factory bikes just motored away. Would the result have been different if the bikes were more evenly matched? Probably not, but the race would have at least been closer, and certain positions might have been different. Maybe that would have prompted Citgo Petroleum, Monte’s sponsor, to think more about supporting his program or others like it.

My question is: Who is there to tell these concerns to that can make the changes and return Supersport racing to a reasonable silhouette of what it was?

A quick shifter is $800? And it’s necessary? It’s only necessary if it makes up time, and if everyone else is already illegally using one. If they are being used illegally, then tech has a job that they should be taking care of.

“Super” Dave Rosno
Team Visionsports
Visionsports Riding Schools
http://www.team-visionsports.com
Eagle, Wisconsin