From a press release issued by FRA:

American Federation of Motorcyclists Re-Launches AFM’s South Chapter in Southern California

San Juan Capistrano, CA — AFM, in association with Fastrack Riders Association (FRA), is re-launching the AFM South Chapter next year. AFM South will host six races March through October in 2003 at California Speedway and Buttonwillow race tracks. Trophies, prize money, and championship points will be at stake as some of the nation’s best riders compete in classes for a variety of statewide titles. Riders can compete for the overall AFM Championship by attending just three more races outside their local chapter schedule, or they can focus on the home chapter’s championship on the home tracks.

After much negotiation between FRA and AFM, they have agreed to team up and restart the AFM South Chapter, which has been dormant for 12 years. The AFM, American Federation of Motorcyclists, is a non-profit California corporation that was founded in 1954 by a group of sport riding enthusiasts. It is the oldest organization in the country dedicated solely to motorcycle road racing, and is governed by a Board of Directors elected by the membership.

Under new ownership this year, the 10-year-old Fastrack Riders Association had a very successful first year at California Speedway with turnouts in excess of 150 riders. The obvious synergy between AFM organization and FRA personnel provided enough incentive and capability to re-establish AFM’s presence once again in Southern California.

David Pyles, President of Fastrack, says, “We are very excited about having an AFM South race schedule at California Speedway next year, and we plan on hosting our own Test-and-Tune track days on the Friday before the race weekend. This should give riders unfamiliar with the course not only a chance to learn the track, but get their bikes sorted out, too. It also gives spectators plenty of opportunity to see the action all weekend long.”

The AFM welcomes spectators, course workers and racers alike, and tries to provide the best show possible with the safest and most responsible crew you will find. AFM is a volunteer organization and is always looking for interested member workers and racing participants.

Fastrack’s main purpose is to get the racing off the street and onto the tracks where it belongs. For barely the cost of attending a NASCAR event, a rider can enjoy a day at the track going as fast as he or she feels comfortable. Groups are divided according to rider ability, and beginners must take an orientation class to familiarize themselves with track procedure and rider safety.

Larry Pointer, Vice President of Operations at FRA, carefully points out, “The AFM has begun the process of appointing South officers to the AFM Board of Directors, and we’ll start appointing other positions to the South AFM Board very soon. We’re also going to establish a rider round table for feedback. We need to find out which classes are going to be more popular down here in this market, and we’re working to develop a network of corner workers and other volunteers to make all this happen.”

For more information on FRA and AFM South activities, visit the website at www.fastrackriders.com, or call David Pyles at (949) 488-0543. The AFM can be reached at www.afmracing.org, or call (510) 796-7005.

From a press release issued by Yamaha Motor Corporation:

SOME LIKE IT HOTTER

Jamie James Productions’ Yamaha R1 Turns Up The Heat

For those discerning hardcore enthusiasts that see Yamaha’s irresistibly sharp-edged 2002 YZF-R1 as an excellent starting point, legendary Yamaha Superbike racer and multi-time AMA National Champion Jamie James has created your finish line. Jamie James Productions is building the ultimate street bike, their Series 1 Yamaha YZF-R1.

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In all his years in AMA Superbike competition, no one rode a bike harder and James learned how to set his bikes up to get the most out of them. His Series 1 Yamaha YZR-R1 is the culmination of his championship-winning knowledge and experience.

“After all those years on Superbikes, I never was impressed with streetbikes until I rode Yamaha’s R1,” James explains in his characteristic Louisiana Cajun drawl. “And I’ll tell you what, this bike here is faster than the Vance & Hines Yamaha Superbike I raced in ‘96. With Yamaha’s new fuel injection the engine’s response and fuel curve stay perfect. When you hit it – it’s perfect,” James adds with eyes widening and head rolling back for emphasis.

“I used as many OEM Yamaha parts as possible because I know they’ll stand up over the long haul,” said James. “A lot of times when you do a lot of mods, you might sacrifice the engine’s torque or reliability. I built a nice streetbike with lots of torque and long-term reliability. It’s all stock below the headgasket, so it should be as reliable as any stock Yamaha.”

The cylinder head is expertly ported and given a James’ special patented Serdi-cut valve job to increase flow and a Yamaha Race Kit headgasket to increase compression ratio. The net result is an engine that makes neck-snapping torque and breathes better all the way through the rpm range. An Acropovic Evo Titanium Exhaust system and special cam sprockets from Orient Express are the other major powerplant modifications. It all adds up to rear-wheel horsepower figures in the mid-to-high 140 range with a truly awesome midrange punch that makes it feel like more than that.

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The Ragin’ Cajun knows that it takes more than raw power to be the best, so he’s included premium suspension and brake components to compliment his monster motor. As impressive as the JJP R1 is under acceleration, it’s the sheer stopping power afforded by its combination of AP Racing master cylinder and six-piston calipers gripping Braking wave rotors and pads that have left journalist test-riders slack-jawed. Add to that the supple sophistication of Olhins suspension fork, shock and steering damper that improve handling characteristics, stability and cornering traction and feedback and you end up with an omnipotent overall package that leaves any other streetbike feeling a bit lacking. Countless final details such as a billet top triple clamp, stainless-steel-braided brake lines, a fender eliminator kit, Euro turn signals, various titanium bits, anodized metal JJP serial number plaques riveted to the frame and a distinctive deep gloss black, silver and red JJP Series 1 paint job complete with James’ hand-signed signature on the tank – even a bike cover is part of the deal – leave nothing to want.

To have one built, your local Yamaha dealer ships a 2002 R1 to the Jamie James Productions facility in North Carolina at (828) 712-2153 or email at [email protected]. The price is $23,500, which includes the price of a 2002 Yamaha YZF-R1. Not cheap, but then again, owning the best never is.

Copyright 2002, Roadracing World Publishing, Inc.

1. Tohru Ukawa, Honda RC211V, 2:04.951
2. Valentino Rossi, Honda RC211V, 2:04.994
3. Alex Barros, Honda RC211V, 2:05.247
4. Max Biaggi, Yamaha YZR-M1, 2:05.353
5. Loris Capirossi, Honda NSR500, 2:05.368
6. Daijiro Kato, Honda RC211V, 2:05.718
7. Garry McCoy, Yamaha YZR500, 2:06.098
8. Carlos Checa, Yamaha YZR-M1, 2:06.168
9. Sete Gibernau, Suzuki GSV-R, 2:06.269
10. John Hopkins, Yamaha YZR500, 2:06.638
11. Jeremy McWilliams, Proton KR3, 2:06.685
12. Jose Luis Cardoso, Yamaha YZR500, 2:06.759
13. Jurgen v.d. Goorbergh, Honda NSR500, 2:06.778
14. Kenny Roberts, Suzuki GSV-R, 2:06.860
15. Olivier Jacque, Yamaha YZR-M1, 2:06.959
16. Tetsuya Harada, Honda NSR500, 2:06.971
17. Norick Abe, Yamaha YZR-M1, 2:06.987
18. Nobuatsu Aoki, Proton KR3, 2:07.192
19. Shinya Nakano, Yamaha YZR-M1, 2:07.474
20. Akira Ryo, Suzuki GSV-R, 2:07.955
21. Regis Laconi, Aprilia RS3, 2:08.400
22. Andrew Pitt, Kawasaki ZX-RR, 2:10.407


250cc Grand Prix free practice Saturday:
1. Fonsi Nieto, Aprilia, 2:08.843
2. Toni Elias, Aprilia, 2:08.859
3. Marco Melandri, Aprilia, 2:09.027
4. Randy de Puniet, Aprilia, 2:09.469
5. Naoki Matsudo, Yamaha, 2:09.770
6. David Checa, Aprilia, 2:09.871
7. Franco Battaini, Aprilia, 2:10.191
8. Roberto Rolfo, Honda, 2:10.388
9. Alex Debon, Aprilia, 2:10.645
10. Emilio Alzamora, Honda, 2:10.689


125cc Grand Prix free practice Saturday
1. Arnaud Vincent, Aprilia, 2:13.702
2. Manuel Poggiali, Gilera, 2:13.751
3. Daniel Pedrosa, Honda, 2:14.605
4. Jorge Lorenzo, Derbi, 2:15.013
5. Steve Jenkner, Aprilia, 2:15.106
6. Alex de Angelis, Aprilia, 2:15.273
7. Simone Sanna, Aprilia, 2:15.302
8. Mika Kallio, Honda, 2:15.334
9. Max Sabbatani, Aprilia, 2:15.460
10. Pablo Nieto, Aprilia, 2:15.526

From a press release:

WHITE BROTHERS PRESS RELEASE 10/11/2002

A note to all White Brothers Friends and Associates From Tom White:

It comes as no surprise when I say that the atmosphere at White Brothers is changing rapidly. Although change sometimes affects us differently, I wanted to take this opportunity to share my personal view that the new direction we are working towards and processes we are implementing will have a lasting positive effect on the company. I feel that we all stand to benefit greatly from this.

White Brothers is stepping into a period of company renovation and growth that will enable us to become stronger, more recognizable as a leading brand, and will ultimately be a very exciting company to be a part of in the future.

It is with those thoughts that I wanted to share with you a few of the steps I have taken regarding our staff.

Effective immediately, Mike Bell will be stepping into the position of Chief Operations Officer. Mike has a deep understanding of our company and the steps we need to take in order to significantly grow, which is a valuable asset to us.

Effective immediately as well, John Bui has been named Vice President of Finance. John’s contributions to White Brothers have significantly improved our corporate standing, and we feel fortunate to have him as a leading member of the White Brothers team.

I would also like to welcome a new member to the White Brothers team. Lori Clark, our new
Vice Persident of Operations, has joined us just this week. Lori comes to us from the Oakley Company, where she was Director of Material Procurement for the past six years. Please join me in welcoming Lori to the team.

From a press release issued by GSE Racing/HM Plant Ducati:

GSE Racing re-confirms 2003 plans

In response to continued speculation about its manufacturer arrangements for the 2003 Superbike World Championship, GSE Racing’s Team Principal Darrell Healey has taken the opportunity to re-confirm the terms of its partnership with Ducati Corse.

“There has been a lot of speculation about GSE Racing leaving the Ducati stable to compete with another manufacturer’s machinery in 2003. I would like to take this opportunity to confirm once again that GSE Racing will be running with two riders as the only official Ducati Corse satellite team.

“As an essentially privateer set-up with manufacturer support, GSE Racing prides itself on its ability to nurture talent within a strong team structure. Troy Bayliss and Neil Hodgson won consecutive British Championships on Ducati machines and both riders have continued to flourish in the world series.

“We have enjoyed a considerable amount of success at the highest level and we are looking forward to continuing this trend with Ducati Corse. James Toseland will be joined by Chris Walker to spearhead our campaign next season and I’m sure that we’ll continue to provide Ducati with a successful breeding ground for new talent that can go on to challenge for the World Championship.”

Darrell also took the opportunity to confirm that GSE Racing has been rewarded with an increased level of support from Ducati Corse in 2003, due in no small part to its continued high levels of commitment and professionalism. This substantially improved package will ensure that the UK-based team will continue to compete at the highest level and represent the Ducati brand to the thousands of loyal Superbike fans worldwide.

“I would also like to take this opportunity to thank Ducati for the support they have given GSE Racing over the past five years. Without Ducati Corse’s commitment, the team wouldn’t be in the enviable position that it is in today. GSE Racing, HM Plant and our other sponsors have all benefited from the global appeal and image of the Ducati brand.”

Ducati Corse Superbike Programme Director, Paolo Ciabatti said: “Ducati is delighted that GSE Racing has reconfirmed its status as a factory-supported team for 2003 and beyond after the success of the past five years. GSE Racing has continued to develop into one of the top teams in the World Championship with Ducati Corse. Indeed, over the past three years, GSE Racing’s excellent results have helped Ducati to retain the manufacturers’ championship in the World Superbike series.”

Copyright 2002, Roadracing World Publishing, Inc.

Former road racer Alice King, who in recent years handled Public Relations for Ducati North America followed by a stint as a sales rep with Tucker-Rocky Distributing, is now working as an Apparel Specialist for BMW Motorcycles.

We’re not sure what that means but King reports that since taking the job in August she has to wear business suits to work.

From a press release issued by Michelin:

MICHELIN’S FOUR-STROKE FORCE EXPANDS AT STEAMY SEPANG

The new-look MotoGP World Championship gets closer to going all-four-stroke this weekend at Sepang where four-stroke machines will account for half of the MotoGP grid for the first time. Just one week after Alex Barros (West Honda Pons RC211V-Michelin) forsook his NSR500 two-stroke to win at Motegi, Olivier Jacque (Gauloises Yamaha Tech 3 YZR-M1-Michelin) and Shinya Nakano (Gauloises Yamaha Tech 3 YZR-M1-Michelin) have consigned their YZR500 two-strokes to history, bringing the total of four-stroke bikes to twelve. Next year it’s expected that the entire MotoGP grid will be four-stroke, bringing a quarter of a century of two-stroke domination to an end.

Jacque and Nakano couldn’t have chosen a better place to make the switch, for Sepang is expected to favour the new breed of 200-plus horsepower four-strokes more than any of the other 15 Grand Prix circuits. Most pit-lane experts expect newly crowned MotoGP World Champion Valentino Rossi (Repsol Honda Team RC211V-Michelin) and his rivals to smash the existing 500 track record by around two seconds.

Sunday’s Malaysian GP is the 14th of the season and falls immediately after last weekend’s Pacific GP in Japan and before next weekend’s Australian GP. The first-ever four-stroke-based MotoGP season concludes at Valencia, in Spain, on November 3.


MICHELIN TYRES AND SEPANG

Sepang is one of the more challenging events on the Grand Prix calendar – mainly because of the withering tropical weather conditions. The high ambient temperatures, often around 35 degrees, can raise track surface temperature to over 50 degrees, a massive increase over that experienced at most GP circuits. It is Michelin’s job to ensure that their tyres offer riders maximum grip and endurance in these torrid conditions, and the company’s superb record at the Malaysian GP suggests that the French tyres manage this better than any others. Michelin has won all but two of the 11 premier-class GPs staged in Malaysia since 1991, at Shah Alam, Johor and Sepang.

“In normal conditions, most European GP circuits have a track surface temperature of around 35 degrees, so Sepang can be around 40 per cent hotter,” says Michelin Grand Prix manager Emmanuel Fournier. “But tyre temperature doesn’t increase by anything like as much, because we manage it by adjusting compounds and constructions. This is one of the toughest tracks for tyres, so it will be a big challenge for us, just like every race this year, because every circuit is new for the four-strokes. We have made many improvements to our tyres since the start of the season, mainly through construction, but then the bikes have also improved a lot.”

Sepang isn’t only the hottest GP track, it’s also the widest, which adds an extra element to riding technique. “The circuit is almost too wide for bikes!” adds Fournier. “Riders therefore need to be very clever to ride the best-possible lap here, because if they ride white line to white line, as they do at most tracks, for sure they won’t be so fast. The track is so wide that riders can use many, many different lines through each corner, so it’s the kind of place where we can see riders really use their talent to produce the best lap time. Also, they can change their lines from lap to lap, maybe sacrificing corner entry speed at one turn to increase their exit speed, or vice versa. And, of course, this makes it easier for riders to overtake each other.

“I think this will be a tough weekend for the two-stroke riders. We are still developing tyres for the 500s but Sepang is fast and open, so the more powerful four-strokes will have a definite advantage.”

Two years ago at Sepang Michelin tested an air-drying system for their paddock compressors, but while these units are widely used in similar conditions in car racing, they’re not so useful in bikes. “The volume of air within a motorcycle tyre is much smaller than that of an F1 car tyres,” explains Fournier. “So the pressure increase caused by the heat vapourising the wet air is negligible.”

SHINYA NAKANO AND SEPANG

There will be few happier people in the Sepang paddock than Shinya Nakano, who this weekend races a four-stroke MotoGP bike for the first time. Runner-up in the 250 World Championship two years ago, Nakano has raced 500s for the past two seasons, scoring a podium finish during his debut premier-class campaign, but this year hasn’t been so easy for the meek and mild Japanese star. The advent of the new four-stroke-based MotoGP rules has left Nakano struggling to keep up on his traditional 500, but from now on he’s four-stroke-mounted and aiming to get back up front.

Nakano and team-mate Olivier Jacque get one YZR-M1 each for the last three races of the 2002 MotoGP World Championship. The bikes are almost exactly like those raced by Max Biaggi (Marlboro Yamaha Team YZR-M1-Michelin) and Carlos Checa (Marlboro Yamaha Team YZR-M1-Michelin), who have scored one win and four pole positions between them over the last few months.

And Nakano could hardly have chosen a better track at which to make his M1 debut. “Sepang is a good track for four-strokes and it’s also one of my favourite tracks – I won the 250 GP here in 2000 and last year I was only three tenths off a podium finish in the 500 GP,” says the former Japanese 250 champ who celebrated his 25th birthday the day before Malaysian GP qualifying got underway. “I like it because I like fast corners and it’s a fast track, which rewards smooth riding. But Sepang is a hard race –for the tyres, for the engine and also for the rider. The weather is always very hot and humid, and even though Japanese riders are more accustomed to these conditions, Sepang is still tough for us.

“The grip is so-so but the surface temperature is so hot that you can push very hard from the very first lap. The high temperatures also mean that you get even more feel when the tyres slide, though they do slide more than usual. But I don’t have to think about conserving my tyres at this track, it’s never a concern, so long as I work to choose the best tyres with my crew and with Michelin. I go flat-out from the start, no worries, and I push all the way. Maybe you have some big slides over the final few laps but it’s not a problem.

“Last winter Olivier and I did a lot of front-tyre testing for Michelin and I used to have ‘my own’ front, but midseason I changed back to a more standard front slick and I’m quite happy with that. Michelin have been working very hard on both front and rear tyres, and not only for the four-strokes. I’m surprised how much effort they’ve put into their 500 tyres, considering that the 500s won’t be around for much longer, though I’ve appreciated their help. But now, of course, I change to four-strokes!

“I tested the M1 at Yamaha’s Fukuroi test track during the summer break and also again at Shah Alam this week. It’s obviously important to get as much time as possible on the bike because I’ve never raced a four-stroke before, not even at the Suzuka Eight Hours. But I’ve been surprised by the M1, I’ve found it easy to ride and not so much different from the 500. The main thing is that it’s faster, especially on acceleration, and it can do quicker lap times, which is all that really matters to me! This has been a difficult season for 500 riders because it’s been impossible to be competitive with the four-strokes at most tracks, so I’m looking forward to being able to fight up front once again. The M1 does good lap times easily and it seems to look after its tyres well, because the power delivery is smoother, so I think I’m going to be having a lot of fun over the next few races.”

SEPANG DATA
Lap record
Valentino Rossi (Repsol Honda Team NSR500-Michelin), 2:06.618, 157.741kmh/98.016mph (2001)

2001 pole position
Loris Capirossi (West Honda Pons NSR500-Michelin), 2:05.637

Recent winners of the Malaysian GP
2001 Valentino Rossi (Nastro Azzurro Honda NSR500-Michelin), 44:46.652

2000 Kenny Roberts (Telefonica Movistar Suzuki RGV500-Michelin) 31:58.102 (race stopped early due to rain)

1999 Kenny Roberts (Suzuki Grand Prix Team RGV500-Michelin), 44:56.033

1998 Mick Doohan (Repsol Honda NSR500-Michelin), race held at Johor

1997 Mick Doohan (Repsol Honda NSR500-Michelin), race held at Shah Alam

1996 Luca Cadalora (Kanemoto Honda NSR500-Michelin), race held at Shah Alam


Michelin’s partners

Repsol Honda Team-Michelin (4S)
Valentino Rossi
Tohru Ukawa

Marlboro Yamaha Team-Michelin (4S)
Max Biaggi
Carlos Checa

Telefonica Movistar Suzuki Team-Michelin (4S)
Kenny Roberts
Sete Gibernau

West Honda Pons-Michelin (2&4S)
Loris Capirossi (2S)
Alex Barros (4S)

Fortuna Honda Gresini-Michelin (4S)
Daijiro Kato

Gauloises Yamaha Tech 3-Michelin (4S)
Shinya Nakano
Olivier Jacque

Antena 3 Yamaha-d’Antin-Michelin (2S)
Norick Abe
Pere Riba

Copyright 2002, Roadracing World Publishing, Inc.

1. Valentino Rossi, Honda RC211V, 2:05.643
2. Daijiro Kato, Honda RC211V, 2:05.817
3. Alex Barros, Honda RC211V, 2:06.137
4. Loris Capirossi, Honda NSR500, 2:06.568
5. Jeremy McWilliam, Proton KR3, 2:06.986
6. Kenny Roberts, Suzuki GSV-R, 2:07.015
7. Sete Gibernau, Suzuki GSV-R, 2:07.078
8. Carlos Checa, Yamaha YZR-M1, 2:07.200
9. Tohru Ukawa, Honda RC211V, 2:07.558
10. Max Biaggi, Yamaha YZR-M1, 2:07.605
11. Shinya Nakano, Yamaha YZR-M1, 2:07.717
12. Tetsuya Harada, Honda NSR500, 2:07.771
13. John Hopkins, Yamaha YZR500, 2:07.921
14. Jurgen v.d. Goorbergh, Honda NSR500, 2:07.944
15. Norick Abe, Yamaha YZR-M1, 2:07.983
16. Nobuatsu Aoki, Proton KR3, 2:08.185
17. Garry McCoy, Yamaha YZR500, 2:08.633
18. Regis Laconi, Aprilia RS3, 2:08.730
19. Olivier Jacque, Yamaha YZR-M1, 2:09.358
20. Akira Ryo, Suzuki GSV-R, 2:09.386
21. Jose Luis Cardoso, Yamaha YZR500, 2:09.966
22. Andrew Pitt, Kawasaki ZX-RR, 2:13.127

From a press release issued by Daytona International Speedway:

Connell Not Holding Anything Back Entering Next Week’s Fall Cycle Scene At Daytona

DAYTONA BEACH, Fla., (Oct. 10, 2002) — Aussie Craig Connell won’t be playing it conservatively during next week’s Fall Cycle Scene at Daytona International Speedway.

Connell, a native of Queensland, Australia, owns the championship leads in both the Lockhart-Phillips Unlimited Superbike and Pro Honda Oils Sportbike entering the Oct. 17-20 Fall Cycle Scene, which features the season finales for both the Championship Cup Series and the Formula USA National Road Racing Series.

While Connell wants to secure both championships, he’s not going to be racing any differently at the “World Center of Racing” than he has anywhere else this season.

“I’ll be racing to win,” said Connell, who rides the No. 6 Arclight Suzuki.

The 34-year-old Connell holds an 11-point advantage over Floridian Michael Barnes in the Lockhart-Phillips Unlimited Superbike, the premier division of Formula USA.

There will be 51 points up for grabs between the two legs of the Lockhart Phillips Unlimited Superbike season finale at Daytona on Sunday, Oct. 20 which will leave Connell, Barnes, third-place rider Shawn Higbee and four-place rider Larry Pegram with statistical shots at the title.

In the Pro Honda Oils Sportbike, which will also be on Sunday, Oct. 20, Connell has all but clinched the title. He holds a 25-point lead over Pegram, and with only 26 points at stake in the division’s season finale at Daytona, Pegram will have a hard time catching Connell.

“The pressure is off on that one a little bit,” Connell said.

Connell got the season off to a slow start during Daytona 200 Week in March. He finished eighth in the Sportbike and eighth and seventh in the Lockhart-Phillips Unlimited Superbike legs.

But Connell was still adjusting to a new bike (he switched from Ducati to Suzuki) and was recovering from an arm injury from the previous season. He has been able to bounce back by staying consistent and focusing on the races that he felt like he could win.

“We got on top of those nibbling problems and all is working well,” Connell said.

Connell made his first trip to Daytona International Speedway in March, 2001 and says that the 3.56-mile road course is like nothing he has ever seen in his career.

“I’m from Australia,” Connell said. “We have nothing like that back there. It was a total learning curve.

“It was the entire place, just the size of it. It was totally different from anything I’ve done before. I’ve ridden around the world and Daytona is not like anything else. Daytona is one of those places that you don’t have anything else to relate to.”

Tickets for Fall Cycle Scene are available online at http://www.daytonainternationalspeedway.com or by calling the Speedway ticket office at (386) 253-7223.