From a press release issued by Fuchs Kawasaki:

FUCHS KAWASAKI BID A FOND FAREWELL TO WORLD SUPERBIKES

This weekend’s final round of the 2002 World Superbike and Supersport Championships at Imola has special significance for the Harald Eckl-run Fuchs Kawasaki Racing Team, marking as it does their last appearance in the world’s premier production championship.

Andrew Pitt’s 2001 World Supersport title was undoubtedly the highlight, of what has been a successful six year association with the World Superbike series for the Fuchs Kawasaki team. But at Imola, the team bid farewell to the World Superbike paddock, as they prepare to move to MotoGP in 2003.

Team Manager, Harald Eckl: “We’ve enjoyed six fantastic years in World Superbikes and we will take a lot of good memories of this series, and the people involved with it, to the MotoGP paddock next season. The list of people I’d like to thank is endless, but a special mention must go to all our riders, who have always given their all, despite the fact that, at times, the regulations have made it difficult for us to be as competitive as we’d have liked.

“This never-say-die attitude is epitomised by Chris Walker’s approach to his racing this year. He’s battled against considerable odds this season, like the Bell’s Palsy with which he’s been afflicted since pre-season testing, but he has never, ever given up. It is this sort of attitude that has allowed every member of the team to maintain their motivation, regardless of the problems encountered both on and off track. So, to the people who have been a part of the Fuchs Kawasaki Racing Team over the past six years, I’d also like to say a big thank you.

“And then of course, there are our partners and sponsors, without whom there would have been no Kawasaki Racing Team. They also deserve our warmest thanks, although it is hoped that the relationships we’ve built up through six years of World Superbike competition will continue in MotoGP next season.

“Finally, I’d like to say a big thank you to Maurizio and Paolo Flammini, and all at Octagon who have made the World Superbike Championship what it is today. As professional as the series has become, they have never lost sight of the fact that it’s the fans that make the championship the success it is. More than any other race series, World Superbike has remained accessible to the race fans, with the result that a real family atmosphere pervades every race meeting. On our departure to MotoGP, we wish Paolo and the World Superbike Championship every success for the future.

“I sincerely hope that the loyal fans who’ve followed our progress in World Superbike over the years will continue to support the team as we move to MotoGP next season. I also hope they will extend the same level of support that we’ve enjoyed to Kawasaki’s new World Supersport team, who will campaign the brand new ZX-6RR in the series during 2003.

“2003 promises to be an exciting year for Kawasaki fans worldwide so, to coin a phrase: ‘Let the good times roll…'”

From a press release issued by Triumph:

Six months after fire damaged their factory in Hinckley and following extensive trials to test all areas of manufacturing, Triumph are building motorcycles again.

Key production areas have been rearranged and these improvements combined with the latest technology, are enabling Triumph to produce bikes in the most advanced motorcycle factory in the world.

Triumph did not merely replace equipment which had been lost or damaged in the fire, but took the opportunity to relocate and upgrade many processes:

Most functions have more space allowing Triumph to optimise the layout for maximum production efficiency.

The chassis assembly line is completely new and includes numerous tooling and equipment upgrades, revised sub-assembly stations and several labour saving enhancements. Together these have increased Triumph’s efficiency and accuracy and have improved the ergonomics for employee work stations.

The chassis assembly area now has two rolling roads to test bikes at the end of the assembly line.

The relocation of engine component machining lines and the engine assembly line to Triumph’s second factory so that all engine manufacturing processes take place under one roof. Finished engines are then transported to Factory 1 for fitment to the chassis.

“All our staff are back at work and delighted to be doing what they do best – building motorcycles which are a superb symbol of British manufacturing throughout the world,” says Karl Wharton, Managing Director of Triumph Motorcycles.

Development of new motorcycles has continued apace throughout the rebuilding programme.

Triumph have unveiled their new 2003-model line-up, including the new Speedmaster model, at Intermot, the international trade fair in Munich. The company plans to launch other exciting new bikes in the near future.

“Worldwide support for the Triumph brand has been enormous during the rebuilding programme, which has been achieved in record time thanks to close-co-operation with our insurers, the efficiency of the contractors and the enthusiasm and dedication of our staff,” says Karl Wharton.

“It is a remarkable achievement to be back in production six months after the fire destroyed a third of our production facility. This is a testament to Triumph’s character. Our new facilities are fantastic and the future for Triumph is brighter than ever.”

Initially production will start at 25% of pre-fire levels, building up to 100% by Christmas.

“As part of the installation process we have bikes covering all models in the current Triumph range and it was a thrill for everyone involved when the first full production bike rolled off the line on September 17,” says Karl Wharton.

“Our sales and administration staff will be exceptionally busy over the next few months processing orders from our world-wide network of dealers. We will be building bikes for all markets to ensure a proportional supply of motorcycles to Europe, North America, Asia Pacific and, of course, our home market in the UK.”

Since March, Triumph have been in constant contact with their network of dealers at home and abroad, informing them about all the arrangements which have been made to ensure a continuous supply of parts, accessories and a warranty service throughout the reconstruction period. Additionally wherever possible motorcycle stock has been relocated between markets to meet retail orders.

“Our spare parts, accessories and clothing distribution operations were unaffected by the fire and have been supplying stock as usual to meet demand. We have also been able to build up stocks of components needed for production to resume this week,” adds Karl Wharton.

Triumph supply motorcycles, parts and accessories to over 25 different countries, including those in western Europe, the United States of America, Canada, Japan, Australia, New Zealand, Kuwait, United Arab Emirates and several markets in Latin America.

From a press released issued by MS Aprilia:

MS Aprilia Racing Press Information

PREVIEW

Tuesday 1 October 2002

Bikes over the oceans: Japan, Malaysia, Australia.

The great exodus to the other ends of the Earth has Motegi in Japan as the first venue, the first of three rounds outside Europe before the grand finale in Valencia. The Twin Ring circuit, made by Honda in 1997 originally as its test track, has everything it takes to make this one of the great rounds of the World Championship: a “classic” circuit, four kilometres and eight hundred metres in length, and a high-speed oval circuit of 2.5 km specially designed for motorcar racing. Since 1999, the Twin Ring – a sort of ‘motor-city’ – has become a regular rendezvous for the MotoGP. The colossal facility contains a museum, cars and bikes of all periods, kart tracks and dirt tracks, as well as a vast range of services for enthusiasts who follow its exciting programme of motoring shows. On a plateau north of Tokyo, in the district of Kanto, Twin Ring is a very technical circuit. It has all the technical characteristics it takes to put technicians and riders of all categories to the test.

The circuit. Length: 4,801 metres – 6 left corners – 8 right corners – longest straight: 762 metres – Maximum width: 15 metres – year of construction: 1997.


2001 winners. 125 Class: Ui (JAP) Derbi – Class, 250 Class: Harada (Jap) Aprilia – 500 Class: Rossi (Ita) Honda.


Circuit records – 125: 1:58.816, Locatelli 2000 – 250: 1:52.253, Nakano, 2000 – 500: 1:50.591, Rossi, 2000.


APRILIA MANUFACTURERS’ CHAMPIONSHIP WINNER in 250 Class

Four races from the end, Aprilia has conquered the manufacturers’ title in the 250 Class. This is the 16th championship title for the Venetian company in the World Road Racing Championship, and the 18th in the history of Aprilia when the two Trial world titles are considered. The 250 championship of 2002 was conquered thanks to the 7 wins by Marco Melandri, 3 wins by Nieto, De Puniet’s third place in Suzuka and Franco Battaini’s third place in the recent race at Rio, Brazil.. This the 9th world success for Aprilia in the 250 championship, in which it has won 5 riders’ championships: ‘94, ‘95, ‘96, ‘98, ‘99, and 4 manufacturers’ titles, in ‘95, ‘98, ‘99, 2002.


APRILIA STILL AHEAD IN 3 CHAMPIONSHIPS

Noale-based Aprilia is still leading the way in another 3 World Championships in the MotoGP:

1st in the 250 Class riders’ championship with Marco Melandri

1st in the 125 Class riders’ championship with Arnaud Vincent

1st in the 125 Class manufacturers’ championship


The secret dream is naturally to win all three categories and go for an absolute first in the history of Aprilia: 4 World titles in the same year.


125 CLASS

In the 125 class, Arnaud Vincent (Aprilia – 214 points) made second place at Rio and thus increased the gap separating him from his closest rival, Manuel Poggiali (Gilera), third at Rio, and now has a 27-point lead. So far, Vincent has achieved four victories this season, more than any other rider, and is in the running for the title. The next four races will thus be crucial and the final rush could indeed be a close-run thing.

Aprilia is leading the manufacturers’ championship (260 points). It has won 7 out of 12 races so far, and has a 52 point lead over the “winged” bikes from Japan. However there are still 100 points to be won in the 2002 Championship. In theory, the title could be won before the return to Europe.


250 CLASS

After his shrewdly ridden race in Brazil, and fellow Aprilia rider Fonsi Nieto’s error, Marco Melandri (Aprilia) now has forty-five points to juggle with. Not a bad lead four races from the end, but the Spaniard has plenty of talent and could make a comeback. With 100 points still to be won, the two contestants are now coming into the hottest phase of the season. The World Manufacturers’ Championship has already been won by Aprilia. The RSW 250 has won 10 out of 12 races so far this year: Marco Melandri has achieved 7 victories and Fonsi Nieto 3, so with the addition of two excellent placings by De Puniet and Battaini, Aprilia has won the international laurels four races from the end.




MARCO MELANDRI – 250cc Class – Aprilia RSW 250

Marco Melandri rode another “tactical” race in the wet at Rio and got what he was going for. The race started on a partly wet track and ended in the driving rain, with Macio adopting an intelligent, long-term strategy. He was the fourth to pass under the chequered flag and thus increased his advantage over his closest rival Fonsi Nieto to 45 points. There are still 100 points to be assigned. It is worth noting that tactical races like the one in Brazil can pave the way for a chance of absolute victory. And Macio is perfectly aware of this fact. Montegi (Japan) will be the venue for the first of three races – one each week – leading up to the closing event of the 2002 World Championship on 3 November in Valencia (Spain). Right after Brazil, Marco flew off for a period of total relaxation. He chose Honolulu in Hawaii, an island that has always been one of his dreams. Far from the maddening rider market and pre-race stress, Marco opted for absolute repose in order to get ready to face the final part of the championship and the struggle for the world title, now increasingly within his grasp. He will soon be flying directly to Japan to join his team and prepare for the Pacific Grand Prix.


“I’ve always been crazy about the idea of Hawaii and this seemed just the right opportunity to go there. A bit of rest before the final rush begins. Far from the stress, far from Europe. This is a sort of earthly paradise, where I’ve been able to live the outdoor life, practice sport and just relax completely. We’re coming up for the final push now – three races one after the other – and it’s time to aim for the title before going back to Europe. I can’t deny that what I’d really love to do is to bag the laurels before we get to the last race in Spain. I’d really rather not to have to fight Fonsi for the title in his home country Spain.”


REGIS LACONI – MotoGP – Aprilia RS3

Régis Laconi too has been catching up on some total rest and sport since he returned to Switzerland from Brazil, but at the moment he is on his way out towards Motegi.


“I’ve been getting almost total repose to get over the effects of the fall in the race at Rio. I’ve done some targeted training but not too much, to get over the fatigue. But I’ve also been taking care of the cervical trauma I got when I went for that slide in Brazil. I’m back in fighting form now and ready for the Pacific Grand Prix. Motegi’s a smooth, technical track with plenty of slow corners followed by imperative accelerations. I like it and think we should be able to do a good race. The tarmac normally gives the tyres good grip: you could say it’s an ‘abrasive’ track in that the quality of the surface normally lets the bike go where you want it to. The temperature should be around 20° Centigrade, but there’s quite a risk of rain. We’ll see. There’ll also be a couple of Japanese wildcards I expect will be as fast as ever, even though on the Twin Ring at Montegi there are few really effective trajectories and the inventiveness of local riders can help, but it certainly isn’t decisive.”

From SPEED:

Two-wheel Tuesday Program Line-up For October 1:

2:00 p.m. World Supersport, Assen
3:00 p.m. FIM 125cc Grand Prix, Estoril

7:00 p.m. Bike Week
7:30 p.m. Motorcyclist
8:00 p.m. World Superbike, Imola Race One
9:00 p.m. World Superbike, Imola Race Two
10:00 p.m. World Supersport, Assen
11:00 p.m. Corbin’s Ride On
11:30 p.m. American Thunder
12:00 a.m. Bike Week
12:30 a.m. Motorcyclist
1:00 a.m. World Superbike, Imola Race One
2:00 a.m. World Superbike, Imola Race Two
3:00 a.m. World Supersport, Assen

All times are Eastern Time.

From a press release issued by No Limits Motorsports:

No Limit Motorsports’ Jason Curtis got in some intense training this past week, in preparation to ride Hondas for the first time next year.

Curtis spent 3 days at the Freddie Spencer High Performance Riding School in Las Vegas, with Coach Jeff Haney close at his side. The schooling was followed by a demanding day of track riding alongside Haney and Yamaha’s Jason DiSalvo at the Las Vegas Speedway track day sponsored by Dale Kieffer of Racers Edge Performance.

When asked about the school, Curtis said, “You couldn’t ask for a better training ground. I have been to the school twice now and plan to attend several more times before the AMA season starts in March. With great coaches like Freddie Spencer, Jeff Haney, and Nick Ienatsch, it is easy to see how much you can learn. I have to give big thanks to them for helping me prepare for the next level of racing.

“A school that can put professional and beginning riders in the same class, and have them both to learn at the same time, is a school that anyone should seriously consider attending. Regardless of what the lap times will tell us, all levels of rider are equally aware of their individual limits, and are all trying to push that limit in order to be better riders.”

Both the No Limit Rider and Jason DiSalvo, were preparing for the tough AMA schedule under the watchful eyes of Jeff Haney and Freddie Spencer. As Curtis put it, “It is exciting to ride beside a coach like Jeff Haney. We both have our heads down, putting in some fast laps, and I notice Haney pointing out lines with his right hand, while his left hand is on the throttle, and his bike is leaving big black marks on the exits of the corners. That’s his way of telling me to relax, get comfortable and smooth and you will go faster. It is something you have to see to believe, it is awesome. He has started to help me prepare to ride a 600 for the first time …. Thanks Jeff.”

Curtis added “I look at the 600 class in a whole new light, never having ridden a 600 before in the AMA. I know that the Formula X bike is hard to ride, but I have to say that I can’t believe how far you have to hang it out to get up to speed on a 600 to get good lap times. I was really happy with how the F4i handled around the track, and I can’t wait to get the 600RR and see what that’s all about. I will be riding the 954 in the next month up at Willow Springs.”

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Rick Stratton, events and promotions coordinator for the Arizona Motorsports Group, e-mailed Roadracingworld.com Tuesday to announce that 2002 World Superbike Champion Colin Edwards will be present at two autograph signings Saturday, October 5 in Arizona.

From 8:30 a.m. to 10:30 a.m., Edwards will be at Metro Motorsports, 6161 W. Bell Road, Glendale, Arizona, (602) 843-5000.

From 11:30 a.m. to 1:30 p.m., Edwards will be at Town & Country Motorsports, 3333 N. Arizona Avenue, Chandler, Arizona (480) 503-3333.

From a press release issued by Team Suzuki News Service:

MOTEGI STARTS A GRUELLING SCHEDULE FOR EVER-IMPROVING SUZUKI

MotoGP – Round 13, Twin Ring Motegi, Japan, October 6, 2002

Improving machines and results have given Team Telefónica MoviStar Suzuki riders Kenny Roberts and Sete Gibernau a boost as they prepare for the three consecutive racing weekends in three far-flung countries, starting next weekend with the Pacific GP at Motegi in Japan.

The Japanese race follows a weekend off after a trip to Brazil, but begins the most intense part of the 2002 MotoGP season. From the circuit in the hills not far from Tokyo, the Suzuki teamsters and their rivals go hot-foot to Malaysia, to race seven days later at the Sepang circuit. From there, it’s direct to Phillip Island, south of Melbourne, for the Australian GP, before returning to Europe for the final round at Valencia two weeks later.

The Pacific GP, the second in Japan this year, takes place under the watchful eye of factory race-department staff. Last time, they saw their new fastest-ever four-stroke racer, the 990cc V4 GSV-R, excel in rainy conditions at Suzuka. Factory rider Akira Ryo led for most of the race, eventually finishing second to Valentino Rossi, the man who would go on to clinch the first MGP title at the last round in Brazil.

Conditions and track knowledge helped the rider to get the best out of the brand-new Suzuki, youngest of the new-generation four-stroke GP racers, introduced this year to run alongside the traditional 500cc two-strokes.

Since then, there have been 11 races of intensive development to the ultra-powerful prototype, pushing it rapidly forward to the point where both riders have been strongly challenging the more mature opposition. The latest step was an improved Suzuki-designed “slipper” clutch, which arrived along with a raft of other detail improvements for the Portuguese GP two races ago.

The result was striking. Gibernau came within an ace of winning that Estoril race, crashing out with less than four laps remaining after building up a substantial lead; and 2000 World Champion Roberts scored consecutive best-so-far results … fourth in Portugal, and a top-three rostrum third in Brazil.

For Motegi, as well as other continuing technical and chassis setting developments, the clutch will be further improved.

“We have to remember that this has been a development year for the new bike, and it’s clear that the team and the factory together have achieved a great deal,” said team manager Garry Taylor.

“At the same time, a lot of the effort is concentrated on next year’s bike. We started this year with a completely fresh prototype. Next season, we will be at the first race with a second-generation machine, incorporating all the lessons we’ve learned this year.

“Motegi is a good opportunity for the factory race-department staff to get some hands-on experience at GP level, and to talk directly to the riders,” he concluded.

As ever, the team will approach the race with confidence, and the aim of achieving the best possible result. Since this is the first time the Suzuki GSV-R and its four-stroke rivals will have raced at Motegi, predictions are difficult.

On the face of it, the stop-and-go circuit favours machines with the emphasis on brute horsepower and acceleration, which in turn means the four-strokes should not expect to be troubled by the surviving two-strokes. But the season has brought many surprises, and every race has to be approached with an open mind.

Nor is the circuit itself very predictable. Even without the changeable mountain weather, results can be unexpected. Last year expectations were not high in the team, in spite of Gibernau’s race win at the previous round at Valencia, because acceleration was not the 2001 machine’s strongest suit. Surprisingly, Gibernau moved through to the top five, losing the position only when he ran short of fuel on the last lap. All three Suzukis entered finished well in the top ten.

KENNY ROBERTS – MAKING IT BETTER AGAIN
“We’re still at the development stage with this bike, though the rain helped us somewhat in Brazil. I’m not thinking so much about results or the different tracks. Just to get the bike improved mechanically. The new clutch was a big step. Without it, I wouldn’t have been able to ride even close to the front in Brazil, let alone lead the race. The way the clutch works affects the whole bike in so many ways, and it governs the lap time because it dictates corner entry and corner speed. We’re expecting more clutch development at Motegi. The big aim is to get the bike improved so we can start strong next year.”

SETE GIBERNAU – EASIER THAN BRAZIL
“I’m expecting things to be easier than in Brazil. I raced there two weeks after I dislocated my collarbone at Estoril. It was really a bit of a struggle to ride, though it got better over the three days of the meeting. Now I have had more therapy, and an important two weeks to get a lot better. On the face of it, Motegi doesn’t look like one of our better tracks, but last year I went well there, and this year we have learned to expect the unexpected. I hope the weather stays dry. We know we can go well when it is raining. What the team and the factory has been working towards is getting the bike good in dry conditions, and you could see at the previous races that the performance and results were getting better. We still have some way to go, but we won’t stop working at achieving it.

ABOUT THIS RACE
This is the second Pacific GP, inaugurated last year to give the Japanese factories and riders a second race on home soil, as well as the established Suzuka round. This makes Japan the second country on the current calendar to have more than one GP – the other being Spain, with three rounds. But this is the third visit to the spectacular Twin Ring Motegi motor sports and driver education facility, where a full banked tri-oval circuit is another major feature, along with a museum and extensive other facilities. In 1999, the Japanese GP was held there for one year. Motegi is rather remote, with access by road only, in hilly country surrounded by dense forest and small farms. Its advantage is its proximity to the Tokyo hub, some 60 miles north east of the city sprawl.

ABOUT THIS TRACK
The Twin Ring is actually two circuits – the US-style banked oval, with its own pits, grandstands and infrastructure, and the 2.98-mile road-racing track, with pits and paddock within the oval, and the track looping out under the banking through an underpass, then returning for the final chicane back onto the short pit straight. Precise computer-designed corners loop the track back and forth within the oval, with more of the same outside – slow corners linked by short power-burst straights. It seems a sterile design, but there is enough rise and fall in the terrain to inject interest. “It’s a surprisingly fun track,” said double winner Kenny Roberts Jr.

RACE DATA

Twin Ring Motegi

Circuit Length: 2.983 miles / 4.801 km.

Lap Record: 1:50.591 –97.110 mph / 156.284 km/h. V Rossi (Honda), 2000

2000 Race Winner: KENNY ROBERTS (TELEFÓNICA MOVISTAR SUZUKI)

2000 Race Distance: 25 laps, 74.575 miles / 120.025 km

2000 Race Average: 46:23.257 – 96.463 mph / 155.242 km/h

2000 Fastest Race Lap: see lap record

2000 Pole Position: M Biaggi (Yamaha), 1:49.954

2000 Kenny Roberts: First, qualified second (SUZUKI)

2000 N Aoki: Ninth, qualified ninth (SUZUKI)

From a press release issued by the FIM:

In a meeting held in Imola, the Superbike Commission, composed of Messrs. Claude Danis (FIM), Paolo Alberto Flammini (SBK International), Takanao Tsubouchi (MSMA) and Giulio Bardo (Team representative), has unanimously taken the following decision:

The rules regarding the air restrictors have been confirmed.