Copyright 2002, Roadracing World Publishing, Inc.

This just in, via e-mail:

For 2003, will professional factory racers, on factory 600s, be racing against privateer, non-factory 750 Superstock bikes in the AMA 750 Superstock class?

If so, why?

Richard Lerud
TyrSox

FIRST PERSON/OPINION:

By Jay Sherritt

Fellow Riders,

At the end of July, EPA Chief Christie Whitman, while out championing the cause of motorcycle emissions regulations, said “a typical motorcycle still emits about 20 times more pollution per mile than a new car.”

So how accurate is her representation? Does it truly reflect the impact of motorcycles on significant air quality issues?

I can’t help but remember Whitman’s lockstep with the EPA’s agenda promoting automotive emissions inspection when she was Governor of New Jersey. The EPA touted their MobileX emissions modeling software, and corresponding “credits,” as supposedly based on “best available science.” Governor Whitman vigorously defended the validity of the MobileX results.

So let’s use the EPA’s current version, Mobile6, as a truth meter for Whitman’s statement.

While accepting standard, default values for most inputs (I do use Colorado temperature, altitude and fuel volatility and oxygenate content parameters, as this is where I live), I submitted a Mobile6 run for a scenario evaluating carbon monoxide, hydrocarbons as VOC, and oxides of nitrogen for January, 2002.

Low and behold, the emissions in grams per mile traveled are computed to be 22.73 (CO), 2.61 (VOC) and 1.07 (NOx) for motorcycles. For “Light Duty Gas Vehicles” (passenger cars), the values are 17.57 (CO), 1.158 (VOC) and 1.027 (NOx).

Hmmm. Perhaps Christie is mistaken. Did she mean 29% higher? That is a long way from 20 times higher. Maybe most cars pollute 15 times more than Christie’s cars?

The truth meter flashes red, buzzes loudly, and the needle quivers in the middle of the “Deception” zone. A victim of her own devices.

What is really going on here? A classical EPA (mis)information campaign. The weasel words included in her quote were “new car.” Certified emissions for new cars are quite low, especially until they hit the real world. This is a common EPA trick – compare something in the real world that they don’t like with something in their own fantasy world that they do like. (They are pretty proud of certified emissions, even if they are contrived to make them look good at the expense of real-world durability and function).

The EPA did the same thing in their anti-snowmobile crusade. They took the researcher’s data that showed snowmobiles to be, say, two to three times as dirty as automobiles, and then substituted automobiles that were twenty times as clean as real-world automobiles into the comparison, and voila – the snowmobiles in Yellowstone were 60 times dirtier than cars.

The EPA’s interpretation of the “Clean Air Act” involves adopting regulations that address all internal combustion engines, even down to model airplane engines. (I’m not kidding!) Somehow, they find it essential to offer dramatic justification, even when the regulations have no effect on the real world.

Let’s toss the EPA nonsense and look at things from a real perspective.

The emissions components that motorcycles tend to produce at a greater rate than automobiles are carbon monoxide and hydrocarbons.

First, let’s look at carbon monoxide (CO). This product of combustion only becomes a hazard in high concentrations, typified by traffic jams with atmospheric circulation trapped by a thermal inversion. (Not exactly great riding conditions). Once diluted, it eventually fully oxidizes in the atmosphere, with a half life of somewhere around one to three weeks. It is invisible and odorless, and is not considered a significant participant in the formation of smog.

CO is generated when there is insufficient oxygen in the combustion chamber to fully oxidize all of the fuel. In the past twenty five years, automobiles have dramatically reduced their CO emissions due to the incorporation of a component that measures the oxygen content of the exhaust, and uses this to iterate on an air-fuel mixture that is on the threshold of oxygen presence. At the resulting air/fuel mixture, there is very little carbon monoxide produced. The component, referred to as an oxygen sensor or lambda sensor, produces a voltage as a result of imbalances of gas-phase O2 molecules imparted on zirconium. This technology provides a method for dynamically adjusting mixture based upon the results of combustion, commonly described as “closed loop” operation.

Within the last few years, oxygen sensors have been appearing on production motorcycles – partly in response to the market force that demands crisp throttle response without having to “re-jet” carburetors for temperature, humidity and altitude. Many of us have seen oxygen sensor displays on race motorcycles in order to provide better carburetor jetting feedback to the operator.

As oxygen-sensor-based fuel injection systems overtake the market (as they are doing rapidly now), CO emissions from new on-road motorcycles will approach or diminish to less than those of new real-world automobiles, whether or not the EPA takes action.

Mobile6 was written before the current wave of closed loop, oxygen-sensor-based fuel injection systems became common on production motorcycles. It is likely that it does not accurately reflect actual recent trends in motorcycle emissions. We could already be at the point where real-world motorcycles are cleaner than real-world automobiles with respect to CO. Even as things are today, we could turn the tables on the EPA and correctly argue that (real world) automobiles produce much higher emissions than new motorcycles. (Hey, they started it. They compared apples with oranges, so why can’t I compare oranges with apples? Buzz. Flash. Quiver.)

As for hydrocarbons, they have a minor point.

Hydrocarbons are allowed to pass through to the exhaust generally when combustion does not occur (due to misfires, or sometimes compression braking), when the incoming charge blows through the combustion chamber and out the exhaust port before the exhaust valve or port closes for compression (port or cam overlap), and as a result of the flame being unable to propagate too close to the metal surfaces of the combustion chamber (quenching). Hydrocarbons released into the atmosphere are associated with the formation of smog.

The performance oriented motorcycle market prefers more cam overlap than would be used to minimize hydrocarbon emissions. You could argue that there is a tradeoff here – either adopt catalyzers or less cam overlap, but neither would produce a measurable benefit to ambient air quality. The default travel fraction from Mobile6 for motorcycles is only .006, while cars and SUVs make up .769. Closed-loop fuel injection technology probably reduces hydrocarbons significantly beyond the assumptions of Mobile6, as do other fuel injection elements. Even without the benefit of these considerations, automobiles still produce forty times more hydrocarbons emissions than motorcycles on a fleet basis. How meaningful is it to further reduce the contribution of motorcycles? Do we get a gold star if we cut it to a hundredth, or a thousandth? (Not difficult to attain. All we have to do is surrender some of our freedom, and rewrite the next-to-the-last line of the national anthem).

Catalyzers can reduce CO and HC emissions to near zero in some cases (also NOx), but are much more effective in extinguishing emissions in the EPA testing procedures than they are in the real world. In practice, the extremely wide dynamic range of operation of motorcycle engines makes it difficult to design a catalyzer that works under all load conditions. (My FZR1000 is great at low throttle, fifth gear, and 2000 rpm. It is also great under full throttle at 11,500 rpm). The same applies to automobiles, but to a lesser degree.

So what is wrong with the EPA’s proposed regulations if the industry is wandering that direction anyway?

The devil is in the details. In addition to federal anti-tampering laws, most states have laws on the books that prohibit tampering with emissions control devices. If cams, cylinder heads, fuel tanks and intake and exhaust systems become “emissions control devices,” then much of the freedom that we exercise in customizing, modifying and tuning arguably becomes tampering. Those of us with riding experience know that some law enforcement personnel in some jurisdictions take a great deal of liberty in interpreting these laws when it suits their mood. Whether or not they buy the “Honest, officer. The California Air Resources Board issued a letter of exemption.” in Peoria is not a matter that is addressed in the proposed regulation. Visualize customs agents seizing your Italian titanium exhaust system.

The right thing to do would be for the EPA to monitor the sales of on-road motorcycles that do not employ closed loop fuel injection for the next five years, and compare the real-world emissions of motorcycles with those of automobiles before they propose similar regulations. And make their press releases informative instead of inflammatory.

From a press release issued by Mat Mladin’s publicist, Steve Reeves:

Round 6, Yamaha Xtreme Tri-State Series
Eastern Creek Raceway, NSW
Event preview

FORMULA XTREME CHALLENGE FOR MLADIN THIS WEEKEND

After a six year absence, former Australian Superbike Champion and three times American AMA Superbike Champion Mat Mladin will take part in an Australian national race meeting as he grids up in the premier Formula Xtreme class as part of the sixth and final round of this year’s Yamaha Xtreme Tri-State being held at Sydney’s Eastern Creek Raceway.

The meeting will not only be Mladin’s first race appearance here for some time, but it will also be the first time that he has raced the powerful Suzuki GSX-R1000 and taken part in the Formula Xtreme category in Australia.

Since returning home after the completion of his American AMA Superbike Championship season in August, Mladin has been preparing the GSX-R1000 out of his Mat Mladin Motorcycles dealership at nearby Narellan, southwest of Sydney. The project is a very exciting one for Mladin as he is incorporating products which he is a distributor for such as Yoshimura performance parts, but also to show that very competitive racebikes can be built at a very realistic cost.

Mladin has had the opportunity to take to the test track on three occasions in recent weeks and has been very impressed by the initial performance and competitiveness of the bike at such an early stage of its development.

“The project is coming along well,” said Mladin. “I’m really impressed with how the Suzuki GSX-R1000 runs with such limited amount of work and time spent on the bike. It’s been something that the mechanics at the dealership have enjoyed being a part of. We will be joined on the weekend by my mechanic from the last seven years Reg O’Rourke and he will bring a heap of experience into the team and will be an asset over the weekend.

“Essentially the bike hit the racetrack three weeks ago and we’ve had three days testing on it there, so what we have been able to achieve with a bike with bolt-on parts, it’s been very impressive,” added Mladin. “If we had more time to develop the bike, I’m sure it would be a lot better, but given the time that we have had, it’s at a very good level right now. All we want to do is show people that you can be competitive in the top class of racing such as Formula Xtreme and that you don’t have to be part of a factory team or have a huge budget to build a bike that is competitive as per the rules of the class.”

This weekend’s on-track activities begin on Saturday morning from 9:00 a.m. with qualifying for all classes, with the premier Formula Xtreme completing two qualifying sessions in readiness for Sunday’s four 8-lap sprint races. Sunday’s program begins with warm up sessions from 9:00 a.m., with the first of the day’s many races beginning at approximately 10:00 a.m..

From a press release issued by SBK, organizers of the Superbike World Championship:

YEAR OF YEARS
The history ‘Circuito Enzo and Dino Ferrari’ at Imola has been as convoluted as only an Italian circuit’s could be. Originally build on public roads in 1950, Imola was the backdrop for the Gold Cup and 200 Miler, and in 1979 the circuit was turned into a purpose-build racing facility.

After hosting F1 and motorcycle GPs in the mid nineties, Imola embraced the charms of SBK racing for the first time in 2001,in an event adjudged a big success by all who were present to see some classic racing at one of the Meccas of global motorsports.

This year, as last, an open paddock has been declared on the Thursday before the race, with free entry for all those interested in having a close up look at the inner workings of the paddock, before the action cracks off for real on Friday 27th.

With only one previous SBK round at Imola, last season, the formbook may be somewhat thinner than at many other SBK circuits, however, quantity and quality should never be confused.

Two riders who had never won SBK races before took the final two wins of the 2001 year. In the first race, Troy Bayliss made an unexpected mistake and took out Aprilia’s Regis Laconi – on his way to breaking his collarbone.
Ruben Xaus therefore swept to an excellent race win from Aprilia rider Troy Corser and Colin Edwards.

With the vast majority of the 2001 Imola leading group missing this season, there will be some new podium finishers for sure.

With only Edwards, Bayliss and Japanese wild card Makoto Tamada (Honda) having won races this year, the competition will be nothing short of desperate. Especially given Imola’s fast nature and 16 distinct turns, complete with never-ending elevation changes.

Troy Bayliss (Ducati Infostrada 998F02) and Colin Edwards (Castrol Honda VTR 1000 SP2) have done the lion’s share of the winning in 2002, scoring 14 and nine race wins respectively. Each rider has now smashed through the magic barrier of 500 points – even though no single rider has reached this level of points scoring in the 15 year championship – a perfect illustration of just how unique this year has been in the 15 season history of SBK racing.

Choosing the best rider, even at this late stage, is almost impossible. From Oschersleben on, Edwards has had a more powerful and refined machine to count on, regaining some of the small performance disadvantages he had laboured under for most of the year. He has made good use of his revamped machinery, helping him in the latter stages of his record seven race wins in the last seven races. 23 podiums in 24 attempts, however, has been the real secret of Edwards’ season, racking up points behind his ostensibly more successful rival.

Bayliss, for his part, was the early season winning machine, racking up full pointers almost at will, interspersed with the odd fall or reversal of fortune.

With two talents like the aforementioned American and Australian on display, it would be easy to think that they are the only class acts in the championship. Many would disagree; not least the best of the Dunlop shod riders, Neil Hodgson (HM Plant Ducati 998 F01). The Englishman has fought a couple of disadvantages bravely all year, and has racked up a lot of podium finishes and good points.

Still 200 points behind the leaders, Hodgson is a man to reckon with at Imola.

Noriyuki Haga (PlayStation2 Team FGF Aprilia RSV 1000 SP) has had a hard 2002 season so far, while Imola will mark the end of the involvement of Ben Bostrom (Ducati L&M 998 F02) in SBK for the time being.

The most extreme rider in the World Superbike class is, arguably, Ruben Xaus (Ducati Infostrada 998 F02) with a commitment to going for the win at all costs that borders on the fanatical. A winner at Imola last year, he is simply desperate to take a victory after his 2001 triumph.

The best young rider in the series has proved to be James Toseland (HM Plant Ducati 998 F01), who leads the most experienced rider in the pack, Pierfrancesco Chili (Ducati NCR AXO 998 RS).

In the world of four-cylinder 750s, one rider has been consistently the most successful, often in trying circumstances, and that man is Chris Walker (Kawasaki Racing Team ZX-7RR. His battling riding style has bested Gregorio Lavilla (Alstare Suzuki Corona Extra GSX-R750 Y) as the Spaniard slugged it out over a season in a one-man team.

There is one three-cylinder entry at Imola, Peter Goddard (Benelli Sport Tornado Tre 900), with the team and rider hoping to score more points in their quest for global recognition.

In the privateer world, there will be several men with top ten ambitions.

Broc Parkes (Ducati NCR Parmalat 998 RS), Lucio Pedercini (TeamPedercini Ducati 998 RS), Marco Borciani (Team Pedercini Ducati 998 RS), Juan Borja (Spaziotel Racing Team Ducati 998 RS), Ivan Clementi (Team Kawasaki Bertocchi ZX-7RR), Mauro Sanchini (Team Kawasaki Bertocchi ZX-7RR) and Steve Martin (D.F.X. Racing Ducati Pirelli 998 RS) are all potential points scorers, while the somewhat outpaced Mark Heckles (Castrol Honda Rumi VTR 1000 SP2) combination will be hoping to make more ground on Rumi’s home tarmac.

No matter how important the prospect of securing a point or two is to the tenacious private riders, the eyes of the world will be on the man-to-man fight for the title. Edwards or Bayliss – who will overcome their nerves and opponents better after two times of asking at Imola?
In the Supersport World Championship, a similar situation exists to the Superbike class.
There are only two men capable of being crowned champion at Imola – Fabien Foret (Ten Kate Honda) and Katsuaki Fujiwara (Suzuki).

Of the two, Foret is the undeniable favourite, having 17 points in hand, and a total of four race wins to his credit. Any over-confidence from the Ten Kate camp will be tempered by the knowledge of what happened in 2001, when Paolo Casoli (Yamaha Belgarda R6) saw his almost certain world championship disappear in a shower of sparks the retribution after tangling with another rider. He is back this year, as are the usual suspects James Whitham, Christian Kellner, Karl Muggeridge, Andrew Pitt, Chris Vermeulen, Stephane Chambon and a host of others.

The tight and twisty chicanes, after some flat-out sweeps, will make Imola a challenge of nerves for the top two contenders, but whatever the outcome of the season itself, the Imola meeting is bound to be as memorable as always.



More, from a press release issued by Suzuki:

LAVILLA LOOKS FORWARD TO SUPERBIKE FINALE

World Superbike Championship – Preview, Round 13, Imola, Italy, September 29, 2002.
The thirteenth and final round of the 2002 World Superbike Championship takes place at the Enzo e Dino Ferrari circuit at Imola in Italy this weekend. Team Alstare Suzuki Corona Extra rider Gregorio Lavilla is looking forward to the Imola showdown as recently the Suzuki team have made good progress with the bike and the Spaniard has been able to push much harder during qualifying, so his season should end on a positive note.

GREGORIO LAVILLA

“It feels like a long season, but I’m happy with how we’ve performed recently. I think we’ve made some good progress in the last couple of rounds and we’ve improved our understanding of the bike. At times it has been quite frustrating this year, but the team have worked really hard and so it would be nice to end the season with a good result. Last year I was on a different bike, so we will be starting from scratch in the first practice session ­ but that¹s been the story of this season and we know the task ahead.”

2001 results

Gregorio Lavilla – Race 1: 7th, Race 2: 6th


FUJIWARA READY TO APPLY PRESSURE

World Supersport Championship – Preview, Round 12, Imola, Italy, September 29, 2002.
The final round of the 2002 Supersport World Championship takes place at the Enzo e Dino Ferrari circuit at Imola in Italy this weekend and will be where the title is decided. Frenchman Fabien Foret holds a significant points lead in the race for the title and only one rider can now spoil his party ­ Team Alstare Suzuki Corona Extra rider Katsuaki Fujiwara. The Japanese rider has been riding consistently well this season and seems to have shaken off his bad luck of the last two seasons, but he knows that Foret has to have a very bad day if he is to have a chance of the title. At the moment, Fujiwara trails Foret by 17 points but, as has happened before, anything could happen in the final round. Team-mate Stephane Chambon is currently third in the championship 14 points clear of fourth place.

KATSUAKI FUJIWARA

“With a bit more luck this year, I would’ve been even closer to Foret in the title race then I am. But I am going into the final round in a very positive frame of my mind and I am going all-out for a win. Foret has a 17-point advantage, so really I have nothing to lose. I can rid as hard as I like and put lots of pressure on him and see how he responds. Last year a crash at the first chicane completely changed the course of the title and the same thing could easily happen again, so we will have to wait and see. I’m happy with my season this year and I have really enjoyed riding the Suzuki GSXR600. It’s good to be going into the last race with the possibility of a title ­ even though it might be a slim possibility ­ and I’m going to give it everything I’ve got.”

STEPHANE CHAMBON

“The last round was disappointing for me and it ended my dreams of challenging for the title all. Now I want to win the last round and end the season on a high. Of course, I shall watch what is happening to Foret and team-mate Katsuaki and if I can help Kats, I will happily do it. It’s a hard task for Kats to win because he has a lot of points to catch up. But if Foret crashes or DNF’s and Kats can finish first or second then he can take the title. It’s an intriguing prospect for sure and a great way to end the season.”



More, from a press release issued by Castrol Honda:

EDWARDS LOOKING FOR IMOLA DOUBLE VICTORY

Castrol Honda’s Colin Edwards believes concentrating on two race wins in Sunday’s 13th and final round of the World Superbike championship at Imola in Italy will help him clinch a second world title.

Edwards holds a one-point lead over rival Troy Bayliss heading into this weekend’s dramatic final action of the year.

“I’ve won the last seven races and we know how and why we¹ve achieved that,” says Edwards. “I don¹t see any reason to change anything and I’ll be chasing two wins to end the season on a real high.”

Edwards was 1.2 seconds inside the lap record around the 3.04-mile circuit during a test session last week, in a time of 1:48.10.

The much anticipated World Superbike action gets under way with free practice on Friday morning followed by a one-hour session in the afternoon. Saturday¹s action includes two one-hour sessions with the Superpole final qualifying competition at 4pm. Sunday’s two 21-lap races start at 12noon and 3.30pm.



MUGGERIDGE AND LAVERTY CARRY IMOLA HOPES

Karl Muggeridge and Michael Laverty are looking to give the Honda UK team success in the final round of the World Supersport championship at Imola in Italy on Sunday.

Muggeridge is looking to repeat the kind of form which gave him pole position at last year’s Imola event and the Australian starts the weekend in determined mood.

“We’ve had a real up and down year but I’m looking to bring on a celebration for the team on Sunday night,” says Muggeridge. “I really like the Imola circuit and I’m certain I can be in with a chance of victory on Sunday.”

Laverty is replacing John McGuinness for the final race of the year and the 21-year-old Ulsterman is relishing the opportunity to make his World Supersport debut.

“It’s a great chance for me,” reckons Laverty. “I’ve done a few laps today on a scooter and the circuit looks fantastic, I¹m really looking forward to getting out there.”

World Supersport action begins with a one-hour free practice on Friday morning followed by a one-hour qualifying session in the afternoon. That schedule is repeated on Saturday with Sunday’s 21-lap race starting at 1.20pm.


More, from a press release issued by Ducati Corse:

WORLD SUPERBIKE CHAMPIONSHIP
Round 13 – Imola (Italy)
27-29 September 2002

Sparks are set to fly this weekend at Imola’s Enzo & Dino Ferrari Circuit, where the final round of the 2002 World Superbike Championship takes place. After Troy Bayliss’s (Ducati Infostrada) unexpected crash during the Dutch round at Assen three weeks ago, which saw the Australian overhauled by Honda rival Colin Edwards, the one point gap between Troy and the Texan (502 to 501) means that everything goes right down to the wire this Sunday at the Santerno track.

The reigning world champion has put the Assen incident out of his mind and comes to Imola determined to reaffirm the supremacy shown during the first part of the championship, in which he picked up 14 wins in 18 races. A positive test session at Mugello last week, in which several improvements were made to his Ducati 998 F02 in view of the Imola round, has left Troy in the best possible condition for the final races of the season.

“I’ve been struggling a little bit with the feeling on my bike since Laguna and the last few rounds haven’t been like they were at the start of the year” said Troy, “but after the Mugello test, I’ve got the same feeling I had at the start of the year again and I’m really looking forward to Imola. I like the track, I was having a good time here until I broke my collarbone! There are a lot of chicanes, you just have to get your bike working well there, it’s an undulating and bumpy circuit so a good all-round package is going to be ideal. I’d say I’ve got a good chance, but my chances are as good as Colin’s. Whoever has the best weekend, will win.”

Unlike Troy, team-mate Ruben Xaus (Ducati Infostrada) has positive memories of the Imola track. Last year he picked up a win and a second place, and even though the situation is different this year, the Spanish rider will do everything possible to help the Australian in the battle for the title.

“In Assen I was really fast and it was just that we were a bit unlucky technically, but I hope this weekend nothing will happen and I will just try and do what I did last year, finish both races at the top. Colin and Troy are battling for the championship but I want to be there with them and be the same as last year, be the same Ruben Xaus as before and win races. I’m hungry for a win and hopefully I’ll have a bit of luck this weekend.”

After a difficult season in which he only stepped up onto the podium once, Ben Bostrom (Ducati L&M) will be aiming to displace Aprilia’s Noriyuki Haga from fourth place in the standings at one of his favourite tracks.

“Although it’s the last race of the season, I have a lot of motivation and I’m really excited now I’ve got everything sorted out for next year” declared Ben. “I’m planning to get fourth place in the championship, even though it’s not exactly what I expected at the start of the year. Imola always produces good races, the track is awesome, the people are great and I went pretty well here last year.”

POINTS (after 12 of 13 rounds):
Riders
1. Edwards (Honda) 502
2. Bayliss (Ducati Infostrada) 501
3. Hodgson (HM Plant Ducati) 302
4. Haga (Aprilia) 254
5. Bostrom (Ducati L&M) 248
6. Xaus (Ducati Infostrada) 217
Constructors
1. Ducati 535
2. Honda 507
3. Aprilia 254
4. Kawasaki 197
5. Suzuki 130
6. Benelli 23
7. Yamaha 16.

THE IMOLA CIRCUIT
The history of the ‘Enzo & Dino Ferrari’ at Imola dates back to 1950 with the inauguration of a circuit obtained from roads destined for normal traffic. The most famous motorcycle event to be held here was the Imola 200 Miles in 1972, organised by Francesco Costa and won by Paul Smart on a Ducati, while changes were made to the circuit in the 1970s so that it could become a permanent venue for Formula One races from 1979 onwards. This will be the second time World Superbikes has been to Imola after the Santerno circuit hosted the final round of the championship in 2001.

CIRCUIT RECORDS
Fastest Lap: Corser (Aprilia) 1:49.398 (2001); Qualifying: Xaus (Ducati) 1:48.462 (2001); Superpole: Corser (Aprilia) 1:48.694 (2001).
RACE DISTANCE: 2 x 21 laps (2 x 103.593 km)

From a press release issued by Libasci Racing:

Libasci Racing announces 16 year old Nick Moore to ride with team for the remainder of the season.

With long time Libasci Racing rider Andre’ Castanos moving up to an AMA 750SS team, Alan Libasci has decided to go with youngster Nick Moore from Modesto, CA to replace Andre’ on the team. Nick has been riding motorcycles since he was four, he is currently racing flat track on a Rotax 600, motocross on a 125 and has also raced a Honda RS125 in several road racing events. He earned his expert road racing license at Willow springs early this year after winning his first two Novice races on a Honda RS125.

In his second WSMC race with the team Nick dominated the 550 Superbike class, finishing in first place after starting from the last grid position. Nick leaped into first place going into turn three of the racetrack and never looked back, winning by a large margin. In the Aprilia Challenge race he was also forced to start from the back as he had no points going into the races. Nick performed with the same skill passing everyone on the first lap on his way to his second victory of the day. Nick will be traveling with the team to Daytona for the Aprilia Cup National final in October.

Libasci Racing would like to thank the following sponsors for their support: Aprilia-Ducati of Oceanside,VOR-USA, Maxima Performance Products, Race Tech, Airtech, Dunlop, RK Chains, Motonation (sidi), Chatterbox, Zero Gravity, Ferodo, Motion Pro, Barnett, Sprocket Specialist, Scorpion Racing, and KRS.

From a press release issued by HM Plant Ducati:

Showdown at Imola

The build-up to the final round of the 2002 Superbike World Championship has begun. The final two races of the year will take place this Sunday (29 September) and either Colin Edwards or Troy Bayliss will come away from the Enzo e Dino Ferrari circuit in Imola with the championship crown. This 13th round will also decide the final championship standings of HM Plant Ducati campaigners Neil Hodgson and James Toseland. Both riders have had an exceptional season but for Hodgson in particular, taking the chequered flag at the end of the second race will hold a special significance – it will conclude his last ride aboard the HM Plant Ducati for GSE Racing.

Hodgson’s Italian swansong is set to cap an incredibly successful four years of competition with GSE Racing. His partnership with the British team has yielded a British Superbike Championship title as well as World Superbike race wins and podium finishes. Last season the 28-year-old Englishman achieved an overall placing of fifth in the 2001 world championship. This weekend he is hoping to confirm his 2002 ranking of third in the world.

“I’m sure that it’s going to be an pretty emotional weekend,” says Hodgson. “I’ve had a fantastic four years with GSE Racing and we’ve achieved some amazing results. The team is definitely one of the most professional in the paddock and it’s been a pleasure working with them. I’ll be sad to leave but they’ll only be a couple of garages away next year and I expect that James will be snapping at my heels in most of the races, so it’s not like I’ll get a chance to miss them too much!

“I’m really looking forward to Imola, even though I had a couple of poor races there last year. I like the circuit and expect to be right up there with Colin and Troy when the lights go green. This will be my last chance to climb onto the podium in HM Plant Ducati colours and I’m going to make sure that that’s exactly what I do. I only need to score three points in the first race to secure my third place in the championship then I can just go for it in the second. I want to end my time with GSE Racing with another win.”

James Toseland may have signed to ride for GSE Racing for another two years but he is equally focussed on ending this season on a high. The last round of the championship at Assen saw Toseland climb onto the World Superbike podium for the first time in his burgeoning Superbike career. It is clear that this momentous event has only served to make the 21-year-old Yorkshireman more determined than ever to rack up even more big points finishes.

“I’ve had a great season on the HM Plant Ducati but Assen may have just given me the final boost that I needed to help me improve even further,” explains Toseland. “I’ve been getting top six finishes all season and hopefully I’ll be able to wrap it up with a couple of strong performances. Neil has been a great team-mate over the last couple of years – I’ve learned a lot from him and I’ll be putting everything that I’ve learned into action in both races.”

2001 results
Race one: 1. R. Xaus (Ducati) 38:42.598; 2. T. Corser (Aprilia) +3.601; 3. C. Edwards (Honda) +4.079; 10. N. Hodgson (GSE Racing) +49.078; J. Toseland (GSE Racing) DNF

Race two: 1. R. Laconi (Aprilia) 38:33.264; 2. R. Xaus (Ducati) +0.021; 3. T. Okada (Honda) +0.844; 7. N. Hodgson (GSE Racing) +38.727; J. Toseland (GSE Racing) DNS

Lap record: 1:49.398 T. Corser (Aprilia) 2001

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Jake Zemke has reached a new, two-year deal with American Honda and will ride AMA Supersport and Formula Xtreme for Erion Honda in 2003. That’s the word from American Honda Racing Teams Manager Chuck Miller, who added that he is also close to coming to terms with Alex Gobert to put the 19-year-old Australian on an Erion Honda CBR600RR for 2003. Gobert, however, will not ride in Formula Xtreme.

Miller said he is currently in the process of signing crew members and arranging the composition of the different Honda teams.

Zemke is currently training with Erion Honda teammate Roger Lee Hayden in the Pacific Northwest. The pair plan to participate as guest instructors at Danny Walker’s American Supercamp flat track school September 26-30 in Vancouver, Washington before heading South to race in the Formula USA Pro Singles dirt track races in Del Mar, California October 5.

Copyright 2002, Roadracing World Publishing, Inc.

A Short Interview By Glenn LeSanto

Roadracingworld.com: Are you going to win the title this weekend, Colin?

Colin Edwards: “I’m ready, even if it rains I’ll take that, I’m confident it’s going to be the biggest turn-around of the century! We’ve got him (Troy Bayliss) well and truly mentally f–ked at the moment! Everything’s been coming together since Laguna Seca.”

RW: You’ve been publicly pretty upset about Honda signing Nicky Hayden for MotoGP recently, how do you feel about it now?

CE: “I’m over it man, I can’t be bothered with being upset any more, it’s a done deal and I don’t want to waste my energy on being upset by it anymore.”

RW: Can you confirm the Ducati deal yet?

CE: “I wish I could but I can’t. I hope I’ve got a job next year but right now I can’t even say it’s 90% certain. I don’t really know why it isn’t certain, but it’s not yet final.”

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Actor Matt LeBlanc, one of the stars of the hit television comedy “Friends,” helped his real-life friends at American Suzuki by participating in the opening ceremonies of the Suzuki dealer show Monday, September 23 in Las Vegas, Nevada.

“Mike Webb, who runs the (Suzuki) off-road race team, is a good friend of mine,” LeBlanc told Roadracingworld.com Tuesday. “Him and Pat Alexander and Mel Harris, they all said, ‘Will you come out and be part of the show?'”

During the opening ceremony Monday night, LeBlanc told the audience of Suzuki dealers, “I’ve been a Suzuki guy pretty much all my life.”

On Tuesday, LeBlanc said “And I wasn’t lying last night. I’ve been riding Suzukis since I was a little kid. So for me it’s kind of an honor to come be a part of (Suzuki’s) world. This is really cool.”

LeBlanc said he had several Suzuki off-road bikes, a GSX-R1000 and an Aprilia Mille R. “But I downplay that (Aprilia) at this place. I love bikes; two wheels, on the road, on the dirt, whatever.

“I ride on the roads around L.A., like Angeles Crest, or up the coast there’s great riding. I do a little desert riding, I guess it’s Northeast of L.A. I don’t really ride any of the (motocross) tracks. I’m more of an off-road, trail rider. The tracks…if I get hurt it means I can’t go to work and make money. I can’t afford to get hurt. I’m not getting paid to ride. I’m getting paid to do something else. It’s just for fun for me.”

When asked if he ever considered taking his GSX-R1000 out for a track day, LeBlanc said he was looking forward to doing that but was having a tough time fitting it into his schedule. “My schedule is just radical. I’m supposed to be at work right now. There’s a plane waiting for me right now. I need to go get on it and get the hell out of here,” said LeBlanc.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Team Blimpie Yoshimura Suzuki hopes AMA Pro Racing will allow current 750cc four-cylinder Superbikes a 2mm overbore for the 2003 AMA Superbike season and announce the final rules package by mid-October, said team members Tuesday at the Suzuki Dealer Show in Las Vegas, Nevada.

“Suzuki and Kawasaki, I think, are pushing real hard with the AMA trying to encourage them to allow a 2mm overbore on our current bikes. The thing is still going to be 200cc smaller than the Twins, but it might just help us a little bit,” said Aaron Yates.

“I don’t really know what’s going on. I kind of feel like we should be experimenting with a 1000cc and see how it is. But the team, Yoshimura, they feel like the limitations of the standard gearbox, the Superstock 1000 with stock gearbox, is not going to be competitive with a full-on 1000cc Superbike Twin.

“But they need to allow us to do something to make the racing more fair and closer. The World Superbike stuff to me and some friends at home, we don’t even care about watching it anymore because it’s just Hondas and Ducatis out there. You know who’s going to win or who’s going to be in the race. We want to see the Suzukis and the Yamahas and the Kawasakis out there and not just a two-brand race. I mean if they’re not careful and don’t even things out, people are going to lose interest in it. It’s not fun watching a race where there’s a dominant rider or bike or whatever in it,” said Yates.

“There are some certain issues we are in discussions with AMA right now for allowances for this transitional year that is upcoming, leading into the ’04 season, with the new format for Superbike,” said Blimpie Yoshimura Suzuki Team Manager Sakakura Tuesday. “There are certain issues we’d like to see adjusted to allow more competitive machinery to compete.

“It’ll be a 1000cc format (in 2004), more of a modified production class maybe. Again they haven’t finalized the rules, but it looks like they’re going to tighten up on some of the regulations.” Sakakura said he believed the tighter regulations are aimed at keeping the cost of building a Superbike down.

“I’m hoping (the AMA announces the rules) by the middle of October. We’re just waiting. They haven’t officially said (when they will announce the rules). I think they’re close right now, and obviously, it takes time to make these decisions. So early-to-mid-October is our hope.”

Sakakura also confirmed what American Suzuki Vice President Mel Harris mentioned to dealers Monday night, that 18-year-old Ben Spies has been signed to Blimpie Yoshimura Suzuki for 2003. “Ben is officially signed up for next year to ride the Supersport class, the 600cc class, as well as probably selected Superbike events. We haven’t really decided yet until we get a clear picture from the AMA on the regulations, but he will be on the big bike,” said Sakakura.