This just in, via e-mail:

Dear Editor,

I read something over at another industry website (RacerXill.com) about how AMA employees Andy Leisner, Scott Hollingsworth and who knows who else partook in a West Side Boys/Michele Rossi (AMA Financial Analyst) produced event. Essentially it was a go kart event of some sort.

While I absolutely agree and think everyone should go out and do fun things for their own benefit, I find it aggravating to read on the Internet that AMA staff was reportedly out doing this instead of spending every waking minute to finalize the Superbike rules and a schedule for 2003.

Until that is sorted out and teams, riders and mechanics are not being left high and dry about what they are going to do next year, I don’t want to read anything about Pro Racing executives going out and goofing off. The event was sponsored in part by AMA Pro Racing. They must have been able to pay for that with all the fines they handed out to riders this year for breaking rules that AREN’T even in their own rulebook.

While Andy, Scott and Michele were out having a good ole time, mechanics, teams and riders everywhere are sitting on their thumbs and waiting incredibly patiently to hear about next year, frustrated with the indecision and inability to get anything done in the way of the AMA making up their minds about the rules.

Again I say, I’m all for having fun and doing social things but given the current state of the “unknown” in the AMA Superbike series, I don’t care to hear about any AMA Pro Racing Staff that is a part of the rule decision making process, being out and having a good time. All I want to read about in the press right now is that they have a plan, new rules and schedule for 2003 that everyone is happy with.

Curiously, the 30 day comment period from the meeting on rules at VIR is well over with and there’s not a peep out of AMA HQ about anything. Does the AMA have ANY idea how many people are living a life of “unknown” right now regarding their jobs because of this?

Sincerely,

Dorina Clarke, 2002 AMA Superbike Media Manager – and a person who truly and adamantly cares about the future of the Superbike series and its teams and riders

Copyright 2002, Roadracing World Publishing, Inc.

By Glenn LeSanto

Suzuki GSX-R1000

---

---

It’s only two years since the bike was launched and yet already Suzuki engineers are giving the bike an extensive revamp. Suzuki press materials say the engineers have updated the GSX-R with ‘more power, less weight, and all-new frame, and an exciting, aggressive aerodynamic look.’

The stacked headlight front end might not strike everyone as ‘exciting and aggressive.’ It’s got more than a hint of the Hayabusa about that new front end and for some that’s a bad thing.

---

---

Suzuki engineers haven’t done a lot of work to the motor, they didn’t really need to as these things are already missiles. New ventilation holes between adjacent cylinders help to equalize pressure underneath the pistons. The system allows air that’s been pushed down by the descending pistons to escape to the adjacent cylinder where the piston is rising and pressure is dropping. Suzuki’s changes make the route that this air has to travel to do its equalisation job shorter. Keeping the pressure level like this in the engine stops all manner of bad stuff going on down in the engine’s basement. The system, says Suzuki, reduces crankcase pressure and the associated mechanical power loss. Up top, to simplify design and save 50gms, external oil lines to the cam chain tensioner have been replaced by internal oil passageways.

The styling changes aren’t just about looks, not least according to the Suzuki men. They reckon that the changes allowed them to move the inlets for the ram-air system nearer to the middle and front of the bike. This is the point of highest air pressure and the ideal place to gather oxygen-rich air to stuff into the 10.2 litre airbox. Slots have been added at the base of the velocity stacks inside the airbox reduce intake pulses, this smoothes mid-range power delivery.

The all-new frame is also part of the styling changes; it’s painted black, which the press men say ‘goes along with its unique profile.’ The fairing nose, according to Suzuki, is shaped like that to maximise wind protection both on and off the track. Other slight ergonomic changes include narrowing the fuel tank near the saddle to air rider comfort, and coincidentally, making it easier for a racer to tuck in.

Suzuki engineers have been busy with the electronics at the heart of the GSX-R. They’ve upgraded the ECM (Electronic Control Module), it’s gone from 16 bits to 32 bits, which means it can process information much faster. The little box also holds onto more data while it’s working, going up to 256k in ROM (read only memory) from 96k on the old model. Basically all this thinking power helps the ECM keep things clean. It can work stuff out faster and make quicker and more accurate adjustments to the injection and ignition to ensure fuel gets burned efficiently and completely. The electronic brain speed gain also leads to better throttle response because the ECM can work harder and faster to respond to rider input and mix up the air and fuel exactly right.

An upgraded engine speed signal generator has 22 poles instead of the old model’s 8. This is designed to keep the ECM supplied with more information on the precise engine speed. The ECM has 8 injector control maps on board, two for each cylinder. The system’s light load maps calculate fuel injection volume using engine rpm and intake pressure, while the system’s heavy-load maps use engine rpm and throttle opening. The ECM calculates ignition timing using throttle position and engine rpm. In keeping with the obsession for weight loss in this class, the ECM is 5mm shorter and 15grams lighter than the 2002 model’s ECM.

Interestingly, the old four-throttle-body set up has been set aside in favor of two double-barrel bodies. Bore size and internal shape remains the same, tapering from 50mm at the airbox side to 42mm at the intake manifold. The new one-for-two assembly saves weight and is simpler. The single injector per cylinder system is the latest version of the SDTV (Suzuki Dual Throttle Valve) system previously fitted. This dual butterfly valve system ensures the bike responds more like a carburetted bike at low speed, and yet has all the performance and efficiency enhancements of injection.

The rider controls the primary throttle valve with the twist grip. The timing of the secondary throttle butterfly valve is controlled by the ECM. It senses what opening the secondary butterfly valve needs depending on data it’s receiving about the position of the first butterfly valve and engine speed. It then progressively opens or closes the secondary valve to optimize intake velocity.

Suzuki’s answer to the EXUP valve, they call it SET (Suzuki Exhaust Timing) is also handled by the ECM. The butterfly valve located in the pipe between the collector and the silencer is worked by the ECM via a servo motor. The SET valve matches exhaust system back pressure to engine speed, throttle position and gear selection. The valve closes to increase pressure, torque and throttle response at lower rpm. Then the valve progressively opens to reduce back pressure and improve mid range response and high rpm power.

Suzuki claim SET gives a 7% boost in torque and a 17% reduction in emissions at around 3000 rpm. SET also reduces exhaust noise at running speeds typically found in city traffic.

Suzuki engineers have gone to town with the exhaust system throwing out the stainless steel and building the entire exhaust system from titanium. Out with the stainless steel went 600 more grams of weight. But yet the end can uses a titanium core pipe with an aluminum-alloy outside cover, saving 300gms over all titanium construction.

The end can is bigger this year, 100mm longer and 10mm larger in outside diameter. Suzuki claims the resultant increase in internal volume improves flow and aids power production without adding noise. Fresh air is squirted into the exhaust to light up those unburned hydrocarbons by Suzuki’s PAIR (Pulsed secondary AIR) system. Europe models carry a catalyst in the silencer can and meet Euro 2 emission regulations easily.

Suzuki engineers have cleaned up the chassis, making it, yes you’ve guessed it – lighter and simpler. The rear subframe is all-new but frame geometry is unchanged. Cast steering head and swingarm pivot-plate sections are still used, but the main frame spar on each side is now made of an extrusion with internal reinforcing ribs. These divide the spars into three internal compartments, this Suzuki engineers say has helped them precisely adjust the frames rigidity based on data received from their GSV-R MotoGP bike. They’ve also made the tailsection mounts on the swingarm pivot-plates less likely to break in a minor racetrack tumble.

A business-like swingarm uses extruded main arms welded between the extruded pivot tube and link front sections and the axle mount ends. The black-painted item is braced with a substantial cross-member.

Suzuki designers opted for radial style front brake mounting on the latest GSX-R1000. Radial-mount callipers attach with the mounting bolts positioned aligned to the center line of the calliper, instead of using transverse mountings. They are more rigid, with less flex in the mounts and in the calliper body itself. This means harder braking and more control. It looks good, too! Suzuki engineers have gained so much braking power they’ve actually shed 20mm off the front disc size to aid response at turn-in. 300mm (11.8inch) discs replace the old 320mm (12.6inch) rotors. This says goodbye to another 300grams. There’s no change at the rear brake.

Front suspension is inverted forks with 43mm tubes coated with Diamond Like Carbon (DLC) and are, of course, fully adjustable. The piggyback reservoir rear shock is also adjustable for everything.

The new instrument cluster has LED turn signal, high beam, neutral and low fuel indicator lights into the face of an analogue tachometer. Speed readout is by LCD display, as are odometer, trip, clock and water temperature. Suzuki designers have clustered essential information closer together on the display, meaning the rider’s eye needs less movement to gain more information.

An LED taillight is fitted, this is more compact, and simpler than a conventional bulb and is also brighter. New turn signals are also simpler and more compact.

Specifications

Engine
Type: Liquid-cooled 4-stroke, 4 cylinder, inline, DOHC, 4 valves per cylinder.
Bore X Stroke: 73 x 59
Capacity: 988cc
Compression ratio: 12.0:1
Carburetion: Fuel injection, 2 x dual 42mm throttle bodies
Oil capacity: 3.6L
Lubrication system: Wet sump
Ignition: Digital electronic
Starter: Electric
Transmission: 6 speed
Primary drive ratio: 1.553
Final drive ratio: 2.470

Frame type: Aluminum-alloy beam
Rake/Trail: 24 degrees / 96mm (3.8inches)
Suspension
Front: Inverted Telescopic forks, 43mm tubes
Rear: Swingarm, progressive linkage, oil damped single shock,
All fully adjustable for rebound and compression damping and spring preload
Brakes
Front: Radial mount 4-piston callipers, 300mm dual discs
Rear: 2-piston calliper, 220mm disc
Wheels
Front: 3.50×17 inches, cast aluminium-alloy
Rear: 6.00×17 inches, cast aluminium-alloy
Tyres
Front: 120/70ZR17
Rear: 190/50ZR17
Fuel tank: 18L
Overall length: 2,045mm (80.5inches)
Overall width: 712mm (28.1inches)
Overall height: 1,135mm (44.7inches)
Wheelbase: 1410mm (55.5inches)
Ground clearance: 130mm (5.1inches)
Seat height: 830mm (32.3inches)
Dry weight: 168kg (370lb)
Colours:
Pearl Suzuki Deep Blue / Glass Splash White;
Metallic Sonic Silver;
Candy Burning Copper / Solid Black



Suzuki SV1000

---

SV1000

---

Suzuki 996cc V-Twin engine is back again, this time in two incarnations, a naked version, the SV1000, and a half-faired number, the SV1000S.

The pair are a logical addition to the stable, adding to the longer established but smaller capacity SV650 range. To make the match more precise Suzuki engineers also revamped the SV650 and SV650S to bring them inline with the styling of the new SV1000 range.

The SV1000S version has an aggressive half-fairing up front that has more than a shade of Fazer about it, especially around the dual fox-eye headlights. Meanwhile the clocks have got a Raptoresque triangular surround. Overall the bike looks good, smart and aggressive. The standard version is very much like the standard SV650. Up front there’s a big round headlight and no sissy plastic except for the micro-sidepanels and seat cowl.

The SV has an all-new new chassis, and this goes across the SV range, as the 650s have also got a new set of metalwork. The big 996cc V-Twin is a good engine but it needs a hefty bit of scaffolding to hold it in check. Suzuki opted for an aluminum-alloy truss frame with four major components: A cast steering head section, with a matching swingarm pivot aft. These are joined together by two truss sections, one on each side. This combination isn’t revolutionary but Suzuki engineers say their application of it is.

---

SV650S

---

Each of those main frame sections is made as a single precision die casting using a new high-vacuum-mold process that eliminates bubbles, air pockets and porosity in large castings. Suzuki enginers say doing this instead of making the large sections from lots of small pieces enhances consistency. The chassis produces a wheelbase of 1435mm (56.5 inches) and seat height of 810mm, (31.9 inches).

Rear wheel suspension is by a single shock with a piggyback reservoir. The swingarm is made from cast pivot sections and extruded arms attaching to the shock by a progressive link. Spring preload, rebound and compression damping are adjustable. Rear wheel travel is 130mm (5.12 inches).

Up front there’s a pair of conventional right-way-up forks with plenty-thick 46mm stanchions. The forks are adjustable for preload, rebound damping and compression damping and deliver 120mm, (4.72 inches) of travel. Both models use a 3.50 x 17-inch front wheel and a 5.50 x 17-inch rear wheel. Front stopping power is provided by a pair of 310mm, (12.2-inch) rotors being bitten by a pair of four-piston front calipers. Rear braking is by a single dual-piston rear caliper and a 220mm, (8.7inch) rear disc. To save weight and no doubt cost, Suzuki engineers dispensed with the torque arm and hold the rear caliper in place with a swingarm mounted stopper.

All this is wrapped around Suzuki’s big-bore short-stroke 90 degree V-Twin mill. The 98mm x 66mm engine produce plenty of torque and power and, especially in the naked version, this’ll be a physical bike to ride hard, even though it only tips the scales at 185kgs dry. The four valve per cylinder engine uses chrome-moly-steel connecting rods, plain main bearings and a short, rigid crankshaft. Forged Aluminum-alloy pistons have cut-away sides and short wrist-pins and an L-shaped upper compression sealing ring to improve sealing. The bores are coated with Suzuki’s race-proven nickel-phosphorus-silicon-carbide coating, known as SCEM (Suzuki Composite Electrochemical Material).

This mechanical beauty breathes in through a pair of 36mm intake valves and back out using 33mm exhaust valves. Included valve angle has been kept at a narrow 29 degrees, using an angle of 14 degrees for the intake and 15 for the exhaust. Compression ratio is 11.3:1. The pair of double overhead cams are spun at half engine speed, with the reduction being obtained by looping the chain around a small crankshaft sprocket and over large cam sprockets. A short chain runs between an intermediate shaft gear-driven off the crankshaft and a small idler positioned underneath and between the cams. Because the speed reduction is handled at the intermediate shaft, the cam drive gears can be smaller in diameter helping to reduce overall cylinder height. The exhaust valve is positioned 10mm lower than the intake to further cut down overall engine size.

Like on many modern sports motorcycles, the Suzuki’s gearbox shafts are stacked vertically, and not one in front of another. This shortens the length of the gearbox, meaning smaller engine dimensions but also allowing chassis engineers more scope for working out the overall geometry. The transmission features a back-torque-limiter of the type used in racing. The system relieves pressure on the clutch plates during downshifting to avoid rear wheel hopping and correspondingly increases the pressure on the 149mm diameter plates during acceleration. This allowed Suzuki enginers to use lighter clutch springs adding to rider comfort and shaving off engine weight.

The clutch cover also houses a large-volume crankcase breather system that separates oil from pressurised air that’s on its way back to the engine via the airbox.

The motor breathes in without the aid of ram-air into a large 9-liter airbox housed under the front of the petrol tank. Fuel and air are mixed up and pushed into the engine using the latest version of Suzuki’s Dual Throttle Valve system. Well tried on the GSX-R models, this gives a smoother throttle response, especially in the on-off throttle scenario where many other injected bikes perform poorly.

Everything is controlled by a 32 bit Electronic Control Module, or ECM. The rider controls the primary throttle valve with the twist grip. The timing of the secondary throttle butterfly valve is controlled by the ECM. It senses what opening the secondary butterfly valve needs depending on data it’s receiving about the position of the first butterfly valve and engine speed. It then progressively opens or closes the secondary valve to optimize intake velocity. Measured at the intake manifold, the throttle body is 52mm in diameter.

The ECM also looks after the injector and ignition timing. It receives data about engine rpm, throttle position and, in European models, the oxygen content of the exhaust. All European models are fitted with an exhaust catalyst and meet Euro 2 emission standards. To further reduce emissions, the SV has Suzuki Pulsed-secondary AIR injection (PAIR) system. This injects clean air from the airbox into the exhaust ports to ignite unburned hydrocarbons.

Both models have standard equipment such under-seat storage large enough for a U-Lock, luggage tie down points, LCD speedo and digital clock and LED rear lights.

Specification

Engine
Type: Liquid-cooled 4-stroke, 2 cylinder, 90 degree V-Twin, DOHC, 4 valves per cylinder.
Bore X Stroke: 98 x 66
Capacity: 996cc
Compression ratio: 11.3:1
Carburetion: Fuel injection, two x 52mm throttle bodies
Oil capacity: 3.3L
Lubrication system: Wet sump
Ignition: Digital electronic
Starter: Electric
Transmission: 6 speed
Primary drive ratio: 1.838
Final drive ratio: 2.352

Frame type: Aluminum-alloy beam
Rake/Trail: 24.5 degrees / 99mm (3.9inches)
Suspension
Front: RWU Telescopic, 46mm tubes
Rear: Swingarm, progressive linkage, single shock,
All fully adjustable for rebound and compression damping and spring preload
Brakes
Front: 4-piston calipers, 310mm dual discs
Rear: 2-piston caliper, 220mm disc
Wheels
Front: 3.50×17 inches, cast aluminum-alloy
Rear: 5.50×17 inches, cast aluminum-alloy
Tyres
Front: 120/70ZR17
Rear: 180/55ZR17
Fuel tank: 17L
Overall length: 2130mm (83.9 inches)
Overall width: SV1000S: 730mm (28.7 inches) SV1000: 790mm (31.1 inches)
Overall height: SV1000S: 1,170mm (46.1 inches) SV1000: 1,080mm (42.5 inches)
Wheelbase: 1435mm (56.5 inches)
Ground clearance: 140mm (5.5 inches)
Seat height: 810mm (31.9 inches)
Dry weight: SV1000S: 189kg (417lb) SV1000 185kg (408lb)
Colors:
SV1000S:
Metallic Sonic Silver, Candy Grand Blue or Candy Burning Copper
SV1000:
Metallic Sonic Silver, Candy Grand Blue or Pearl Novelty Black

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Tommy Hayden won the Formula USA Pro Singles indoor TT dirt track race Saturday, September 21 at the Tacoma Dome in Tacoma, Washington. Riding a Yamaha, Hayden won his heat race and then beat Honda-mounted Brett Landes in the main event. Riding another Honda, Roger Lee Hayden took third in the main after winning his heat race.

Nicky Hayden told Roadracingworld.com that he considered entering the Tacoma event but it would’ve been too much of a rush to rebuild his Honda CRF450F after his last dirt track in time to start driving from Kentucky to Washington.

Matt Wait had to come from the last chance qualifier to make the show and ended up with fifth place in the main. Wait’s finish combined with Larry Pegram failing to qualify for the main event resulted in Wait taking over the F-USA Grand National Championship point lead with two rounds (one dirt track, one road race) remaining.

Pegram was the 31st-fastest qualifier, took seventh in his heat race, placed third in his semi but took sixth in the Last Chance Qualifier.

GNC competitor Cory West failed to advance out of the heat races on his Synergy Racing Technologies Honda CRF450F.

Jake Zemke finished 11th in the main event on a Honda.

Riding a Yamaha, Rich Oliver qualified 37th, finished 9th in his heat race, was 12th in the semi and did not make the main event.

F-USA Pro Singles TT Race Results From Tacoma:

1. Tommy Hayden, Yamaha
2. Brett Landes, Honda
3. Roger Lee Hayden, Honda
4. Glen Schnabel, Jr., Honda
5. Matt Wait, Honda
6. Mickey Fay, Honda
7. Terry Poovey, ATK
8. Trenton Bailey, Yamaha
9. Dan Stanley, Honda
10. Eric Rickman, Honda
11. Jake Zemke, Honda
12. John Hlebo, Honda
13. Joe Kopp, KTM
14. Kirk Strong, Rotax
15. Bryan Smith, Honda

Grand National Championship Points (after 8 of 10 rounds):

1. Wait, 92 points
2. Pegram, 88 points
3. Craig Connell, 68 points
4. West, 59 points
5. TIE, Poovey/Michael Barnes, 58 points
7. Schnabel, 53 points
8. Kopp, 50 points
9. Lee Acree, 44 points
10. Andrew Nelson, 38 points

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Larry Denning broke his own track record for Gingerman Raceway in South Haven, Michigan during a CCS regional event August 11. Riding a 2002-model Yamaha YZF-R1 on Pirelli DOT-labeled tires, Denning turned a lap of 1:23.08 to beat his old mark of 1:23.79.

CCS officials just confirmed the lap record last week.

Denning told Roadracingworld.com that he set the time while battling with Fritz Kling and Vesrah Suzuki’s Mark Junge in an Unlimited Supersport sprint race. Denning won all six races he entered over the weekend at Gingerman including GTO, GTU, Middleweight Supersport, Middleweight Superbike, Unlimited Supersport and Unlimited Grand Prix.

Copyright 2002, Roadracing World Publishing, Inc.

Tony Morris has issued an e-mail claiming that his 14K The Movie project is proceeding.

In his e-mail, Morris also announced a motocross movie project and blasted roadracingworld.com editor John Ulrich for writing a First Person/Opinion piece after reading the 14K script, which Morris had called up and volunteered to send him to review.

In his e-mail, sent to companies involved in the 14K project, Morris claimed that Ulrich had agreed not to publish any comment on the 14K script.

In fact, the e-mail to which Morris attached the script contained no restrictions on publication, and Morris did not mention any restrictions when he initially called and volunteered to e-mail the script to Ulrich.

Ulrich commented on the movie script in an opinion piece published on roadracingworld.com, in which he stated he couldn’t understand how running two race teams in two different untelevised racing series had anything to do with raising money to make a movie.

To read that piece, click here.

After Ulrich’s personal opinion piece was posted, Morris claimed he had sent an e-mail–subsequent to his e-mailing the script–asking that no comment be published on the script; that e-mail was never received by roadracingworld.com or Ulrich.

According to timelines published on the 14K website last year, filming was supposed to start last October. Morris’ new communication says filming will start soon, making the actual filming of the project about a year late.

Here, then, is the latest communication from Morris regarding his movie projects:


Greetings from all of us at Orion Marketing and “14K The Movie”!

I just wanted to drop you all a quick note to give you a better picture of what we are up to here at Orion Marketing and the “14k The Movie” project.

The Inception
I started working with a small team in the WERA National Endurance series and got the bug. I raised $50,000 in sponsorship for a race team, and bought a ZX6 R Kawasaki. Through Kawasaki, I was introduced to Eric Wood.

At that point, I started getting to know everyone in the industry both good and bad. I was asked by Mike Murphy of Formula USA if I would be interested in working with them to promote the sport of Motorcycle road racing. The movie idea was born.

I went to Hollywood and spoke to a studio. I put $50,000 of my own money down to get the script written. Draft 5 and 6 months into the project, we went to Suzuki to see if they would be interested. I was now approaching the industry to gain support.

Draft 9, and 3 months later I went back to Suzuki to give them an update and came away with 6 bikes. I started asking the sponsors what they thought of us building a race team to market the movie. They all, without exception, agreed that it was a great idea and all wanted to support the project. The 14k Media team was born.

Next, we went racing. Eric Wood in FUSA, myself, Dennis King and Mike Swank went Endurance racing in the WERA National endurance Series. And soon we found our biggest problem to be the Engine builder. We looked for a company that would be able to benefit from a project of this size, and be able to withstand the bulk of work that it would bring in at the time of the movie release. We located Mike Cox from White Tip Racing out of San Diego, California. Our agreement was that we would supply everything to them for the building of our engines, and they would supply labor free of charge in exchange for the exposure. We then sent them 4 engines.

About a month from the Daytona opening race, all panic was on getting the team ready for our grand unveiling of the 14k Media Team. Finally, the engines arrived 3 days before we were to leave for Daytona. The Team arrived at Daytona, with the bike all painted and looking good.

Day one of the FUSA Weekend.
Debbie Evens, a stuntwoman from Hollywood, takes out one of the GSX R600’s and it starts to make bad noises. Then, Jeff’s motor goes “Bang”! Next, Eric’s motor goes “Bang”! While we are all in the pits working on blown engines, the time comes to go out for the first race, a 200 Mile Challenge. Running around 5th place Dennis crashes the bike in a slow speed low side. About 7 laps from the finish on the race I catch a gust of wind while hauling butt around the “Dogleg”, and then take an off course excursion that ends at the Halifax Medical center. Not cool!

Day two of the FUSA weekend
Out of the 5 bikes we had there, we ended up with just one 600 still working. In fact, we had to borrow an engine to prepare a bike for Eric to race. All but one of the White tip engines had blown up once they were put into the frame. This gave White Tip a scare. But the only thing that they felt could be done is some sort of damage control.

Mike Cox, angry because all his engines had exploded, takes the three blown engines to repair them. At this point, Eric won’t ride another bike with a motor built by White Tip. Cox hears that we are looking for an alternative engine builder and our relationship with White Tip worsens. Mike Cox, realizing that his reputation is in jeopardy, decides to take action by submitting a press release to Road Racing World that we are frauds.

Additionally, he begins making calls to probably everyone he knows in the industry, attempting to save face by slandering our team. Soon, I find myself trying to defend my reputation, wasting important time on personal defense. In doing so, I call on John Ulrich to fill him in on the project and to see if he would like to become involved in the film.

John Ulrich, having not read the script, says that he would like to read it. I sent him the script on the understanding that he not publish anything negative, at which time he did just that. John Ulrich posts a statement saying that he feels that this is all just a scam. Now damage control was required on my behalf, and more valuable time was spent off the project trying to defend my position.

As a result of John Ulrich’s slander, we lost all of our web-based support associates (websites, links, etc). They all feared that John Ulrich would lash out at them as well. For some reason, people seem to be predisposed to believing the first thing that they hear, versus calling to confirm nasty rumors that tend to cost those of us on the receiving end.

The media race team has done well and many of you have told me to run the team again next year, it really depends on the response from this email to whether we do that. As it stands now, we have lost the interest of a few of our sponsors as a result of these slanderous remarks. And though this certainly will not cost us the production of this movie, it does stand to damage the reputations of those of us trying to better the industry through honest efforts and projects like this one. And be it known that I try to avoid negative exchanges, I felt it necessary to inform you of this situation to hopefully steer you from this type of negative influence.

Our Current Status
We sent the script to Ewan McGregor, and have had multiple discussions with his agent. If he agrees to get involved in the film, we have tentative agreements from 4 major studios to co-produce the movie. We now have the following in place:

Attorney
Producer
Writer
Director
Creative Director
Casting Director
Product Placement Group

I still believe that this project will be great for the racing industry and I will continue to look for support for 2003. There are many things that I can do to make this project a reality, but without the support of companies like yours, it will be very difficult and perhaps more than that disheartening as we are trying to promote and help the sport we love. We have had our share of problems along the way, but our biggest problem to date has been one of negativity from others. For some reason, people have gone out of their way to display their feelings against this film. Obviously some people do not want this project to succeed. I don’t know if it is out of jealousy of accomplishment, or if it is just the negative human nature. All that I can say is that I believe in what I’m doing, and have proven it by the amount of money and time that I’ve put into this project. I have literally worked full time on the project foregoing my normal income earning work as my heart and soul and dwindling resources are committed to its success. For those that don’t understand what I’m trying to accomplish, buckle your seat belts! It’s going to be a long ride!

We are looking to start production of the “Colorado Motocross” movie over the winter and many if not all of you will be included as just another way to get you the exposure you are looking at me to give your company, as you
are involved in “14K”. It too is a great movie and the benefit for me is we will capture both ends of the motorcycle spectrum. If you have any questions at all just reply to this email or call me. You should all by now have all my telephone numbers.

Thanks again for all of your support. It won’t be long now, until the filming begins and the movie will begin to take shape!

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Team America Grand Prix Racing’s Jason DiSalvo has offers to ride factory Supersport bikes in both the AMA and World Championships in 2003, but is only really considering his AMA offers, according to his father and team owner, Jim DiSalvo.

The DiSalvos started working toward finalizing Jason’s 2003 deal after returning from the Suzuki GSX-R World Cup races held at Magny Cours, France September 13-14. Jason DiSalvo finished third overall in the Suzuki GSX-R World Cup.

“We’ve been negotiating back and forth ever since we got here on Tuesday (September 17), every day into the evening with phone calls to the west coast trying to make a decision which way we’re going,” said Jim DiSalvo. “The offers are very good. At this point in time, nothing has been decided. We’re still in the negotiation stage, but we’re close. I would say that within a week…I’m hoping by Tuesday or Wednesday (September 24-25). That’s my hope.”

When asked what type of rides they were looking at, Jim DiSalvo said, “Good rides. AMA Supersport here and World Supersport. The European (offer) isn’t as strong as the American.”

DiSalvo’s father said the American offers were better financially and better for Jason’s career.

“American Supersport is good solid racing,” said Jim DiSalvo. “Nobody gives up the line, but they’re not out to kill somebody and World Supersport is. Right now, it is the most cut-throat sport in motorcycles.”

After winning several amateur dirt track Championships in the Northeast United States as a youth, Jason DiSalvo switched to road racing on a Honda RS125 in 1998 at age 14 and won a WERA Novice National Championship in his first season. Racing as an Expert the next year, DiSalvo won the WERA National Challenge Series 125cc GP Championship. Also in 1999, DiSalvo became the youngest American to race in a FIM Grand Prix event, racing at Rio and Argentina as a wild card at age 15, and won the AMA Road Racing Horizon Award. During 2000-2001, DiSalvo competed in several National and continental Championship series in Europe on 125cc and 250cc Hondas, to gain experience on Grand Prix tracks.

At age 18, DiSalvo returned to race in the 2002 AMA National Championships competing in 250cc Grand Prix, Superstock and Superbike. In addition to finishing as the runner-up in the AMA 250cc Championship, DiSalvo won a Superstock race and was the top finishing privateer in several AMA Superbike races, with a best finish of fifth in race two at VIR.

From a press release issued by Michelin:

ROSSI WINS 22nd PREMIER-CLASS CROWN FOR MICHELIN

Italian genius uses new Michelin rain tyre to win rain-lashed Rio GP and MotoGP world title

Valentino Rossi (Repsol Honda Team RC211V-Michelin) reached another landmark in his remarkable career at Rio, winning his 49th GP victory to secure his fourth World hampionship in six years. His 23rd premier-class win also takes him ahead of King Kenny Roberts, Geoff Duke and John Surtees in the all-time winners’ list. The Italian youngster’s tenth win of 2002 was achieved in treacherous conditions, just ahead of arch-rival Max Biaggi (Marlboro Yamaha Team YZR-M1-Michelin). Kenny Roberts (Telefonica Movistar Suzuki GSV-R-Michelin) led much of the race, eventually finishing third, well ahead of local-hero Alex Barros (West Honda Pons NSR500-Michelin) who was top 500 finisher. The only other man to lead was Carlos Checa (Marlboro Yamaha Team YZR-M1-Michelin), who went from last place to first, then fell moments after taking the lead from Rossi.

Rossi’s title success is Michelin’s 11th consecutive premier-class World Championship and its 22nd in 27 years. Michelin riders currently hold the top ten places in the 2002 points chase and are as yet unbeaten in MotoGP. Today’s first eight riders home all used Michelin tyres, Rossi winning with a new compound rear and the first non-Michelin runner 69.9 seconds behind. Biaggi and Checa also used the new tyre, Checa lapping within 7% of the lap record, when 12-15% is a more usual wet-to-dry difference.

“This is like a dream, but it’s too early to explain how I feel because my head’s still full of the race,” said Rossi, whose path to the title was eased when rival Tohru Ukawa (Repsol Honda Team RC211V-Michelin) fell. “I couldn’t see anything in the spray, that’s the main reason I passed Roberts, just to see which way the track went!”

Michelin have been as impressed as anyone with Rossi’s amazing 2002 form. “He’s a very complete racer,” says Michelin’s chief of motorcycle competition Nicolas Goubert. “He never tries the impossible, he never panics and he doesn’t worry about leading every practice session, he just works for the final result. He’s a very complete racer in all conditions.”

Michelin Grand Prix manager Emmanuel Fournier added: “Valentino is very clever and always listens to his tyre technicians and his engineers. He understands good advice, so he’s prepared to experiment, which means he’s excellent for our development programme”

Rossi has won in all conditions with Michelin, in fact he’s become a bit of a wet-weather expert since joining Michelin when he moved to 500s in 2000, winning his first 500cc race in the wet and scoring three more soaking wins this year. “Michelin has done great work this year,” declared Rossi. “The new four-strokes have been a big change, especially for the tyre companies who quickly realised that even their best 500 tyres wouldn’t be enough. Last November, when we first tested the RCV in Europe, the bike was so demanding that we could only do five laps with 500 tyres. We realised that we needed more edge grip, because the four-stroke weighs 145 kilos and all that weight presses through a tiny contact patch, and more traction, because my bike has 150 horsepower when you open the throttle at maximum lean.

“When we first tried the new S4 profile rear last December it was a big, big step forward and since then Michelin have kept making small improvements. The four-stroke’s smoother engine makes the bike easier to control but the tyres work much harder because our bike is the toughest on tyres. There’s no doubt that we’re a bit closer to the limit with the four-stroke, so you have to think about conserving your tyres, but I think that’s only natural because Michelin made great 500 tyres for 25 years, while this is their first year of MotoGP.”

This year Rossi has also benefited from a new Michelin front, introduced midseason. Until then the youngster had used basically the same front for one-and-a-half seasons. “The front is a different story in motorcycles because it’s a psychological thing,” he added. “It’s easy to change rears but once you’ve found a front you like, you stay with it. I stayed with basically the same front for the first half of this season, with just a slightly stronger construction for the four-stroke’s extra weight. I really liked that tyre, it was great for braking and it had very good feel and feedback. But when Michelin gave us the new front, I quickly realised it gives the same feeling with more precise steering, so it’s easier to put the bike where you want to put it.”

Copyright 2002, Roadracing World Publishing, Inc.

Masao Azuma won the 125cc Grand Prix in Rio, and Arnaud Vincent increased his points lead by finishing second to title-rival Manuel Poggiali’s third.

1. Masao Azuma, Honda, 46:28.675
2. Arnaud Vincent, Aprilia, -1.705 seconds
3. Manuel Poggiali, Gilera, -1.760
4. Gabor Talmacsi, Honda, -9.177
5. Pablo Nieto, Aprilia, -26.468
6. Stefano Perugini, Italjet, -32.745
7. Jorge Lorenzo, Derbi, -34.150
8. Mika Kallio, Honda, -34.488
9. Klaus Nohles, Honda, -036.641
10. Lucio Cecchinello, Aprilia, -40.381
18. Steve Jenkner, Aprilia, -73.948
31. Daniel Pedrosa, Honda, 19 laps, DNF

Points, with 4 races remaining:
1. Vincent, 214
2. Poggiali, 187
3. Pedrosa, 166
4. Cecchinello, 132
5. Jenkner, 122

Copyright 2002, Roadracing World Publishing, Inc.

Final 250cc Grand Prix Race Results:

1. Sebastian Porto, Yamaha, 22 laps, 47:01.307
2. Roberto Rolfo, Honda, -14.114 seconds
3. Franco Battaini, Aprilia, -15.812 seconds
4. Marco Melandri, Aprilia, -26.998 seconds
5. Toni Elias, Aprilia, -29.533 seconds
6. Casey Stoner, Aprilia, -31.868 seconds
7. Emilio Alzamora, Honda, -45.373 seconds
8. Naoki Matusdo, Yamaha, -71.324 seconds
9. Shahrol Yuzy, Yamaha, -73.787 seconds
10. Leon Haslam, Honda, -75.478 seconds
11. Jaroslav Hules, Yamaha, -76.715 seconds
12. David Checa, Aprilia, -110.844 seconds
13. Erwan Nigon, Aprilia, -118.717 seconds
14. Dirk Heidolf, Aprilia, -132.040 seconds
15. Jakub Smrz, Honda, -1 lap


More, from a press release issued by Aprilia:

From a press release issued by Aprilia:

Aprilia Wins World Manufacturers Championship in 250 Class

Four races from the end of the season, Aprilia has already conquered the manufacturers’ title in the 250 Class.

This is the 16th world title for the Venetian constructor in the World Road Racing Championship, and the 18th in the history of Aprilia when the two Trial titles are also considered.

The 250 championship of 2002 was conquered thanks to 7 wins by Marco Melandri, 3 wins by Nieto, De Puniet’s second place in Suzuka and the Franco Battaini’s third place today.

This the 9th time Aprilia has won the 250 championship, in which it has won 5 rider titles: ‘94, ‘95, 96, ‘98, ‘99, and 4 manufacturers’ titles in ‘95, ‘98, ‘99, 2002.

The Racing Department of Noale’s 250 has won 10 of the 12 races so far this season and the coveted award came today: the world laurels.

Aprilia would like to express its gratitude to the riders, the technicians and the teams for their contribution to the prestigious 2002 title, the latest in a long line of awards won by the Venetian company.

The 2002 season is still far from over and now Aprilia is setting its sights on final victory in the three championships in which it is currently leading the ratings: the 250 riders’, the 125 riders’ and the 125 manufacturers’ championships.


More, from a press release issued by MS Aprilia:

Marco Melandri’s tactical race in Brazil rain.

Aprilia wins 250 Class Manufacturers’ World Championship

Another “tactical” race for Marco “Macio” Melandri – fourth past the chequered flag, but still notching up a further points difference over his closest rival, Aprilia-mounted Fonsi Nieto. The gap has now reached 45 points. After a good start to the race, with good, dry trajectories along the track, a fine but intense rain started coming down again on the eighth lap. At this point, the race needed to be approached with a precise tactic in order not to lose ground in the points ratings. And that is precisely what Marco did. 4 races from the end of the championship, Aprilia has already conquered the Manufacturer’s title in the 250 class, and the young lion from Ravenna has made a huge contribution to this success. Marco has taken the Aprilia RSW 250 to victory no fewer than 7 times this year.

# 3 Marco Melandri – (MS APRILIA RACING) – 4th – 47’28.305

“The dry patches on the track immediately disappeared when it started raining again and things got much more complicated after that. I certainly didn’t want to make any mistakes that might jeopardise things. I’d have loved to win, but if I’d made a slip I just wouldn’t have forgiven myself. Then from the pits they told me Fonsi was down so I was able to take things a bit easier: he’d been behind and had been gaining ground. So I got another 13 very important points for the championship. Porto was great and deserved to win: the first three laps were the ones that assured victory for him: he just upped the pace and it was very hard trying to get hold of him. Now let’s hope the next races are in the dry – I’m a bit fed up with all this rain.”