Copyright 2002, Roadracing World Publishing, Inc.

By Beth Wyse

The combined WERA National Challenge Series and WERA Sportsman Series raced at Texas World Speedway Sunday, as a large group of local racers competed with the National riders.

Shane Stoyko won Open Superstock race on his RacerSupply.com Suzuki GSX-R1000 after taking the lead from Vesrah Suzuki’s Mark Junge on lap four. Junge finished second on his Suzuki GSX-R1000 and Robert Jenson took third on the Team Xtreme GSX-R1000.

John Haner, who holds the track record at Texas World Speedway, convincingly won the 600cc Superstock race on his Suzuki GSX-R600. Brian Stokes finished second, with John Jacobi just behind him, both also on Suzuki GSX-R600s. Young guns Matt Furtek and Danny Eslick, who were riding for Valvoline EMGO Suzuki during the weekend, came from the back of the grid to run second and third for much of the race, but collided on the final lap; both ran off the track, losing several positions. It was Eslick’s first road race on a four-stroke.

In 125cc Grand Prix, local young gun Ryan Andrews and veteran Brian Kcraget pulled away from the field. On the last lap, Kcraget passed to take the win on his Honda RS125. Andrews finished second and Chuck DiGregorio finished third, both on Honda RS125s.

Haner took his second win of the day in 750cc Superstock, again pulling away from the field. Vesrah Suzuki’s John Jacobi took second while Stokes finished third. All three riders were on Suzuki GSX-R750s.

Young Logan Young won the Formula 2 race on his Honda RS250 after working his way up through the field. Zachry Lee was second on his RS250 and Terry Teske took third place just before the finish line on a Suzuki SV650, drafting past two other bikes.

Furtek took an early lead in 600cc Superbike on his Suzuki GSX-R600 and held on for the win while teammate Eslick earned second.

Tray Batey continued his winning streak in Heavyweight Twins, taking his eighth victory of the season on his Suzuki TLR1000. Bradley Champion borrowed an Aprilia RSV1000 to challenge Batey but came up short and finished second. Bill St. John wound up third on a Ducati 748.

Champion put his Suzuki SV650 at the top of the podium in Lightweight Twins, followed closely by Dave Yaakov and his SV650, as usual. Terry Teske, also on a Suzuki SV650, took third.

Furtek won again in 750cc Superbike on his Suzuki GSX-R750. Eslick was running near the front of the pack before he crashed his GSX-R600. Second place went to Keith Holleman and third to Shannon Moham, both on Suzuki GSX-R750s.

Stoyko got his second win of the day in Formula One on his Suzuki GSX-R1000. Along with second-place Keith Holleman and third-place finisher Mark Gifford, the entire podium consisted of local riders.

From a press release issued by MS Aprilia Racing Press Information:

PREVIEW

Monday 16th September 2002

The Nelson Piquet in Rio ready for 12th round of 2002 World Road Racing Championship

The hottest stage of the 2002 championship is coming up. This week sees the first of four transoceanic transfers: Brazil, in South America and then, one after the other on 6, 13 and 20 October there will be three crucial races: Montegi (Japan), Sentul (Malaysia), and Phillip Island (Australia). The closing curtain will fall on the 2002 season back in Europe, at the last rendezvous in Valencia (Spain) on Sunday 3 November. The Rio circuit, which bears the name of legendary “carioca” of F1, Nelson Piquet, was built in 1975 and started hosting motorcycling competitions two years later. The first international races, however, took place in 1982, a period of glory that was short-lived. The track was often not in ideal shape due to the extreme climate conditions with considerable heat and very high levels of humidity, and this led to the world championship “circus” to stay away for a long time. A full-scale reconstruction project in ‘95 gave the circuit the credentials it needed to become a fixed venue in the World Championship. The track is technical, hard to interpret and, even though entirely resurfaced, there are many uneven parts which are a real challenge for technicians and riders. The Nelson Piquet in Rio also has one of the longest straights in the MotoGP: 1,100 metres of scorching tarmac where engines shift rev counters into the red.

The circuit. Length: 4,933 metres – 8 left corners – 4 right corners – longest straight: 1,100 metres – Maximum width: 18 metres – Constructed in 1975 – Modified in 1995.


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


Circuit records – 125: 1’59.368, Giansanti 2000 – 250: 1’54.230, Rossi, 1999 – 500: 1’51.928, Okada, 1997.




APRILIA LEADING IN 4 CHAMPIONSHIPS

After 11 rounds out of 16 in the 2002 MotoGP, Aprilia tops the charts in 4 out of the 6 championships:


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

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

1st in the 250 class manufacturers’ championship

1st in the 125 class manufacturers’ championship


125 CLASS

In the 125 class, after his brilliant victory at Estoril, Arnaud Vincent (Aprilia – 194 points) has reached top spot in the ratings and now has a 23 point lead over his closest rival, Poggiali (Gilera – 171 points). Aprilia leads the way in the manufacturers’ championship with 240 points, 57 ahead of Honda (183).


250 CLASS

In the 250cc at Estoril, Marco Melandri (Aprilia) came second to his closest rival, Aprilia-mounted Fonsi Nieto, losing a little bit of ground in his advantage over the current runner-up: 5 points. The young lion from Ravenna still has a 32 point lead to play around with. Aprilia, firmly at the top of the tables in the manufacturers’ championship, has a 107 point lead over the Japanese “winged” bikes. If the riders are on a winning streak, Aprilia could (the conditional is obligatory here) win the title in Brazil if it manages to get one point more than the 100 still remaining to be assigned in the next four races of the 2002 season.


MARCO MELANDRI – 250cc Class – Aprilia RSW 250

In the words of Macio, a brief analysis of the “tactical” race in the rain at Estoril and a comment on the Brazilian track that is to host the twelfth round of the 2002 World Championhip this week.


“Now that Estoril – a tough, long and difficult race – is over, we’ve come to the key stage in the championship. I’d like to spend a few more words on the recent race at Estoril, as it‘s so important to take stock of the situation before we get caught up in the final rush. We were prepared for a race on a dry track, but Sunday’s downpour changed everything completely. Difficult conditions in which it would have been easy to lose the entire advantage I’d gained up to that point with just a single mistake. But we were able to keep damage under control and, in the end, we came out of it with colours flying. So we’re now on to round 12, but motivation is as strong as ever, and the objective the same: to go for victory as soon as those green lights come on. Working for victory, more than anything: if the conditions are right, the best possible result of the championship will come by itself. I like the Rio circuit: it’s full of bumps and holes so the settings on the bike are going to be crucial. We’ll need to find a set-up that makes the right compromise: the bike needs to be soft enough to absorb the unevenness of the track, but it’s also got to be able to take the corners properly. The choice of tyres shouldn’t be a problem, and the weather shouldn’t be quite as hot as in the past. For the previous two years, Rio was the last or penultimate race of the championship, but now it’s been moved forward a bit so it’ll be somewhat cooler. In any case, I’m just hoping we get fine weather – I sure don’t want a repeat of Estoril. Rio could be the opportunity for Aprilia to win the 2002 manufacturers’ title in the 250 class: I’d like to be able to win, and “hand over” the title to Aprilia myself.”




REGIS LACONI – MotoGP – Aprilia RS3

“Rio’s a track I like. Technical, tough and with holes all over the place. The two parallel straights are great: when you’re riding on the home stretch, you can actually look across and see the other straight. This is where you can let the engine open right up and, with the Cube, we’ll be there to do our bit. Apart from that, Rio is a sequence of bends, of which three are very fast. Like the slow corners, these too are followed by rapid acceleration. I’m highly motivated: the Cube’s made enormous progress since the Mugello tests. We’ve found a new line of approach and development work’s really taken off again. I’m very pleased and I can see the whole group’s really satisfied with some of the new solutions. The bike’s shorter now and the wheelbase has been reduced: the first time round it seemed more difficult to ride, but once I got the idea, it proved to be fantastic. I’ve got a good feeling again with greater grip at the rear, and the bike’s much easier to handle. This is highly motivating and the results first came during the race in the downpour at Estoril. The Cube was performing really well and I’m not too bad in the wet so when I was in eighth place I was keeping up the same pace as the others: I wasn’t going to give in and, in spite of all the water, I was riding to beat them. I wanted to do well. Unfortunately, a slide dashed my hopes but it was only natural and right that I should have been going for a good result. Now we’re going to Rio, where the weather should be rather like late spring in Europe, and with this latest step – which I really like – in the Cube’s development, we really want to get a good result.”



More, from a press release issued by Michelin:

ROSSI & MICHELIN CAN CLAIM MotoGP CROWN AT RIO
Valentino Rossi (Repsol Honda Team RC211V-Michelin) could wrap up the first-ever MotoGP World Championship at Rio this weekend. And if the hugely popular Italian does secure the title here he will give Michelin its 11th successive premier-class championship success and its 22nd in the past 27 years. All Rossi has to do on Saturday is win his tenth victory of 2002, with Tohru Ukawa (Repsol Honda Team RC211V-Michelin) lower than third, though the Japanese has recently developed a liking for third-place, filling the final podium place at the last three GPs! The HRC team-mates are the only title contenders, though Michelin’s MotoGP presence has massive strength in depth with Michelin riders holding the top nine places in the series.

Michelin has totally dominated the first season of MotoGP racing, taking race victory, pole position and fastest lap at all 11 rounds so far, as well as filling 32 of the 33 podium positions at those 11 races. The French company’s Grand Prix engineers have been working harder than ever during 2002, developing the S4 rear slick, designed to harness the 200-plus horsepower outputs of the new four-strokes, and lately focusing on a new front slick, an important step forward in the never-ending search for extra grip and feel. Michelin’s unceasing effort has paid the company handsome dividends – the French tyres have won all but one of the last 104 premier-class GPs, including an ongoing run of 65 successive wins.

Now the masters of motorcycle tyre performance must add logistical brilliance to their technical genius, working closely with their air-freight carriers to ensure their riders have exactly the tyres they want at the year’s final five GPs. Over the next six weeks riders and teams travel from Brazil to Japan, Malaysia and Australia, before returning to Europe for the season-ending Valencia Grand Prix on November 3. This quick-fire run of races will test everyone to the limit – riders, teams, factories and the sport’s major technical partners like Michelin who face the massively complex task of delivering 2000 of their latest tyres to each and every one of these five events dotted around the globe.

MICHELIN RIDER ALEX BARROS AND JACAREPAGUA
Local hero Alex Barros (West Honda Pons NSR500-Michelin) will be throwing everything into winning Saturday’s Rio GP. The man from Sao Paulo has yet to win his home race, and he knows this won’t be an easy weekend for him because the Jacarepagua track is likely to favour the more powerful four-strokes machines over his 500 two-stroke. The fast, open circuit which features one of GP racing’s longest straights should allow the four-strokes to exploit their horsepower advantage. But Barros will be giving it his all in what will be one of his final races on a two-stroke.

“It will be another difficult race for us, because Rio is a fast track,” says Barros, winner of four 500 GPs, all with Michelin. “The four-strokes are much faster than the 500s in a straight line, there’s no way we can even hold their slipstream, so they’ll have a big advantage down the main straight. I think we can be faster through the curves, I know I’m really quick through the final section of the circuit, and I know I’m very strong on the brakes, which is useful at the end of the big straight. But it’s a case of weighing up the time we gain and the time we lose, and overall the four-strokes will be faster. The only time we really have an advantage is on Friday, when the four-strokes are starting from zero on set-up, because this is their first time at the track.”

Despite his nationality, Barros has no home-track advantage at Jacarepagua, because he races here no more often than his MotoGP rivals. Nonetheless he’s got the track well worked out, as he proved two years ago when he was a close second-place finisher to Valentino Rossi (Nastro Azzurro Honda NSR500-Michelin). Barros reckons that the front tyre is particularly crucial at Rio, because the track is bumpy and not too grippy, so the front end is constantly loading up and unloading. Feel, therefore, is everything.

“You use a lot of front tyre at Rio, just because of the bumps and the style of the track,” he adds. “So you really need to work on the front end of the bike, you need the machine set-up to work really well with the tyre, otherwise you won’t have enough grip or endurance. I’ve been using a new-construction Michelin front since Germany. The tyre gives better turn in, so you can get into the corners a little faster, and it also offers more feel, which is good for your confidence.”

Of course, rear grip is always a major concern, but Barros has as much rear-end traction as he can handle right now, thanks to advances from Michelin’s S4 rear slick, which was originally developed for the four-strokes.

“We have a lot more rear grip from the S4 this year, which has allowed us to go much faster than before,” he explains. “But the problem is that this extra grip also helps the four-strokes use more of their power advantage earlier in the corner, which isn’t good for us 500 riders! During the races there doesn’t seem to be a huge difference in the way the two types of machine use their tyres. The four-strokes have softer power delivery, which is good for their tyres, but they have more power and weight, so I think it evens out. Usually we can use slightly softer tyres but I don’t think either type of bike has a rubber advantage in the later stages of races.

“I’m really looking forward to Rio this year. The race didn’t use to be so big but over the last two years the crowd has really grown, which is great for me. They make a lot of noise – they’re Brazilians – which makes a real difference, I can really feel their support!”

MICHELIN TYRES AND JACAREPAGUA
Michelin has won nine of the ten GPs staged in Brazil (hosted at three different tracks – Goiania, Interlagos and Jacarepagua) and is looking to continue its total domination of bike racing’s premier class this weekend. The Jacarepagua track is another real challenge for riders and engineers, and another chance for Michelin to learn more about its latest front and rear slicks.

The 16.5in S4 rear slick was the big news at the start of the 2002 season, contributing to another leap forward in performance, just over a year since the company’s 16.5in rear revolutionised the 500 class. In more recent weeks Michelin has upped the ante still further with a new front slick, which has rapidly gained favour with most of Michelin’s 13 MotoGP riders.

“We believe that our new front will be particularly good for Rio, because it offers a lot of feedback,” says Michelin Grand Prix manager Emmanuel Fournier. “It’s something in the construction of this new tyre that gives more feeling but we can’t say what! The front construction we use at Rio is stronger, but that doesn’t mean harder, it’s more complicated than that. A less strong construction can absorb too much, so it behaves like a filter between the track and the bike, so the rider doesn’t receive such accurate feedback. And feedback and feeling are vital if a rider is to be able to fully exploit all the available traction.

“We’ve been testing several different compounds with this new front and we have one in particular that has worked well at all the last few circuits. This is important for us, and for our riders, because we always like to have one front compound that works for everyone at pretty much every track. Riders like to be very familiar with the front tyre, so it’s very useful for them if they have one tyre they can count on, whatever kind of problem they’re having.

“Rio can be slippery but only when the surface is dirty. When the circuit is clean the grip level is fairly normal, certainly enough for us to work correctly. We’ll have to see how grippy it is on Thursday. The surface will get cleaner with use, the only worry is that it can sometimes take more than the weekend to be fully clean!”

This year is a particularly unusual year for the premier Grand Prix class, with 990cc four-strokes racing against 500cc two-strokes. And although the S4 rear has been successfully used by both types of machine, Michelin is now producing different types of S4.

“It seems that we’re now taking slightly different directions in developing the S4 rear for the two-strokes and four-strokes,” adds Fournier. “At the beginning of the season riders of both types of machine were using pretty much the same S4 but we knew that we’d take different directions as the season developed. Now we have some choices that work well with both types of bike, one that is designed to work more for the four-strokes and another for the two-strokes. The four-stroke S4 uses a stronger compound from what we learned at Brno in August.

“We are still happy to develop an S4 tyre for the two-strokes because we want them to have the best-possible chance of winning. They can run a softer tyre, which can give them an advantage in the early stages of a race, so long as they work to look after it for the final laps.”

The pace of MotoGP tyre development has forced Michelin to undertake more radical logistics than ever before during the traditional run of late-season out-of-Europe GPs. “We are sending more tyres by plane than ever before, because the pace of development is so fast,” reveals Fournier, who organises 2000 tyres for each GP. “In the past we sent some tyres by sea, but we would need to despatch these tyres six weeks before each race, which is just too early now, considering the pace of development. This year more tyres are going by plane, some flown from one race to the next, and other directly from France. It means a very tight schedule for us.”

JACAREPAGUA DATA

Lap record
Tadayuki Okada (Repsol Honda NSR500-Michelin)
1m 51.928s 158.662kmh/98.588mph (1997)

From a press release issued by Ducati, confirming what we reported about Loris Capirossi last week:

DUCATI CORSE PRESS INFORMATION
Bologna (Italy), 16 September, 2002

DUCATI DESMOSEDICI SET TO MAKE 2003 MOTOGP DEBUT IN MARLBORO COLOURS WITH RIDERS TROY BAYLISS AND LORIS CAPIROSSI

“Team Marlboro Ducati” will line up for the start of the 2003 MotoGP championship with three-times world champion Loris Capirossi and the Australian ace Troy Bayliss, 2001 World Superbike champion, who is currently fighting for the 2002 title. Both riders will be on two-year contracts.

“We have signed a four-year contract with Marlboro which will enable us to take part in the MotoGP championship knowing that at our side we have a sponsor that has contributed to some of the greatest chapters in motorsport history, and with whom we will be tackling this new challenge with great enthusiasm,” declared Claudio Domenicali, Ducati Corse CEO. “We are delighted
with the trust granted to us by our main sponsor for the future”.

The aim of starting the 2003 world championship with a top rider from MotoGP and one from Superbike, originally announced during the presentation of the Ducati Desmosedici at Mugello in May, has now been achieved.

“We strongly wanted Troy and Loris because both have shown themselves to be extremely talented riders and above all because they are totally committed to our project” added Domenicali. “The desire to win and to face new challenges that we see in both of them was the deciding factor in our decision. Thanks to their experience, we are certain that we will make our MotoGP debut with a top-level team and with the right motivation to develop the Desmosedici as quickly as possible. For all of us in Ducati Corse, the fact that we have two champions in the team is a further motivation to tackle this great adventure with the enthusiasm and passion that distinguishes us. We are aware of the difficulties that lie ahead but we are also aware that we have all the human, financial and technological resources to tackle them with maximum commitment and determination. We are also pleased that our choice respects the wishes of Ducatisti. In fact Troy and Loris received the most votes in a recent poll on our website www.ducati.com.”

Ducati Corse’s technological partnership with Shell Advance has also been renewed for the next three years. Thanks to its experience in Formula 1, Shell is the ideal partner for the development of lubricants and fuels for GP engines, which can reach rotation speeds of up to 17,000 rpm.

“Collaboration with Shell Advance has continued successfully since 1999. Shell’s experience with high-performance engines is, in this early testing phase, already proving to be of great help in the development of our new GP engine” declared Filippo Preziosi, Ducati Corse Technical Director.

The testing of the Ducati Desmosedici will continue in the coming months, first with test-rider Vittoriano Guareschi and, from October onwards, also with Troy Bayliss. The reigning World Superbike champion will be defending his title in the final round of the season at Imola on September 29th, after chief rival Colin Edwards overtook him by one point in the last round at Assen, despite Troy’s 14 wins to the American’s 9 during this incredible season of Superbike racing.

Loris Capirossi, thanks to the generosity shown by his current team manager Sito Pons, will begin testing the Desmosedici at the end of the 2002 MotoGP championship.

From a press release issued by Kawasaki Motors Corp. U.S.A.:

2003 Kawasaki Ninja ZX-6RR

Class Leading Racetrack Performance

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It doesn’t take more than a glance at the 2003 Kawasaki Ninja ZX-6RR motorcycle to realize that it was built to conquer racetrack competition. Based on the all-new 2003 Kawasaki Ninja ZX-636 engine, the ZX-6RR has a smaller displacement of 600cc to meet Supersport-racing applications. However, what the 6RR lacks in cc, it more that makes up for in technological engine design and overall performance. Exclusive to the 6RR to enhance racetrack performance is a back-torque limiter which helps prevent wheel hop during corner entry, a new close-ratio transmission, lightweight forged pistons, and a longer rod length and shorter stroke which produces higher revs. Furthermore the new chassis is more track-oriented to match the engine’s progressive design. Engine performance and chassis design come together at the new central ram air duct, resulting in a reduction of weight and improved intake efficiency. Other major chassis refinements include a fully adjustable Kayaba fork and shock, a modified riding position via tank and seat modifications and a newly designed all-LCD instrument panel complete with a lap timer stop-watch function proving that it’s no secret that the 2003 Kawasaki Ninja ZX-6RR was designed to meet race homologation regulations.

* Liquid-cooled inline four-cylinder DOHC four-stroke 600cc engine designed for racetrack performance, a factory Kawasaki race kit will be offered

* Lightweight forged pistons, five grams lighter

* Longer rod and shorter stroke produce high revs required for racetrack use

* Clutch back-torque limiter helps prevent wheel hop during corner entry

* Cylinder head lowered 10mm reducing weight and adding engine performance

* Muffler housing changed from aluminum to stainless, providing longer-lasting finish

* Intake/exhaust valves 10mm shorter, reducing weight and improving high-rpm performance

* Ram air duct centrally located, reducing number of parts, weight and improving intake efficiency

* Timing adjustable cam sprockets lighter and more compact with optional race application

* Less lift in camshafts equates to more top-end performance

* Transmission ratios closer to meet the demands of racetracks

* Digital fuel injection replaces carburetors to improve performance and reponsiveness

* Front brake assembly new and more rigid providing improved brake feel over a wider range of operation

* Rear brake leverage ratio changed, improving brake feel and stopping power

* New Kayaba inverted 41mm front suspension fork fully adjustable and more rigid

* Stabilized performance over the entire stroke range is the result of the new Kayaba fully adjustable rear shock, swingarm pivot height is adjustable

* Riding position more aggressive due to modified tank, seat and one piece forged aluminum handlebar, aerodynamic pillion seat replacement cover standard

* Newly designed all-LCD instrument panel illuminates and includes lap timer, stopwatch, 12,000-16,000 rpm adjustable shift light functions, LED taillight



2002 Kawasaki Ninja ZX-6R

Increased Displacement and New Chassis Make The New Generation ZX-6R the Ultimate Sportbike

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The chief aim in designing the 2003 Kawasaki Ninja ZX-6R motorcycle was to increase the performance of the bike, while reducing its weight and making it more compact. By bumping up displacement to 636cc, going to an electronic fuel injection system, incorporating a centrally located ram air duct and redesigning the valve train–along with uncountable other changes–goals were achieved and the new ZX-6R was born. Additionally, the cylinder head, cylinder crankcases, engine covers and most of the other engine components were redesigned to meet Kawasaki engineers’ goals. Built around the new engine is a chassis developed for the racetrack. New radial brakes, a recalculated fully adjustable Kayaba suspension package and a new riding position that accomodates the serious rider with the best performing motorcycle in its class. A compact designed all-LCD illuminated instrument panel, LED taillight and redesigned headlamp make the ZX-6R more than just a force at the racetrack.

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* Liquid-cooled inline four-cylinder DOHC four-stroke 636cc engine designed for racetrack performance

* Cylinder head lowered 10mm, reducing weight and adding engine performance

* Muffler housing changed from aluminum to stainless, providing longer-lasting finish

* Intake/exhaust valves 10mm shorter, reducing weight and improving high-rpm performance

* Ram air duct centrally located, reducing number of parts, weight and improving intake efficiency

* Timing adjustable cam sprockets lighter and more compact

* Less lift in camshafts equates to more top-end performance

* Digital fuel injection replaces carburetors to improve performance and reponsiveness

* Front brake assembly new and more rigid providing improved brake feel over a wider range of operation

* Transmission ratios closer to meet the demands of racetracks

* Rear brake leverage ratio changed, improving brake feel and stopping power

* New Kayaba inverted 41mm front suspension fork fully adjustable and more rigid

* Stabilized performance over the entire stroke range is the result of the new Kayaba fully adjustable rear shock

* Riding position more aggressive due to modified tank, seat and one piece forged aluminum handlebar, aerodynamic pillion seat replacement cover standard

* Newly designed all-LCD instrument panel illuminates and includes lap timer, stopwatch function

From a press release issued by Team Suzuki News Service:

SUZUKI DOMINATE BOL D’OR

Masters of Endurance
Bol d’Or, Magny Cours, France
September 15, 2002

Suzuki took all three podium finishes in the 66th Bol d’Or at Magny Cours today, with the Suzuki Castrol Team of Jean Michel Bayle, Nicolas Daussage and Sebastien Gimbert taking the win.

The French trio ended the 24 hour race three laps ahead of the second Suzuki Castrol Team of Frenchmen Laveielle and Dobe and Briton Brian Morrison.

In third place were FIM World Endurance regulars – the GMT 94 team – who are currently in fourth position in the championship running a Suzuki GSX-R1000.

Suzuki ended the day with four GSX-R1000s in the top five places.

Results:
1 Suzuki Castrol Team 2 (SUZUKI)
2 Suzuki Castrol Team 1 (SUZUKI)
3 GMT 94 (SUZUKI)
4 Agyltech Racing Team (Kawasaki)
5 Team DAP Motomax (SUZUKI)
6 Bolliger Team Switzerland (Kawasaki)
7 Free Bike Yamaha (Yamaha)
8 Yamaha Racing France – Motacc (Yamaha)
9 JMD Mot’acc / Option Moto (Yamaha)
10 JLC Moto & Co Amaury (SUZUKI)

Copyright 2002, Roadracing World Publishing, Inc.

Jason Pridmore led halfway through the Toyota 200 at Willow Springs, a $150,000-purse race paying $50,000 to win.

The race drew a large spectator crowd to the Rosamond, California track, looking to be as big or bigger than the crowd at the last AMA National at the track, in 2000.

Halfway top 10 follow:

1. Jason Pridmore, Suzuki GSX-R1000, 40 laps
2. Chuck Graves, Yamaha YZF-R1/R7, -7.5 seconds
3. Vincent Haskovec, Suzuki GSX-R1000, -47 seconds
4. Tommy Hayden, Kawasaki ZX-6R 636, -61 seconds
5. Jeremy Toye, Suzuki GSX-R750, 39 laps
6. Jason Perez, Suzuki GSX-R600, 38 laps
7. Marte Cooksey, Suzuki, 38 laps
8. Dale Kieffer, Yamaha YZF-R6, 38 laps
9. Jack Pfeifer, Suzuki GSX-R1000, 38 laps
10. Ed Sorbo, Yamaha TZ250, 38 laps

From a press release issued by Monstermob Ducati:

MONSTERMOB DUCATI BRITISH SUPERBIKE TEAM

Round 12 – 2002 MCN British Superbike Championship, Mallory Park

Saturday 14th and Sunday 15th September 2002

HISLOP CLOSES IN ON TITLE AS EASTON WRAPS IT UP

MonsterMob Ducati rider Steve Hislop will take a 37 point lead with him into the final round of the 2002 MCN British Superbike Championship at Donington Park in two weeks time after a fifth and sixth place finish at Mallory Park today.

After qualifying in second place around the 1.3-mile track, Hislop endured tyre problems in the opening race which resulted in a sixth place finish whilst any hopes of a better result in race two were thwarted when the 998cc Testastretta cut out momentarily whilst running in the leading bunch, leaving him to salvage fifth.

Despite surrendering 19 points to main rival Sean Emmett, Hislop is still very much in the driving seat and needs just a pair of ninth place finishes to clinch his first title since 1995, and that is providing Emmett wins both races.

“I’m very disappointed as I really wanted to tie things up today but for one reason or another it’s not happened. The tyre didn’t work in race one and then it cut out on me just as I was about to lap some backmarkers and I lost the tow in the second race. I didn’t do myself or the team justice today so I’ll have to put it right at Donington.”

Hislop’s misfortune was somewhat tempered by teammate Stuart Easton clinching his first road racing title by winning the MB4U.com National Supersport Championship with a third place finish aboard his MonsterMob 748.

Needing only three points from the penultimate race of the series, Easton led in the early stages before settling for a safe third place after main rival Scott Smart retired with machine problems:

“It’s been a tough season but I’m glad I’ve wrapped it up. It wasn’t an easy race and I was sliding about a lot but we’ve done what we set out to do. I just hope Hizzy can do the same at Donington,” said the 18-year-old from Hawick.

Team Boss Paul Bird was left with mixed feelings after the day’s racing:

“I’m delighted for Stuart but at the same time disappointed that Steve didn’t do the business today. We could have gone to Donington chilled out as double champions but now, the pressure’s back on us. We still need a disaster to lose it but anything’s possible” said the Penrith Businessman.

Results:

MCN British Superbike Race One:
1. Steve Plater (Yamaha) 24:03.412
2. Sean Emmett (Yamaha) 24:03.941
3. Michael Rutter (Ducati) 24:04.062
4. Shane Byrne (Ducati) 24:04.314
5. Glen Richards (Kawasaki) 24:04.848
6. Steve Hislop (MonsterMob Ducati) 24:17.082
7. Karl Harris (Suzuki) 24:23.477
8. John Crawford (Suzuki) 24:23.783
9. Simon Crafar (Yamaha) 24:26.609
10. Dean Ellison (Ducati) 24:26.899

MCN British Superbike Race Two:
1. Michael Rutter (Ducati) 23:58.072
2. Sean Emmett (Yamaha) 24:01.366
3. Steve Plater (Yamaha) 24:01.428
4. Shane Byrne (Ducati) 24:01.693
5. Steve Hislop (MonsterMob Ducati) 24:04.883
6. Glen Richards (Kawasaki) 24:09.028
7. John Reynolds (Suzuki) 24:11.519
8. Karl Harris (Suzuki) 24:15.202
9. John Crawford (Suzuki) 24:17.348
10. Simon Crafar (Yamaha) 24:19.538

MCN British Superbike Standings:
1. Steve Hislop 416pts
2. Sean Emmett 379pts
3. Michael Rutter 357.5pts
4. Shane Byrne 283.5pts
5. Steve Plater 270pts
6. John Reynolds 253.5pts
7. Simon Crafar 170pts
8. Glen Richards 161.5pts
9. Paul Brown 159.5pts
10. Dean Thomas 118pts.

Supersport:
1. Michael Laverty (Honda) 22:19.168
2. Simon Andrews (Honda) 22:19.727
3. Stuart Easton (MonsterMob Ducati) 22:20.623
4. Pete Jennings (Kawasaki) 22:26.283
5. James Buckingham (Yamaha) 22:26.626
6. Ben Wilson (Honda) 22:26.720
7. Danny Beaumont (Yamaha) 22:27.428
8. Gary Haslam (Honda) 22:27.542
9. Tom Tunstall (Suzuki) 22:28.857
10. Craig McLelland (Suzuki) 22:33.447

Supersport Championship Standings:
1. Stuart Easton 244pts
2. Scott Smart 181pts
3. Michael Laverty 149pts
4. Pete Jennings 113pts
5. Tom Tunstall 104pts
6. Ben Wilson 100pts
6. Simon Andrews 100pts
8. Jeremy Goodall 98pts
9. Callum Ramsay 75pts
10. Chris Bishop 61pts

Copyright 2002, Roadracing World Publishing, Inc.

With 10 laps to go, Jason Pridmore led Chuck Graves by 3.75 seconds with Vincent Haskovec another 15 seconds back.

Pridmore caught and passed fast-starting Graves at the restart, finally pulling away on his visibly-faster bike after the pair dueled for several laps through traffic.

If the race ends as it runs now, Pridmore will win $50,000 with Graves earning $30,000 and Haskovec getting $10,000. They are the only riders on the lead lap.