From an AMA Pro Racing press release announcing that former Harley-Davidson factory road racer Chris Carr just won his fourth AMA dirt track title:

CARR DEFENDS HIS AMA PROGRESSIVE INSURANCE U.S. FLAT TRACK CHAMPIONSHIP

PICKERINGTON, Ohio–Chris Carr made history Saturday in Tunica, Miss., by becoming only the third rider in the 49-year history of the AMA Grand National Championship to win four titles. Carr, 35, of Fleetwood, Pa., locked up the 2002 AMA Progressive Insurance U.S. Flat Track Championship with his fifth-place finish in Tunica. Carr’s 49-point lead going into the final two rounds of the series gives him an insurmountable lead over second-ranked Johnny Murphree. Carr joins Carroll Resweber and Scott Parker as the third rider to win at least four AMA Grand National titles (Parker won a record total of nine AMA Grand National Championships).

Carr got off to a relatively slow start to the season, but after winning round four on the Mile at Springfield, Ill., he took over the series points lead and never relinquished it. For much of the season his lead was a narrow one, but in the later rounds his consistency paid off and he gradually pulled away to secure the No. 1 plate. In all, Carr has scored seven podium finishes with two rounds remaining including two wins on the Springfield Mile and a victory at the new-to-the-series half-mile circuit in Prestonsburg, Ky. In the final two weeks of the season nationals in Columbus, Ohio, and Du Quoin, Ill., will round out the 20-race championship.

“There’s been 12 different winners in our series so far this year,” said the newly crowned Carr. “That speaks volumes for how competitive our series is. There’s no other series in AMA racing right now that can boast that kind of parity and it’s a real testament to new riders coming up and the older riders who are hanging in there. We’ve got a very competitive field of riders right now so it means a lot to me to win a championship in a series like that.”

Carr won the title on a variety of tracks. This year the series featured more TT and short-track circuits to go along with the traditional mile and half-mile tracks.

“To me a perfect series would be five short tracks, five TTs, five miles and five half-miles,” said Carr. “That shows the true balance of a racer. A good balance of variety would produce a true all-around dirt track champion. So I’m glad we’re getting more short-track and TT races in the series.”

Carr rode a stable of bikes tuned by longtime tuner Kenny Tolbert, who has been with Carr in all four of his championships. He campaigned a Harley-Davidson XR750 at the majority of races and rode a combination of equipment at the short track and TT events including VORs and Rotax-based ATKs. Quality Checked Certified Pre-Owned Ford sponsored his effort.

Carr previously won the championship in 1992, 1999 and 2001.

Copyright 2002, Roadracing World Publishing, Inc.

Eric Bostrom is at the Kawasaki dealer convention in San Antonio, Texas and has signed a letter of intent to ride for the team, but company officials have said they are uncertain exactly what they’ll do with him.

The final decision seems to be hinging on what the still-unannounced AMA Superbike rules package is for 2003 and beyond.

Tommy Hayden and Tony Meiring are already signed contracts to ride for Kawasaki again.

The Kawasaki dealer show started yesterday and runs through today. Dealer shows are used to get dealers familiar with a manufacturer’s new-year model line and to take dealer orders.

Kawasaki officials have also hinted that they will introduce a new ZX-10R in mid-2003.


This apparently contradictory press release just in from Bostrom’s manager, Norm Viano:

Eric Bostrom makes his decision

September 16, 2002 – As ‘silly season’ continues to move forward, Eric Bostrom has taken his name out of the ring and has decided to remain a Kawasaki rider. “I’m happy that Kawasaki was very interested in keeping me on a green bike. I’m comfortable here, have had good results with them, my crew is really good, and there are some exciting Kawasaki machines coming in the near future.”

The popular Las Vegas racer has come to terms with Kawasaki for the next two years and will continue to challenge for AMA Road Racing Championships, potentially setting up a brotherly rivalry between brother Ben (who is racing for Honda in the States next year) that would be nothing but healthy for the sport. Fans that enjoyed the fierce battles between Eric and Nicky Hayden this season will certainly enjoy similar, and perhaps even more intense, battles next season. In addition, Eric retains a strong connection to the Kawasaki motoGP project, as he will be testing the machine for Kawasaki before the year is out and again next season. This was a final component that convinced Eric to stay with Kawasaki.

“With this deal, I can’t lose. I have a great opportunity with the Kawasaki motoGP team in the near future, plus I can race in a championship here in the States until then. It’s a championship that I’d like to see grow as it has in the past. And my brother will be home next year, too. I’d like nothing better than to race against Ben, as he’s a fun guy to race against. And the motoGP option is something I really want, as well, so it’s an ideal situation. I can’t lose either way and my goals remain the same; to win championships. Here at home, always. And then to race motoGP for Kawasaki soon. And if we don’t end up racing the motoGP full time next year, maybe that will be a little bit better actually. We can get a little bit of development out of the way and jump on it when it’s a bit more sorted out. I’m obviously excited to be a part of the development, though, and I’m looking forward to riding a bike with all that HP. Hopefully it won’t spoil me, as the Superbike might feel a bit soft after that!”

How does Eric rate his brotherly opponent for next season? “Ben is going to be tough to beat, period. All of his years on the world stage, and he certainly has his act together more than anyone else here. But all the same, he hasn’t seen the tracks here for a few years, so maybe that will play into my hands. It’ll be great fun and good for the sport. Ben’s going to be the guy to beat going into it. He’s got the target on his back and I’d love to take race wins from him and win the championship.”


More, from a press release Viano issued about Meiring’s contract renewel:

Tiger signs

September 16, 2002 – Tracy, CA. Tony ‘the Tiger’ Meiring will return to Kawasaki for the 2003 and 2004 seasons and contest the AMA 600 Supersport and 750 Superstock Championships. The 18 year old rider impressed many last year in his first year as a factory rider and even scored a podium when he finished 2nd at Pikes Peak in the 600 Supersport race there. “I’m really happy to be back with Kawasaki. Their new 636 and 600s are going to be winning bikes, that’s for sure. Last year was a good learning year and I’m going to try to win as many races as I can on the new Kawasakis.”

Although the AMA season ended a month ago, Tony has been training hard in early preparation for next season and is anxious to race Kawasaki’s new ZX-6RR, a bike which he believes will impress many Kawasaki owners and fans. “That new 600 is going to be such a hit for Kawasaki. It’s a race-built bike. It’s very comfortable to ride, but it will also be a great bike to race. When I rode it a few weeks ago, I was able to light up the rear tire. For a stock 600, the power and handling were just incredible. And that new 636 was impressive too. It will certainly help me when I race it in the Superstock class next year”

Considered one of the brightest stars in American road racing, the likeable Californian and AMA Horizon winner (1999) is glad that Kawasaki gave him the chance to show his talents last year. “I’d like to thank Kawasaki for giving me the opportunity last year to do what I love to do, which is race motorcycles. I’m glad that they liked what they saw in me and are expecting more good things from me in the future. I’m looking forward to winning championships for them soon.”

Issued: Monday September 16 2002
From a press release issued by Castrol Honda:

EDWARDS AND SP-2 BREAK IMOLA LAP RECORD

Castrol Honda’s Colin Edwards smashed the lap record at the Imola circuit in Italy on Monday during a one-day test session ahead of the final round of the World Superbike championship.

Edwards was 1.2-second inside the existing record as the 28-year-old American rider goes in search of victory in the decisive 13th round of the
championship at the Imola track on September 29.

He powered the SP-2 Honda machine around the 3.04-mile circuit in 1:48.10 and remains confident of taking a second title, adding to his 2000 success.

“We’ve had a good test, I’ve done a lot of miles and now I’m ready to race,”
said Edwards. “The guys from Michelin and Showa have gone home happy and I think we’re just about set for the final round here next week.”

Edwards’ lap time was also faster than the fastest lap recorded in last year’s inaugural World Superbike round at the famous Italian venue. That lap was set by Ruben Xaus, at 1:48.462 during the Saturday morning qualifying
session.

The Castrol rider added: “It’s OK going fast but the main reason for the test was to find a good race set-up and we¹ve pretty much done that so you
have to say today’s been a success.”

Edwards, winner of the last seven races, leads the championship by one point from defending champion Troy Bayliss as the pair head for a final-round showdown.



More, from another Honda press release announcing that John McGuinness has been replaced:

LAVERTY TO RACE FOR HONDA AT IMOLA

Young Irish rider Michael Laverty will make his World Supersport championship debut at the final round at Imola, Italy on September 29.

Laverty, 21, will join Australian Karl Muggeridge in the Honda UK team for the 12th round, replacing team regular John McGuinness.

Laverty has secured third place in this year’s British Supersport championship on a CBR600 Honda and Honda UK team manager Roger Harvey believes the time is right for the Ulsterman to move onto the world stage.

“Michael has developed tremendously during the 2002 season and after winning three of the last four British championship rounds he deserves this chance,” says Harvey.

Harvey continues: “I spoke with John McGuinness and he fully understands the need to change rider for the final round. John’s tried his hardest this year but has found it difficult to adjust to the cut and thrust of the world championship.”

Laverty will miss the final round of the British championship to take up the offer of a world championship debut.

“It’s a great opportunity for me,” reckons Laverty. “It’ll be great to dip a toe in the water at this level ­ even though I know how tough it will be against the championship regulars.

“I’m looking forward to getting on the Pirelli tyres too, I’ve used them a couple of times and really like them.”

Former Supermoto champion Laverty is hoping the Imola experience can benefit his promising career, he adds: “After racing at Assen earlier this month I’ve certainly taken a liking to the atmosphere and I’m really looking forward to the Italian experience.:


MICHAEL LAVERTY

FULL NAME:
Michael John Laverty

DATE OF BIRTH:
June 7 1981

PLACE OF BIRTH:
Ballymena, N. Ireland

HOME TOWN:
Toombridge, N. Ireland

MARRIED:
No

HOBBIES:
Skiing, cycling, running

FIRST RACE:
1998, Aghadowey, Honda 125

FIRST WIN:
1998, Mondello Park, Honda 125

FAVOURITE CIRCUIT:
Brands Hatch GP circuit

TEAM/MACHINE:
Honda CBR600F Sport

HELMET: Arai
LEATHERS: Dainese
BOOTS: Daytona


Michael Laverty
Career history

1998 Raced a 125cc Honda for Joe Millar Racing, winning numerous club races.

1999 Raced a 125cc Honda for Joe Millar Racing, finishing 15th in British championship. Also finished runner-up in Irish Supermoto championship.

2000 Raced a 125cc Honda for Joe Millar Racing, finishing seventh in British championship. Also won Irish Supermoto championship.

2001 Switched from 125cc class to Supersport class, racing for Team Ireland, finished 15th in British Supersport championship. Finished in third place in Donington Park 125 round, best finish of seventh in Supersport, at Mallory Park.

2002 Racing for Joe Millar Racing in British Supersport championship, finished third with wins at Thruxton, Cadwell Park and Mallory Park. Winner of Dutch round of European Superstock championship at Assen.

Copyright 2002, Roadracing World Publishing, Inc.

American Jason DiSalvo has been granted an FIM wild-card entry for the 250cc race at the Rio Grand Prix, scheduled for September 19-21 in Brazil.

DiSalvo will ride his Honda RS250.

Eric Bataille of France is the other FIM wild card rider in the 250cc Grand Prix at Rio, and will also ride a Honda RS250.

From a press release issued by Marlboro Yamaha:

RIO GRAND PRIX, JACAREPAGUA
September 19/20/21 2002

MARLBORO YAMAHA MEN SEEK RIO GLORY

This weekend Marlboro Yamaha Team riders Max Biaggi and Carlos Checa embark on their six-week around-the-world odyssey in Rio, where both men have high hopes of scoring the YZR-M1’s second MotoGP victory.

The Italian and Spaniard have been lightning fast over recent weeks, taking two pole positions, a win and a second place at the last two GPs in the Czech Republic and Portugal. The team’s ever-improving form can be attributed to unstinting work from all concerned – riders, team crew and factory engineers – and their efforts should mean more glory in the final five rounds of the first-ever MotoGP World Championship.

Saturday’s Rio GP is the first of four ‘flyaway’ races that take riders and teams out of Europe for the second time this year. The race is followed by events in Japan, Malaysia and Australia, held over three consecutive weekends, and the season finale at Valencia, in Spain, on November 3.

Marlboro Yamaha have an excellent record in Brazil, having won races at all three of the country’s GP venues. Eddie Lawson won the 1988 Brazilian GP at Goiania, Wayne Rainey won the 1992 event at Interlagos and Luca Cadalora won the 1995 Brazil GP at Jacarepagua.


SMOOTH OPERATORS EMBARK ON WORLD TOUR
MotoGP racing is all about speed. But delivering winning speed over a World Championship season requires more than horsepower and handling, it requires major feats of organisation and logistics, especially when the Marlboro Yamaha Team has to compete on three different continents in the space of five weekends. When the Milan-based crew touches down in Rio this week they bring with them no less than eight tonnes of equipment, part of a total paddock payload of almost 200 tonnes, flown around the world in two Jumbo 747 freight planes.

“This is an incredibly busy time of year for us, the schedule is so tight that everything has to operate smoothly,” says Marlboro Yamaha Team director Davide Brivio. “And life was made even more complicated by the latest European race being in Estoril. After Rio everything is flown to Tokyo, then Kuala Lumpur, then Melbourne, before returning to Milan, from where it’s trucked down to Valencia for the final race. With so much travel and so little time between races we have to prepare all the necessary parts before we leave Europe. It’s a massive operation but it’s part of our job and everything is properly looked after.”

Two weeks ago at bumpy, slippery Estoril, Marlboro Yamaha Team star Carlos Checa scored his first MotoGP pole position, a performance that brings the team to Brazil in optimistic mood, because Rio’s Jacarepagua track is also bumpy and slippery. Non-stop improvements to the team’s YZR-M1 have made it as fast and fine handling as anything on the MotoGP grid, and further detail set-up work at last week’s Estoril tests should give Checa and Max Biaggi an even better chance of success at Jacarepagua, where riders need speed and handling in abundance.

“The last five races of the season look very interesting,” continues Brivio. “Max won the M1’s first race at Brno last month and I think we have a good chance of winning more races this year. Last time at Rio both Carlos and Max went very well and we’re confident that we can be in the fight for victory once again. We have scored two poles and two top-two finishes at the last two races, which proves that we’re making constant progress with our bikes, and both our riders are riding really well. Max has already won this year and I think Carlos is also ready to win, a victory would be a fantastic boost for him.”

The most recent improvements to the M1 have focused on chassis performance. Last month at Brno Biaggi and Checa received modified chassis that are still being fine tuned for the best-possible handling and turning. “We found a new direction with the latest chassis during our post-race tests at Brno,” explains M1 project leader Ichiro Yoda. “This involved a slight adjustment of the bike’s centre of gravity, which helped front-end feel, and a small adjustment in the swing-arm pivot area, which improved rear-end traction. We’ve also been working on the rear shock to make the rear suspension more progressive, so that the riders can get on the throttle earlier. We continued in this direction at Estoril and we’ll be working with Öhlins and Michelin to make the bike even better at Rio. I think we can have a good weekend. The track is fast and open, it’s the kind of place where the four-strokes should be very dominant.”


BIAGGI STILL CHASING SECOND OVERALL
Winner of last month’s Czech GP at Brno, Max Biaggi is aiming to get back up front at Rio after a rather difficult weekend in Portugal a fortnight back. The Marlboro Yamaha Team man struggled to find a perfect set-up for his M1 around the awkward Estoril circuit but managed to salvage a useful sixth-place finish from the rain-lashed race. Those World Championship points could be vital in the Italian’s bid to overtake Tohru Ukawa (Honda) for second overall in the first-ever MotoGP series.

“I felt that the new chassis was better at Estoril but we couldn’t find the right front-end feeling,” says Biaggi, currently just 12 points behind the Japanese. “There’s no doubt that we are more competitive now and I feel we have the chance of another good race at Rio. The track isn’t so bad – it’s fast and quite a lot of fun, but everything will depend on the state of the asphalt. It’s one of those tracks where no one goes to test, either during the season or during the winter, so no one really knows what the circuit’s going to be like. Quite often the surface starts off pretty dirty, so it’s not until final qualifying or even race day that the grip level is really good. The layout isn’t so bad; my favourite section is the first few corners after the start-finish straight. I always enjoy Rio and I like South America. I’d like to stay for some holidays, but we never get the chance because the schedule is so busy at this stage of the season.”

Biaggi finished a close third at Rio last year, just six seconds behind winner Valentino Rossi (Honda) and Marlboro Yamaha Team-mate Carlos Checa. He finished second in the 1999 Rio 500 GP and second in the 1992 and 1995 Brazilian 250 GPs.


CHECA READY TO WIN WITH M1
Carlos Checa comes to Rio on a high, two weeks after his best weekend of the 2002 season. The Spanish star scored his first-ever MotoGP pole position at Estoril, making him favourite to win his first MotoGP race. But a soaking-wet race day prevented him from continuing his dry-track dominance around the challenging track. Nevertheless, he recovered brilliantly from a slow start to claim second place, his fourth podium finish of the year.

That pole position proved that Checa now has the pace to win in MotoGP. For more than a year he’s been working with Yamaha engineers to perfect his Marlboro Yamaha Team M1 and now he’s ready to beat all-comers in the world’s premier bike-race series. “We lost our way at the two races before Portugal but now I have a nice feeling with the bike, it’s going really well,” he says. “It was a shame that that it had to rain at Estoril but I’m now fully confident in the bike and also in my own ability. If we can work on set-up as effectively at Rio I’m sure that we’ll be able to have a good result.

“Rio has been a good track for Yamaha in the past. Last year I fought for victory but I was unlucky at the end. And I think it should be good for the four-strokes – the main straight is very long and most of the corners are quite fast and open, which is better for the four-strokes. It’s a fun racetrack, especially when you have a lot of horsepower. The main concern, as usual, will be grip level. Sometimes in the past it’s been pretty bad, so we’ll just have to wait and see how it is on day one.

“Everyone likes going to Brazil, it’s a very different place for us, with a beach nearby and lots of friendly people. It’s just a shame that we don’t have enough time to have fun and do the tourist thing. Of course, the main concern for me is the track, not the area around it, and if you have a good race, it doesn’t matter where you are.”

WHAT THE TEAM SAYS
Fiorenzo Fanali, Max Biaggi’s crew chief
“Rio is pretty bumpy and the grip level is usually quite low, though I’m sure Michelin will help us in that respect. We’ll continue our work on the new chassis because the weather prevented us from doing too much during the Estoril race weekend. Max could already feel that the new chassis offers improved front-end performance, so we continued working in that direction during our Estoril tests. I hope we can get a good set-up on Thursday, keep improving from there, so the bike is 100 per cent for race day. When the track is bumpy and slippery you need good front-end feel and more rear-end traction, so the new chassis should work well for us at Rio. This is our first race outside Europe for a while but that isn’t a problem for us. The only difference is that we don’t have the team trucks outside the back of the pits, but we’re well organised and have everything we need.”

Antonio Jimenez, Carlos Checa’s crew chief
“Rio is like Estoril in some respects, so we should have a good base set-up from which to start. And the M1 should be good here. You need a lot of speed at Rio and our engine is really quick now, plus the new chassis seems to help over the bumps, which will be important this weekend. Normally when you have a low-grip track you use softer suspension to find some grip, and that’s also good for the bumps. We have good and bad memories from last year’s Rio race, Carlos fought for victory but was unlucky at the last turn. After getting his first pole with the M1 he’s now really keen for his first win. I think he would have had a very good chance of winning at Estoril if the race hadn’t been spoiled by rain. Maybe Carlos has been unlucky but I think the luck is slowly coming to us. I’m quite excited at the way he’s riding at the moment.”


THE TRACK
The Jacarepagua circuit has been hosting rounds of the motorcycling World Championships on and off since the mid-nineties. The track staged its inaugural GP in September 1995, taking over from the original Brazilian GP venues of Goiania (which hosted the 1987, ’88 and ’89 Brazilian GPs) and Interlagos (which staged a one-off race in ’92). The ’96, ’97, ’99, 2000 and 2001 races at Jacarepagua were all run under the mantle of the Rio Grand Prix.

The circuit itself is fast and open, encouraging close racing; in fact only one of the six premier-class GPs staged at the track has produced a winning margin in excess of one second. Mostly fast, bumpy and slippery, the circuit may not allow gravity-defying cornering like some grippier tracks but its 1.1km back straight (one of the longest in GP racing) promotes slipstreaming, which helps keep riders bunched together all race long. Slipstreaming is a crucial game of cat and mouse played out on longer straights. Riders can gain advantage by chasing another machine, using the vacuum created by the lead bike to improve their speed and slingshot ahead. The Jacarepagua lap record is five years old because the surface has become more bumpy in recent years.


JACAREPAGUA
4.933km/3.065 miles
lap record: Tadayuki Okada (Honda), 1:51.928, 158.662km/98.588mph (1997)


MARLBORO YAMAHA TEAM RIDER DATA LOGS

MAX BIAGGI
Age: 31. Lives: Monaco
Bike: Marlboro Yamaha Team YZR-M1
GP victories: 38 (1xMotoGP, 8×500, 29×250)
First GP victory: South Africa, 1992 (250)
First GP: France, 1991 (250)
GP starts: 160 (11xMotoGP, 62×500, 87×250)
Pole positions: 50 (2xMotoGP, 15×500, 33×250)
First pole: Europe, 1992 (250)
World Championships: 4 x 250 (’94, ’95, ’96, ’97)
Rio 2001 results. Grid: 10th. Race: 3rd

CARLOS CHECA
Age: 29. Lives: Yorkshire, England
Bike: Marlboro Yamaha Team YZR-M1
GP victories: 2 (500)
First GP victory: Catalunya, 1996 (500)
First GP: Europe, 1993 (125)
GP starts: 131 (11xMotoGP, 92×500, 27×250, 1×125)
Pole positions: 2 (1×500, 1xMotoGP)
First pole: Spain, 1998 (500)
Rio 2001 results. Grid: 7th. Race: 2nd

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)