Copyright 2002, Roadracing World Publishing, Inc.

Friday Morning Superbike Practice Times:
1. Eric Bostrom, Kawasaki ZX-7RR, 1:24.146
2. Anthony Gobert, Yamaha YZF-R7, 1:24.260
3. Nicky Hayden, Honda RC51, 1:24.264
4. Miguel Duhamel, Honda RC51, 1:24.393
5. Mat Mladin, Suzuki GSX-R750, 1:24.650
6. Jamie Hacking, Suzuki GSX-R750, 1:24.716
7. Doug Chandler, Ducati 998RS, 1:24.977
8. Aaron Yates, Suzuki GSX-R750, 1:25.101
9. Pascal Picotte, Ducati 998RS, 1:25.943
10. Adam Fergusson, Suzuki GSX-R750, 1:27.327
11. Lee Acree, Suzuki GSX-R750, 1:27.343
12. Chris Ulrich, Suzuki GSX-R750, 1:27.611
13. Brian Parriott, Suzuki GSX-R750, 1:27.811
14. Rich Conicelli, Suzuki GSX-R750, 1:28.082
15. Jimmy Moore, Suzuki GSX-R750, 1:28.101
16. Chris Caylor, Suzuki GSX-R750, 1:28.393
17. Larry Pegram, Suzuki GSX-R750, 1:28.409
18. Vincent Haskovec, Suzuki GSX-R750, 1:28.598
19. Brian Livengood, Suzuki GSX-R750, 1:28.822
20. Jason DiSalvo, Suzuki GSX-R750, 1:28.850

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Irate Superbike privateer Andy Deatherage, who is currently 10th in AMA Superbike point standings, confronted three-time AMA Superbike Champion Mat Mladin on hot pit lane Friday morning during Superbike practice at Road Atlanta.

According to eyewitness Chuck Warren, co-owner of Arclight Suzuki, Deatherage rode his pit scooter onto hot pit lane during green-flag conditions, blocking Mladin, who was attempting to ride out of the pits on his Team Blimpie Yoshimura Suzuki. Deatherage dismounted his pit bike and furiously exchanged words and hand gestures with Mladin, face-to-face. Yoshimura team members quickly gathered around the pair on pit lane, and the confrontattion was broken up by AMA officials.

Still furious 20 minutes later, after Superbike practice had ended, Deatherage said, “I looked back heading down to turn six, and I saw Mladin coming. I made sure I gave him some room and let him by. Then he got held up by traffic going into seven, and I was able to ease by on the outside and pass him.(Coming out of turn seven) he got on the gas, came up next to me, leaned on me and ran me right off the outside of the track and into the dirt. If I didn’t completely shut off, he would’ve hit my front wheel.

“I got past him in traffic, and it pissed him off. So he had to retaliate instantly. Well, f**k him! I get out of that f**ker’s way every race. Not anymore! I used to think he was an asshole. Now, I know he’s an asshole!”

When asked about the pit lane incident and what caused it, Mladin told a Roadracingworld.com reporter, “I don’t even know who that was. I don’t know what he was talking about. When people are going that slow, you don’t know when you run them off the track.”

Mladin is currently seventh in points, 11 points ahead of Deatherage after five races.

Moments after the end of Superbike practice and before the mid-day rider’s meeting, AMA Pro Racing’s Ron Barrick asked Deatherage to stay after the meeting. After a five-minute discussion, Deatherage said that Barrick just wanted to know what happened. There had been no announcement of disciplinary action against either rider as of post time.

From a Red Bull Yamaha press release:

McCOY OUT BUT BAYLE BOARDS THE RED BULL



Garry McCoy has pulled out of the French Grand Prix, at the end of the first day of practice, realising that his broken leg is still preventing him from competing.

The pain in Garry’s right leg has actually been getting worse over the last 2 races instead of better and Garry will now seek further medical attention before returning to the track.


Peter Clifford – Team Manager

“It’s obviously terribly disappointing for all of us. We have been able to understand just a fraction of what Garry has been going through from the look of his face as he gets off the motorcycle. I’m very happy that he has decided on this course of action.

“We are fortunate however to have Frenchman, Jean-Michel Bayle as our 2002 test rider and he will compete for us this weekend. Jean-Michel only last week tested for us at Mugello in mostly wet weather completing 108 laps, so he has first hand knowledge of how to handle the bike in inclement conditions. He has extensive track knowledge of this circuit and we are delighted to have him ride for us at Le Mans.”

Bayle, 32 is from Manosque, France, he first competed in the Grand Prix in the 250 Class in 1992 and progressed to the 500 level in 1996 and for the next 4 years competed for the Wayne Rainey Yamaha Team and for Team Roberts on a Modenas.

This year, Bayle won the Le Mans 24 Hour endurance race in April and he has excellent knowledge of this circuit.


Jean-Michel Bayle

“I am delighted to be riding for the Red Bull Yamaha Team at Le Mans and I am grateful for the opportunity to have already tested the Yamaha at Mugello last week and at Valencia in March.

“I have plenty of experience at this track with the Le Mans 24 hour just last month and from racing here in the 250 and 500cc class. This is a physically a very hard track, there is lots of braking than fast straights followed again by more slow corners and this sequence is repeated many times. I feel you can get a good lap time here but once that is done, I know it is very difficult to improve on.

“I have raced on Dunlops before but only for endurance so what I learned at the testing will be valuable for me in qualifying and in the race on Sunday. The team is now busy setting up the bike for me, I don’t mind the wet conditions and I’m looking forward to the race, especially in front of my home crowd.”

For more information on the Red Bull Yamaha Team visit www.redbull-yamaha.com


Jean-Michel Bayle

Date of birth – 01/04/69

Place of birth – Manosque France

First race – 1981

GP Debut – France 1992 (250)


Background –

One of the greatest motocross riders in racing history. French junior Champion in 1985, he moved from the French National Championship to the World Motocross 250 title which he won in 1987 and 1988, before going to the United States where he beat the Americans at their own game, winning the AMA Supercross title and also the Motocross 250 and 500 titles.


GP Experience

Three seasons in 250 class prepared him for the move to the 500 class in 1996 where he was more at home and more effective on a bigger machine.


250 Class


1993 – 22nd – Aprilia Chesterfield Team
1994 – 8th – Aprilia Chesterfield Team
1995 – 15th – Aprilia Chesterfield Team


500 Class


1996 – 9th Team Roberts Yamaha
1997 – 18th Team Roberts Modenas
1998 – 16th Wayne Rainey Yamaha
1999 28th Team Roberts Modenas


2000 – 2002

2000 – Raced Endurance for Suzuki in all rounds of the World Championship. Won in Estoril, Portugal
2001 – Motocross – United States – testing only
2002 -Won the Le Mans 24 hour (April) – endurance Race – Suzuki GSXR – 1000 and will compete in the Bol-dor, endurance race September
Tested the YZR -500 for Red Bull Yamaha at Valencia in March and in May in Mugello, Italy.

Copyright 2002, Roadracing World Publishing, Inc.

Friday Morning Superstock Practice Times:
1. Lee Acree, Suzuki GSX-R750, 1:27.599
2. Adam Fergusson, Suzuki GSX-R750, 1:27.682
3. Tommy Hayden, Kawasaki ZX-6R, 1:28.059
4. Tom Kipp, Suzuki GSX-R600, 1:28.265
5. Brian Parriott, Suzuki GSX-R750, 1:28.400
6. Larry Pegram, Suzuki GSX-R750, 1:28.414
7. Chris Caylor, Suzuki GSX-R750, 1:28.477
8. Roger Lee Hayden, Honda CBR600F4i, 1:28.561
9. Ben Spies, Suzuki GSX-R600, 1:28.656
10. Rich Conicelli, Suzuki GSX-R750, 1:28.900
11. Ty Howard, Suzuki GSX-R750, 1:28.920
12. Scott Harwell, Suzuki GSX-R750, 1:28.938
13. Jason Pridmore, Suzuki GSX-R600, 1:28.957
14. Mike Hale, Honda CBR600F4i, 1:29.023
15. Craig Connell, Suzuki GSX-R750, 1:29.149
16. Jimmy Moore, Suzuki GSX-R750, 1:29.155
17. Brian Livengood, Suzuki GSX-R750, 1:29.210
18. Vincent Haskovec, Suzuki GSX-R750, 1:29.313
19. Michael Barnes, Suzuki GSX-R750, 1:29.624
20. Tony Meiring, Kawasaki ZX-6R, 1:39.822

Copyright 2002, Roadracing World Publishing, Inc.

Friday Afternoon 125cc GP Qualifying Times:
1. Arnaud Vincent, Aprilia, 1:44.491
2. Manuel Poggiali, Gilera, 1:44.591
3. Alex De Angelis, Aprilia, 1:45.443
4. Simone Sanna, Aprilia, 1:45.496
5. Steve Jenkner, Aprilia, 1:45.559
6. Masao Azuma, Honda, 1:45.639
7. Max Sabbatani, Aprilia, 1:45.695
8. Angel Rodriguez, Aprilia, 1:45.721
9. Gino Borsoi, Aprilia, 1:45.753
10. Youichi Ui, Derbi, 1:45.811

Copyright 2002, Roadracing World Publishing, Inc.

Anthony Gobert was at the top of the time charts about 3/4 of the way through the Friday Superbike qualifying session at Road Atlanta when he lost the front wheel and crashed in turn three, sliding into sections of Alpina inflatable soft barriers. In videotape of the incident, Gobert can be seen sliding into two joined sections of the inflatable barriers, which pulled apart at the bottom as one section came up off the ground. According to Yamaha’s Tom Halberson, Gobert later said that he tried to rotate his body to avoid going into the Alpina Air Module feet first, but could not get his right leg turned out of the way. His foot and leg hit haybales behind the Air Module. The session was then red-flagged.

The air barriers apparently were installed without the bottom securing ropes specified for installation by the manufacturer. AMA Pro Racing staffers and track workers secured the air modules in the section of racetrack where Gobert hit, which are owned by AMA Pro Racing. An Alpina crew installed Air Modules owned and rented by Alpina to the race promoters, and those Air Modules were seen to be tied down with bottom securing ropes.

Gobert was initially taken to the infield care center and was subsequently transported to a local hospital for X-rays of his lower right leg and ankle. According to an update issued by Road Atlanta, Gobert “was transported to Northeast Georgie Regional Medical Center in Gainesville for X-rays for a ‘likely’ fracture of his right tibia.”

The fastest times when the red flag flew were as follows:

1. Anthony Gobert, Yamaha, 1:23.674
2. Nicky Hayden, Honda, 1:24.067
3. Miguel Duhamel, Honda, 1:24.408
4. Aaron Yates, Suzuki, 1:24.465
5. Jamie Hacking, Suzuki, 1:24.684
6. Mat Mladin, Suzuki, 1:24.976
7. Eric Bostrom, Kawasaki, 1:25.349
8. Doug Chandler, Ducati, 1:25.495
9. Pascal Picotte, Ducati, 1:26.952
10. Chris Ulrich, Suzuki, 1:27.206
11. Brian Parriott, Suzuki, 1:27.329
12. Lee Acree, Suzuki, 1:27.431
13. Jimmy Moore, Suzuki, 1:27.552
14. Adam Fergusson, Suzuki, 1:27.576
15. Rich Conicelli, Suzuki, 1:28.113
16. Brian Livengood, Suzuki, 1:28.737
17. Ty Howard, Suzuki, 1:29.071
18. Andy Deatherage, Suzuki, 1:29.166
19. Michael Barnes, Suzuki, 1:29.245
20. Brian Gibbs, Suzuki, 1:29.282
21. Scott Harwell, Suzuki, 1:29.381
22. Mark Crozier, Suzuki, 1:29.804
23. Christopher Rankin of Texas, Suzuki, 1:29.872
24. Scott Carpenter, Suzuki, 1:30.917
25. Larry Pegram, Suzuki, 1:30.144
26. Doug Duane, Suzuki, 1:30.163
27. Goeff May, Suzuki, 1:30.345
28. John Dugan, Suzuki, 1:30.363
29. Chris Rankin of Maryland, Suzuki, 1:30.367
30. Marco Martinez, Suzuki, 1:30.562

Other riders transported from the track to Northeast Georgia Regional Medical Center on Friday include Cory West, who suffered a possible concussion in a crash during 250cc Grand Prix practice, as well as Daniel Smallwood who suffered a broken collarbone and possible shoulder injury after crashing in Formula Xtreme practice.

From a press release:

Preview Report
AMA Chevy Trucks Superbike Round 4

Track
Road Atlanta, Georgia

Track Length
2.52 miles

Track lap record
1’22.735 M Mladin (2001)


AMA’s Chevy Truck Superbike Championship heads inland for its fourth round in Georgia this weekend and after the slower pace of Sears Point the bikes will be modified for the high speed corners of the Road Atlanta Raceway.

The layout and surface of the track have been modified over the past ten years, making it safer and more enjoyable for the bikes to race on. A chicane has been added in corner ten, slowing the pace of the long, back straightaway and improving safety. This will be the best viewing area for spectators as the riders wheelie out of the fast double corner then dive hard on the brakes as they enter the penultimate turn, setting themselves up for a good drive onto the short front straight. There’ll be a lot of passing on the brakes and riders will be straight back on the throttle as they fight to cross the start/finish line first. Anything can happen in those last few bends!

Most of the 2.5 mile racetrack gives ample passing opportunities, it’s only the esses that will force riders to fall into line. Corners six and seven require the most focus, making sure the bike is well balanced and stable so the rider can stay on the right line to get a good drive onto the long back straight. This is made doubly difficult with the addition of a concrete section that has been recently added to turn seven. It has a slippery surface making it difficult for the riders to get traction. The HMC Ducati team found this a problem during testing last month and this will be where they will focus their attention the ensure Doug Chandler gets the right drive through the corner to maximize his speed along the fast back section. The conditions of the turn could be different this weekend but that won’t be determined until Friday’s practice. It’s a problem that will affect the entire field – some riders during testing rode around it only to lose the right line for the crucial drive onto the straight, but Doug chose to drive right through it.

The track begins to drop off after turn eight and bikes will wheelie as they head onto the downhill slope coming into turn nine, banked right over on the edge of the tire, the bike will tend to wiggle and become unstable as the tire begins to spin-up. Gaining speeds up to 314km/h (198 miles) will cause the tires to heat more than usual.

Already the HMC Ducati team has experimented with different sized rims to reduce tire spinning so their focus during Friday’s practice and qualifying will be on loading the front end of the bike to stop the bike from wheeling. Another solution will be to change the bike’s gearing so it’s not in the main power band.

This just in:

Tommy Aquino, 9, the son of longtime road racer and class champion Tom Aquino, won his first YSR road race with CMRRA at the Sloan race track near Las Vegas on Sunday, May 5.

From a press release issued by Aprilia:

Le Mans, France. Fourth round of the World Road Racing Championship

The Bugatti circuit was completed in 1965 in the area of the historic 24-Hour track, and became the venue for the first motorcycling competitions in the late 1960s. Then a veil was drawn and the World Road Racing Championship closed down, as from 1995, when major redevelopment work was carried out to ensure greater safety, for the circuit was not considered suitable for the greater power of modern bikes. After five years, these modifications were terminated and the World Championship made its grand return. The facility is now fantastic and can host 100,000 spectators: it has become the venue for the World Road Racing Championship, as well as the Formula 3000 FIA, the French touring championship and the GT championship.

The circuit is located 5 km south of the town of Le Mans, 200 km from Paris. It has some very special features: there are a number of corners the riders need to negotiate in first, with breakneck speeds and violent braking, followed by extraordinary accelerations which put the ability to deliver full power to the ground to the absolute test. A truly tough circuit to interpret and one that has, once again, undergone some modifications this year. This is why last year’s records will no longer provide a guideline for the first data to emerge from this weekend’s sessions.

The circuit: 4,180 metres – left curves: 4 – right curves: 9 – longest straight: 440 metres – maximum width: 13 metres.


2001 winners. 125 Class: Poggiali (ITA) Gilera – 250 Class: Katoh (JAP) Honda – 500 Class: Biaggi (ITA) Yamaha.


Circuit records. No previous comparable record, as the circuit has been modified this year.

Marco Melandri – 250cc Class – Aprilia RSW 250

After fracturing his left ankle after making contact in the Jerez race, which put him out of action in the Spanish Grand Prix, he has been examined a number of times by the doctors of the mobile clinic over the past few days. Dr Claudio Costa has kept a constant eye on Marco’s conditions, recommending the most suitable rehabilitation methods to put him back into top form for this weekend’s Le Mans. Last year, Marco performed brilliantly in the Friday sessions, and made third place on the podium in spite of a nasty fall on the Saturday which dislocated his shoulder. So once again we can look forward to a great show of determination from the Ravenna-born rider. His ankle is going to complicate matters over the next few days, but his absolute determination will let him ride out the problem.

“I’m not up to tip-top form yet, but I’ve done everything I can to recoup after the incident in Jerez. I’ve been working in the pool and on the training cycle without straining my ankle. I love the track: it’s changed slightly since last year, and I’m looking forward to seeing what they’ve done, as soon as I get to Le Mans. The problems are caused by the technical features of the circuit: there are first-gear curves and sixth-gear straights. Slamming on the brakes and frequent speed changes… My left ankle – the one I use for the gear change – will really be put to the test: it’s not that strong or flexible and I might have problems from beginning to end of the race. But I’m trusting in luck. I was angry and disappointed about the last race in Jerez: I didn’t gain a single point and all my work was in vain – but this will only help me get over the problem of my ankle. As far as the set-up of the bike is concerned, the drive unit and brakes are crucial if we’re to get what we need for this particular track. It shouldn’t be too difficult, though: last year we got everything right as early as Friday and I was going real fast right from the start.




REGIS LACONI – MotoGP – APRILIA RS3

Just the time it took to get back from Jerez to Italy, one day’s rest and then back again on the saddle for a new series of tests at Mugello. There is no let up in Régis Laconi’s programme. Last week, the Italian-French rider was out on the track in Tuscany with the Racing Department’s development team. Not even the bad weather put him off, and for two days he clocked up lap after lap to continue development of the RS Cube. Two important days of tests made it possible to try out new components and settings on the bike. And undoubtedly the opportunity to gain even greater confidence in the wet, thanks in part to the new Dunlop materials tested at Mugello. Régis is coming up to the key moment of the year: the “home” race – where he has just got to do well – even if only to keep his fans happy.


“The Mugello tests were really important, even though the weather was awful: we were able to try out the new products for the rain from Dunlop, and I must say I liked them. The tyres were great in the wet: they’d have made all the difference during the first race of the championship at Suzuka. Just to give an idea, we were 3 seconds faster than last year times, in the wet at Mugello, during the race. But we also had some other positive results on two bikes with different settings: the one we normally use at Mugello and another with a very different geometry. I can’t deny that I’ve got high hopes for the French Grand Prix: I’ll be returning to this track after a year away: I was in the Superbike with Aprilia. It certainly won’t be easy, for I’m under all the pressure of a “home” race. I’ll try to mitigate the tension and just work as though I were at any of the other championship races. I haven’t been over the new modifications to the track yet so I’ll just have to do my best to work them out as soon as possible. On the other hand, I do know the other characteristics of the circuit: lots of difficult technique, hard braking and full acceleration. Tight corners you’ve got to get out of as fast as possible. But I’m not worried: riding the Cube is a joy anywhere you go. It’ll be interesting to see how it responds when you ask it to deliver all the power it’s got when you come out of a corner.”



TECHNICAL BRIEFS:


The electronic heart of the RS3

(enclosed: 2 technical drawings)

RS3 : Innovative project, it has been called. However, not only the engine (derived from automotive technology); not only the starting and ignition mechanisms (all systems closely related to Formula1 technology); but also the electronic heart of the motorbike was born to introduce Aprilia and motorbike racing into the 3rd millennium.

The electronic system of the RS3 has been born from the vast experience Aprilia has gained during a 10 year period of continuous development of engine control systems and data acquisition. In fact all the engine management system, from the hardware to the software, has been designed, analysed and evaluated internally in the racing department. The system distinguishes itself for its simplicity: a unique Electronic Central Unit (ECU) manages the various electronic parts present on the motorbike; from the engine itself to the electronic gas (ride by wire: rbw); from all the sensors present to acquire data necessary for the development of the bike to the management of the electronic gear changing.

The extreme integration of the system has two main benefits: weight reduction, and a more efficient co-ordination between the different motorbike parts; since more and more functions present on the bike are servo-assisted and managed by electronic systems this second benefit is vital.

This simplicity, however, hides highly sophisticated softwares and management strategies that Aprilia has been developing in collaboration with various universities in the Venetian province. Neural networks and Fuzzy controllers are only a few of the systems used to manage the vehicle, united with motorbike dynamic models to optimise performance. It must be mentioned that sophisticated control systems present various problems; one just needs to think how many F1 cars remained immobile on the starting grid last season. However, Aprilia as a whole believes in this system, especially because the experience gained can be applied to production bikes.

Therefore, a unique system that manages the ignition, start-up mechanism, the rbw, the electronic gear changing and the clutch. Not to mention the monitoring system: the display allows the rider to continuously check the engines performance (RPM); various parameters; it alerts the rider if there are problems with the oil systems, water and pneumatic valves; it also shows the rider split and total lap times; and helps him during gear changes.

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Furthermore, the system includes sensors to acquire parameters relative to the motorbikes dynamical behaviour round the track; pressures, temperatures, accelerations, torques and forces. Finally all the system it wired together using cables and connections highly integrated in the chassis and engine. All this to briefly explain the electronic system on the RS3.




122 Aprilia victories in the World Road Racing Championship

(data as of 14 May 2002)


125 cc. – 53 victories


1991: 1 – Gramigni (Brno)

1992: 3 – Gramigni (Shah Alam, Hungaroring); Casanova (Hockenheim).

1993: 1 – Waldmann (Jarama).

1994: 3 – Sakata (Eastern Creek; Jerez; Brno).

1995: 3 – Sakata (Donington; Brno), Tokudome (Rio).

1996: 10- Perugini (Shah Alam, Le Castellet, Donington), Tokudome (Sentul, Suzuka,

Nürburgring, Imola), Oettl (Mugello), Rossi (Brno), McCoy (Eastern Creek).

1997: 11 Rossi (Shah Alam, Jerez, Mugello, Le Castellet, Assen, Imola, Nürburgring, Rio,

Donington, Barcelona, Sentul).

1998: 4 – Sakata (Suzuka, Jerez, Le Castellet, Donington).

1999: 5 – Vincent (Barcelona), Locatelli (Le Castellet, Mugello), Scalvini (Valencia,

Welkom).

2000: 8 – Vincent (Welkom), Locatelli (Sepang, Mugello, Brno, Valencia, Motegi), Sanna

(Barcelona, Rio)

2001: 2 – Cecchinello (Barcelona), Sanna (Sachsenring)

2002: 2 – Vincent (Suzuka), Cecchinello (Jerez)


250 cc. – 69 victories


1987: 1 – Reggiani (Misano)

1991: 2 – Chili (Assen), Reggiani (Le Castellet)

1992: 6 – Reggiani (Jerez, Magny Cours), Chili (Hockenheim, Assen, Donington), Biaggi

(Kyalami).

1993: 3 – Ruggia (Donington, Misano), Reggiani (Brno).

1994: 6 – Biaggi (Eastern Creek, Shah Alam, Assen, Brno, Barcellona), Ruggia (Jerez).

1995: 8 – Biaggi (Shah Alam, Nürburgring, Mugello, Assen, Donington, Brno, Buenos

Aires, Barcelona).

1996: 9 – Biaggi (Shah Alam, Suzuka, Jerez, Mugello, Le Castellet, Donington, Brno,

Barcelona, Eastern Creek).

1997: 3 – Harada (Le Castellet, Assen, Nürburgring).

1998: 13- Harada (Johor Le Castellet, Jarama, Sachsenring, Brno), Capirossi (Jerez,

Donington), Lucchi (Mugello), Rossi (Assen, Imola, Barcelona, Phillip Island,

Buenos Aires).

1999: 9 – Rossi (Jerez, Mugello, Barcelona, Donington, Sachsenring, Brno, Phillip

Island, Welkom, Rio de Janeiro).

2000: 2 – Waldmann (Jerez, Donington).

2001: 5 – Harada (Mugello, Brno, Motegi), McWilliams (Assen), Melandri (Sachsenring).

2002: 2 – Melandri (Welkom), Nieto (Jerez)


Along with 122 GP successes and 15 world titles, Aprilia has also taken the podium 348 times. But that’s not all: 7 Superpoles and 8 victories in the Superbike championship (1 at Phillip Island, 2 at Misano, 1 at Valencia, and 1 at Laguna Seca in 2000, 2 at Valencia, and 1 at Imola in 2001). And 16 European road-racing titles (6 in 125, and 10 in 250).

But the 2 World Trial Championships (riders and manufacturers) won by Tommy Ahvala and Aprilia in 1992 should not be neglected either.