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

---

---

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

---

---

---

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.

---

---

---

* 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.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Although they admit they had no idea how it would turn out, organizers of Sunday’s First Annual WSMC Toyota 200 Unlimited Motorcycle World Championship at Willow Springs International Raceway called the race a rousing success. And based on the fact that it drew as many fans as past AMA Superbike races, organizers are making plans for a bigger, better 2003 version of the event.

The origin of the first ever WSMC Toyota 200 came about in late 2001 when AMA Pro Racing opted to take away Willow Springs’ 2002 AMA Superbike event and give it to California Speedway in Fontana, California, about 90 minutes South of Willow Springs.

“That was what really brought it on,” said Willow Springs owner Bill Huth. “We had that problem having to cancel the race when they flew the airplanes into the towers last year. They (AMA) didn’t really want to cancel it. What they wanted was to keep the money. In fact, they told me they didn’t have to give back the money. They finally said, ‘Well, we’ll give you back the money.’ They screwed around and screwed around, and they finally sent the money. It was before we got the money back that they said, ‘You’re not going to have a race next year. We’re going to give it to Fontana.’

“You never had any kind of idea what it was gonna cost, anyway. If it looked like you made money, the price (the AMA sanctioning fee) went up. They said the following year it was going to be $175,000. That’s where I came up with the idea (for the Toyota 200).

“Originally when I thought of this race, I was going to put up $250,000. Then I thought, ‘That’s too much. I’ll put up $150,000 and raise it as it goes along.’ So that’s how it got started because I just got tired of it, dealing with the AMA. I think they had some hard feelings already because I started the Formula USA.

“I didn’t want to make a big thing out of (the WSMC Toyota 200) because the purse was enough. If I make a big thing out of it and it’s not really too good then people don’t like it because it’s supposed to be so big and it isn’t. It ended up doing better than I thought it would. This is good. Now it’s on its way. And it will be every year.

“Next year, we’ll move this race to October when it will be a little cooler. I couldn’t this year because I didn’t have any dates. We’re going to have a 10-race series for WSMC (in 2003) and it’s going to end in October. So we’ll have the (WSMC) Championships and this World Championship Toyota 200 the third Sunday in October. We can publicize it more because of being the Championship for both the club and this thing. It’s going to be good.” Huth ended by saying he has sponsors approaching him for next year’s race already.

“It’s hard for me to judge number-wise,” said Bill Huth’s son Chris, the Willow Springs Operations Manager, when asked about the spectator attendance of the WSMC Toyota 200 event. “It was a good turnout, I know that. As far as numbers, I don’t want to even guess. I would say it was probably comparable to one of our earlier AMA events, maybe a big Formula USA, several thousand people. I’m happy. We’re very pleased. Everything went very smoothly.

“Now that we’ve gotten our feet wet in this deal, we’ll definitely be looking at our promotions that we did. One of the things we’re gonna do (for next year’s event) is probably have a cutoff-for-entry date so we’ll have a list of people who are going to enter just to make the promotion a little easier. It was kind of tough this time not knowing anything until the day before the race in order to promote it. You hate to say somebody’s going to be here and they aren’t. It’s kind of false advertising. We prefer to say ‘top riders,’ and fortunately people believed it, came on out and we had great racing.

“I think we’re probably going to see a stronger field next year. I have a feeling that the 70-plus guys that tried to qualify for the 40 positions will be more like 100 or better next year.” Part of the anticipated increase in participation in 2003 is due to an increase in the already large cash purse.

“Oh, yeah! My father Bill has told me that he’d like to push the purse up. I’m looking at $200,000 or $250,000. Actually, what we want to do is increase the purse down the line a little bit more. I think the winner’s share was plenty. What we’d like to do is give a little bit more to those guys that make the race and fill in the field. I have a feeling next year, the guys filling in the field, it’s going to be a little tougher to fill (qualify for) the field.”

“It’s a pretty unique event, that’s for sure,” said four-time 500cc World Champion Eddie Lawson, who attended on Sunday. “I don’t know anybody else that’s done anything like this. It’s pretty cool with the rules just being open, anything goes. It’s a great chance for a privateer to make some good money. I think it’s great what Bill’s (Huth) done. I hope there’s more of that in the future.”

When asked how the WSMC Toyota 200 purse compared to racing purses he saw in his career, Lawson added, “I wish I could’ve got something like that when I was racing. This has to be the biggest one I know of anyway.”

“I think it’s awesome,” agreed three-time 500cc World Champion Wayne Rainey at Willow Springs. “$50,000, that’s a lot of money. If they have it again next year, I’m gonna put Eddie on my 500.”

From a press release issued by Team Suzuki News Service:

ROAD TO RIO CONTINUES SUZUKI’S JOURNEY

MotoGP – Round 12, Jacarepagua, Brazil, September 21, 2002.

Team Telefónica MoviStar Suzuki embarks on the long trip down south to Rio de Janeiro with high hopes, after very fruitful tests followed a “best-so-far” Portuguese GP.

Fourth was former World Champion Kenny Roberts’ best result of the season on the all-new V4 four-stroke GSV-R racer, after a dogged race in appalling conditions.

But although a similar achievement remained elusive for team-mate Sete Gibernau – robbed of certain victory when he crashed out of the lead with less than four laps to go – his superb ride had until that moment also been his best yet on the new four-stroke. The Spanish rider seized the lead on the third of 28 laps, and pulled out a decisive margin on the streaming and treacherous track, before he fell with the flag almost within sight.

Gibernau flew home to Spain directly for treatment for his injuries … no fractures, but a painful collarbone dislocation.

Roberts stayed on at Estoril for a series of tests that took the still-developing bike to another level of feel and rider-friendliness.

The big step forward started before the race, with a new Suzuki-designed slipper clutch – a device that reduces the engine braking of the high-compression four-stroke.

The latest version was hailed as a big improvement by both riders even on their first outing. That was as practice began for the GP, severely limiting time both to get the sophisticated new clutch unit set up, and also to get the bike settings dialled in to the new possibilities offered for faster and more consistent corner entry.

“We knew right away it was a step forward,” said team manager Garry Taylor. “Sete proved that with a truly superb ride. He had lapped everybody up to ninth place, and had title leader Valentino Rossi beaten when unfortunately he suffered a little glitch with big consequences.

“After the race we had the time to work on integrating the clutch, and the other improvements that keep coming from the factory, with the whole package.

“Kenny was delighted. He said it made the bike feel more like a 500. In other words, he was able to ride it much more aggressively into the corners and everywhere on the track, in spite of the extra bulk and weight of the more powerful four-stroke prototype,” Taylor concluded.

The improvements should pay big dividends in Rio, the first of four “flyaway” races that continue with a gruelling schedule taking in Japan, Malaysia and Australia within the next five weeks.

Fast, wide and very bumpy, the scenically spectacular Nelson Piquet circuit at Jacarepagua outside Rio is highly technical, and exacting both on riders and on machine set-up.

The Rio race is the 12th of 16 rounds on the MGP calendar.


KENNY ROBERTS – “GETTING CLOSER THAN EVER”
“The tests at Estoril went really well. We did a lot of stuff with the new clutch, and got it so it takes a lot of pressure off the bike. It’s the closest since the first tests in January it’s been to feeling normal for me … like a 500. It’s better into the corners, but also just generally riding. It doesn’t do what it wants to do any more. It does what I want. I hope it carries over to Rio. We went pretty well there in qualifying last year, though the rain didn’t help us on race day. I believe our bike should work pretty good there.”


SETE GIBERNAU – “GOING TO RIO WITH GOOD RHYTHM”
“In the crash at Estoril, my collarbone was dislocated, but popped back in again. It was really painful, and it’s the sort of injury, like a broken rib, where you can’t really do anything except wait for it to get better. I’ve been getting treatment, and it’s still giving me trouble, but I hope it will be better in time to let me ride well. I’ve always liked Brazil, and now we are going there with a good rhythm. Maybe it will rain … but I think we need to consider doing well in the dry, like we did in Donington Park and Brno.”



ABOUT THIS RACE
The first GP in Brazil took place in 1987, at the inland circuit of Goiania. The race stayed there for two more years, then began a troubled search for a new home as that track was no longer homologated. After several false starts and cancellations, and a single round at the F1 circuit of Interlagos at Sao Paulo, the event moved to the rebuilt Nelson Piquet circuit outside Rio in 1995. The next year saw the name change to the Rio GP for 1996 and 1997. Another late cancellation in 1998 continued the oft-interrupted history of Brazilian GP racing, but it rejoined the calendar in 1999 to resume business as usual. This year’s race is the only one apart from the Dutch TT to be held on a Saturday.


ABOUT THIS CIRCUIT
The Rio circuit was an early example of a modern trend – circuits incorporating NASCAR-style banked oval tracks, with the three-mile road-racing circuit sharing part of the tarmac. Bumps and surface-changes at these junctions further complicate an already bumpy surface, of a track much more technically challenging than the simple layout suggests. Apart from a spectacular location on reclaimed marshland, among towering granite peaks, the Nelson Piquet’s plus point is its scale. With huge grandstands adding to atmosphere, looping corners are wide and fast. Like other seldom-used tracks, the surface is hard to read. Grip varies according to temperature, and though the racing line improves with use during practice and qualifying days, the track remains very slippery off line. Accurate riding is important, and overtaking difficult.


RACE DATA
Nelson Piquet Circuit – Jacarepagua

Circuit Length: 3.065 miles / 4.933 km.

Lap Record: 1:51.928 -98.588 mph / 158.662 km/h. T Okada (Honda), 1997

2001 Race Winner: V Rossi (Honda)

2001 Race Average: 45:57.414 – 96.045 mph / 154.569 km/h

2001 Fastest Race Lap: 1:53.258, Rossi

2001 Pole Position: T Ukawa (Honda) 1:51.431

2001 Kenny Roberts: 16th, qualified Third (Telefónica MoviStar Suzuki)

2001 S Gibernau: 12th, qualified Sixth (Telefónica MoviStar Suzuki)