From a press release issued by Proton Team KR:

EUROPEAN CHAMPION ADDED TO PROTON’S STRENGTH

February 18, 2002: Spanish rider David Garcia, winner of the European Championship last season, has signed up with Proton Team KR, as test rider for the three-cylinder lightweight MotoGP two-stroke.

Garcia will back regular team riders Jeremy McWilliams and Nobuatsu Aoki, testing the continual stream of technical innovations and improvements from the independent team’s factory at Banbury, in the heart of England’s “F1 Belt” of high-tech race engineering.

“It is a fantastic opportunity for me,” said the 23-year-old rider, who campaigned in the 250 GP class in 2000, but missed most of last year after early injury to concentrate on his successful European Championship campaign.

“I was always too tall for a 250, so it is a chance for me to adapt to the bigger class, and to learn a lot while helping develop the machine,” he smiled.

“I also hope that I might be able to race at some GPs this year,” he added. Although only an observer at Valencia, his testing schedule begins after the start of the season, at his home circuit of Almeria.

Proton Team KR manager Chuck Aksland confirmed that they plan to seek wild card entries for Garcia at selected GPs, while he would be first reserve for racing if one of the regular riders was unable to take part.

Almeria is literally Garcia’s home circuit – his father owns and runs the track, an increasingly popular testing venue. Previously, the family owned a karting circuit, and David started in motorsport by following in his father’s wheel-tracks, racing karts as a young teenager at national championship level, before he was bitten by the motorcycling bug.



PROGRESS FOR PROTON IN FIRST IRTA TESTS


Valencia, February 17, 2001: Proton Team KR riders Jeremy McWilliams and Nobuatsu Aoki had mixed fortunes at the first three-day IRTA test of the 2002 GP season at the Ricardo Tormo circuit here today.

Ulsterman McWilliams finished up the three days of mainly unfavourable weather with a lap time well in touch with the leaders, and happy at the progress made as he becomes accustomed to his new mount.

Japanese teammate Aoki had no such luck – his testing cut short when he fell victim to spilled fuel, crashing out early in the proceedings on Sunday, and out of action for the rest of the day.

The first confrontation between the new 990cc four-stroke MotoGP machines and the old guard of 500cc two-strokes ended in victory for the smaller machines, with the top four-stroke third-fastest and two-strokes setting the pace throughout. This was another encouragement to Proton Team KR, who have pinned their faith on their lightweight three-cylinder two-stroke, while planning their own four-stroke challenger for 2003.

The tests were far from conclusive, however, with high winds, rain and extreme cold only letting off later on the third of three days. Temperatures remained low, and there were a number of crashes.

“We had a lot of things to test – and conditions were really against us,” said team manager Chuck Aksland. “All the same, Jeremy made a lot of progress, getting the bike fitted to his style and preferences, and also learning more about the machine’s capabilities.

“Both riders are new to the bike, and our Bridgestone tyres are also new to the team and the top class of racing. We will continue testing at Estoril and then at Catalunya for the rest of the IRTA tests – and hopefully keep on making progress.”


JEREMY McWILLIAMS: LOTS DONE, LOTS TO DO

“In the end, it was good. We struggled a bit with tyres at first – but came good with the 17-inch tyres we least expected to work. They hadn’t done a thing for us at the first tests at Jerez, but conditions were very different at Valencia, and very low temperatures were obviously a big factor.

“We had lots of things to try, and a busy schedule, with a minor hiccup when I crashed on the cold track yesterday. We still made progress with fundamental things –handlebar position, a different seat, changing the ride height and getting everything dialled in.

“The object was not lap times, but to get a better understanding of the bike, so I’m pretty pleased to have a time up among the four-cylinder 500s. It shows we’re on the right track. Now I have a different chassis to test next week, and lots of other stuff. The team’s fantastic, and they’re working really hard. And the 500s coming out on top shows that all is not lost for the two-strokes!”


NOBUATSU AOKI: LOOKING FOR BETTER TIMES

“Absolutely not a good test for me. The first day had bad conditions, and on the second day I fell because it was too cold and the front tyre could not get up to temperature. Then today another rider crashed and spilled petrol, and though they stopped the session, when we started again the track was not properly cleaned – and I fell again at that corner, even though I was going quite slowly. I only did 15 laps, and though I am not hurt I was a little concussed, and couldn’t ride any more.

“So really I did not learn much or make much progress at Valencia. I hope things get better for me over the next tests.”


From a Marlboro Yamaha press release:

MARLBORO YAMAHA TEAM TESTS
Valencia, Spain
Sunday February 17 2002

CHECA & BIAGGI MAKE GOOD PROGRESS AT VALENCIA

Marlboro Yamaha Team riders Carlos Checa and Max Biaggi completed their third day of testing at Valencia this afternoon, making excellent progress with various aspects of their YZR-M1 MotoGP machines. Weather conditions were better than yesterday, with some sunshine during the afternoon, though track temperatures were below 20 degrees (C) for most of the day. Nonetheless Checa was able to record his best-ever Valencia lap, bettering his quickest qualifying lap for last year’s GP here by eight tenths of a second. But outright lap times weren’t the Spaniard’s top priority and he spent much of the day evaluating Yamaha’s new electronically controlled hydraulic engine-braking system, which works in addition to the engine’s slipper clutch.

“This new system is good and helps me to use a faster corner-entry speed,” he said. “Also, I think it will allow us to run a shorter gearbox, which will give me more immediate power when I open the throttle. At the moment we are using quite long gears, which isn’t so good in the slower sections of this track. We also need to improve the bike’s mid-corner turning and I’m glad to hear that we’ll soon have another new chassis to test. McCoy and Nakano ended up faster than me today but I don’t know how consistent they’re lapping. I certainly didn’t go as quick as I’d hoped but for sure I would’ve been faster if we’d had three full days on a warm track.”

Biaggi ended the day 0.166 seconds down on his teammate, posting his best lap in the final minutes while riding the YZR-M1 of Yamaha tester John Kocinski, this bike equipped with a different chassis.

“These three days were quite difficult for me and the team because we had problems with the rear of the bike moving around,” said Biaggi, who slid off earlier in the day. “But then I jumped on John’s bike and quickly did my best lap. I’m very happy we’ve solved that problem and I can’t wait to test the chassis again at Estoril next week. We’ve a lot of work to do but I look forward to continuing development.”


YZR-M1 project leader Ichiro Yoda was also satisfied with his day’s work.

“Today we found a good chassis set-up with John, so my thanks to him for doing a good job,” said Yoda. “Max also liked this chassis and we’ll ask Carlos to test it at Estoril. The difference is in the centre of gravity and we plan to continue moving in this direction, building another new chassis, with better turning, for all three riders to test very soon. Max also got to try some new engine parts John was using and he liked the smoother power they give. Finally, both Max and Carlos tried the engine-braking control system and have given us positive feedback, though we need to continue testing of this item.

“Considering the not-so-good weather I’m happy enough with what we’ve done here. The 500s have shown that they can still be competitive at tighter tracks like this, Jerez and Sachsenring because they’re lighter and easier to turn, with higher corner speed and better initial acceleration.”

LAP TIMES

Carlos Checa (Marlboro Yamaha Team), 1:34.654

Max Biaggi (Marlboro Yamaha Team), 1:34.820

From a press release:

DUCATI CORSE PRESS INFORMATION

INTERVIEW WITH DUCATI TECHNICAL DIRECTOR PREZIOSI ON DESMOSEDICI ENGINE

In this copyright-free interview, we have a chat with the man behind the new Desmosedici engine, which will power Ducati’s attack on the MotoGP championship – Filippo Preziosi, Ducati Corse Technical Director.

THE DESMOSEDICI IS A COMPLETELY NEW ENGINE. HOW COME YOU DESIGNED A NEW ENGINE WHEN WITH THE CURRENT ‘TESTASTRETTA’ YOUR RIDERS HAVE LAPPED AT TIMES SIMILAR TO 500 GP BIKES IN MANY CIRCUITS?

As the winter tests are demonstrating, with riders on the new four-stroke prototypes already setting record times, the new regulations offer the possibility of building bikes that are much faster than the 500cc two-strokes. Our Testastretta engine, in a bike weighing 135 kg, would for sure have been as competitive as the 500s, but would just not have had the power required to compete with the new multi-cylinder four-stroke prototypes.

Our twin-cylinder engines, with which we race and will continue to race in Superbike, are capable of producing an incredible amount of power – the 2002 version of the Testastretta produces almost 190 HP at 13,000 rpm – but we didn’t think this was sufficient to compete in MotoGP.

It is the regulations that define the ideal solutions for each category: they do not define what the overall best engine is, but the best engine in view of the limitations imposed.

When Formula 1 regulations changed to allow turbos, normally-aspirated engines disappeared. This does not mean that the best engine around was a turbo, simply that it was for those particular regulations.

So now in MotoGP, we think that a twin-cylinder engine, which the regulations only give a 10 kg weight advantage over the four and five cylinder units, is not the best configuration. In our opinion it continues to be the best layout in Superbike and for road use, but not in a category where maximum power is vitally important in order to be competitive.


WHAT CHARACTERISTICS MAKE THE DESMOSEDICI A TYPICAL DUCATI ENGINE?

The V90° layout with an almost horizontal front cylinder bank, which we call ‘L’, the desmodromic timing system and the Twinpulse effect make the Desmosedici a typical Ducati engine. We designed it starting from a clean sheet of paper, not only in view of the demands of power output and delivery, but above all with one eye on the position of the engine in the bike which has been developed in parallel. There is not one piece of the new engine that has not been designed with the functions of all the other components in mind.

The characteristics of the Ducati engines that we have maintained have major advantages: for example, the ‘L’ layout and the short stroke of the Desmosedici have allowed us to build a small engine in both height and length, making it easier to position in the frame.

The ‘L’ also has another major plus point in the intrinsic balance of the 90° layout of its two cylinder banks, something that is fundamental in an engine that must arrive at 18,000 rpm. The vibration level is in fact reduced to a minimum, with positive effects on mechanical efficiency and reliability.



WHY DID YOU CHOOSE THE DESMO SYSTEM?

The design of the Desmosedici did not start from preconceived ideas. We decided to adopt the desmodromic system after careful analysis had convinced us once again of the validity of this solution. In fact this system has a much lower power loss, in particular in the low and mid-range, than any other timing system and in particular pneumatic valves.

With the aim of maximum engine efficiency in mind, the Desmo therefore allows a significant competitive advantage to be obtained. Furthermore it gives extremely high valve lift values, a necessary condition for maximum performance and finally the Desmo allows high rev levels to be obtained without necessarily running into the complications, costs and reliability problems of pneumatic valve timing.



WHAT DIFFERENCES ARE THERE BETWEEN THE NEW DESMO AND THE ONE IN THE TESTASTRETTA ENGINE?

The Desmosedici has been designed with the same criteria, the same calculation methods and the same experimental methodology with which the Testastretta was designed. The new engine’s desmo uses a solution that we defined for the construction of the Testastretta: placing the closing rockers between the valves and moving the opening ones to the outside. The two engines are therefore linked by having an extremely short valve angle, incompatible with the rocker layout characteristic of the Desmoquattro (four-valve Desmo).



CAN YOU EXPLAIN HOW THE TWINPULSE WORKS?

Although it has four pistons, the Twinpulse maintains the typical characteristics of a twin-cylinder engine. Unlike a conventional four-cylinder unit, which has four distinct combustions for each complete cycle – that is, two turns of the crankshaft – the Twinpulse only has two. This is obtained by simultaneous combustion in the two cylinders of the same bank. The effect, which we have called Twinpulse, cannot be obtained by a four-cylinder engine by simply changing the firing order; it is necessary to design the entire engine with this function in mind, because many internal organs, which are stressed in a different and more ‘traumatic’ way, must be built to the right size.



CAN THE DESMOSEDICI BE CONSIDERED AN EXTREME VERSION OF THE TESTASTRETTA?

The evolution of Ducati engines has meant that in time we have succeeded in combining the advantages of the twin-cylinder engine with the smooth power delivery of a short-stroke engine. Today the twin-cylinder 998R has the same stroke as the four-cylinder Yamaha R1 engine for example.

Between 1994 and today, in the constant search for maximum performance, the stroke value of 66mm on the 916 has been reduced to 58.4mm on the new 998R. From 140HP we have arrived at almost 190 in nine years! In order to obtain even higher power output, we would have had to reduce the stroke value even more, and as a result increase the bore size to a value that would be critical for efficient combustion.

We have continued with the reduction of the stroke value and ‘doubled’ the pistons simply to avoid the combustion problems we spoke about before. For this reason the Desmosedici is an extreme version of a twin-cylinder Ducati.



WILL ELECTRONICS HAVE AN IMPORTANT PART IN THE ENGINE?

We think that electronics will certainly have an important role. Ducati has always believed in the potential of electronics and for well over ten years now our racing bikes have been fitted with electronic injection. As a result we have a lot of experience in this field, which will certainly come in useful. However it is impossible to say now what sort of other electronic devices will be present on the bike. Technical evolution will be continuous but I can say for sure that only electronic devices that prove to be valid and reliable in track testing will be used.



DO YOU THINK THAT FUEL CONSUMPTION WILL BE AN IMPORTANT FACTOR IN MOTOGP?

In our opinion fuel consumption will be fundamental and for this reason we have designed the Desmosedici not only with the aim of having maximum power, but also maximum performance. Ducati has also had a lot of experience in this field and our engines are famous for being amongst the most ‘economical’ in terms of consumption, with performance being equal. Together with Magneti Marelli we are developing a brand-new CPU engine management system, which will make a major contribution to fuel consumption. We can also count on the experience in high-performance engine fuels of our partner Shell, and this will be important in order to achieve the best possible results.



HOW IMPORTANT WAS THE KNOW-HOW ACCUMULATED IN SUPERBIKE OVER THE YEARS IN THE DESIGN OF THE DESMOSEDICI?

It was very important. The experience in Superbike has been useful in the formation of the team of people who designed the Desmosedici. Continuity in fundamental technical decisions like the ‘L’ layout, the Desmo and electronic fuel injection, allowed us to capitalise on this experience.



HOW MANY PEOPLE ARE INVOLVED IN THE DESIGN OF THE DESMOSEDICI AND HOW MANY HOURS HAVE SO FAR BEEN DEDICATED TO THE NEW ENGINE?

At present in Ducati Corse there are 16 people, including engine designers and those involved with fluid-dynamics and structural calculations, as well as Claudio Domenicali and myself. We have succeeded in rapidly developing the new engine thanks also to the support of HPE High Performance Engineering of Modena, the engine design and consultancy firm headed by Piero Ferrari. For the past few months two of their designers have been working side-by-side with us at Borgo Panigale. So far all of these people have passionately dedicated around 19,000 hours to the design of the Desmosedici.



SO WHAT IS THE DESMOSEDICI’S SECRET WEAPON?

The people who designed it! The guys coordinated by Leonardo Mossali – all Italians with an average age of 28, all crazy about bikes and engines, who since the start of the project have been realising their dream of building an engine with which we want to compete in the highest form of motorcycle racing. A team that has worked as a team, that has seen the birth of this engine and that now is dying to see it compete on the track with all the other manufacturers.

From a press release:
Noale and Pontedera, FEBRUARY 15TH 2002
APRILIA AND PIAGGIO SIGN A JOINT PROCUREMENT AGREEMENT
Aprilia S.p.A. and Piaggio & C. S.p.A., the two leading motorcycle manufacturers in Europe, traditionally competitors, announce an unprecedented cooperative agreement in their sector: the adoption of joint sourcing strategies for the purchase of direct and indirect materials, through a formal Joint Procurement initiative.
The agreement between Aprilia e Piaggio stems from the need of an innovative approach to face a more and more competitive and challenging market in terms of model offering and pricing. The two Companies decided to collaborate and adopt common sourcing strategies improving the efficiency of their purchasing and R&D processes, although preserving their independence as separate entities and continuing to compete on the market. Economic benefits are expected to be immediate, but the initiative will also bring forth further savings in the medium and long term.

Specifically, in the scooter segment, Aprilia and Piaggio will purchase together vehicle components and equipment, while adopting common engine platforms. Several indirect services, still to be defined, will be eventually included in the Joint Procurement agreement.

“The Joint Procurement between Aprilia and Piaggio is an important and innovative step” – says Mr. Stefano Rosselli del Turco, Piaggio’s CEO – “we will keep competing on the market, while our suppliers will perceive us as partners. We will thus enjoy significant cost reductions and increase our competitive position against Asian manufacturers.”
According to Mr. Ivano Beggio, Aprilia’s Chairman , “Thanks to the synergies of a common sourcing strategy, our Companies will be able to redirect resources to the enhancement and support of our expansion plans. Collaboration is the way we choose to continue being competitors, first of all”.

Copyright 2002, Roadracing World Publishing, Inc.



Two-strokes Take Top Two Times

Red Bull Yamaha’s Gary McCoy put in another excellent performance Sunday, February 17 in the last day of testing at the Ricardo Tormo circuit in Valencia, Spain, in cold conditions. McCoy topped all riders with a best lap of 1:34.070 on his Dunlop-tired Yamaha YZR500, the fastest of the three-day test. McCoy’s time was 0.4-second quicker than Max Biaggi’s 2001 pole time of 1:34.496.

Also under Biaggi’s time, second-fastest rider on the final day was Gauloises Tech 3 Yamaha YZR500 rider Shinya Nakano with a time of 1:34.360.

Marlboro Yamaha’s Max Biaggi suffered his second crash of the test Sunday with his YZR-M1 and procured test rider John Kocinski’s M1 four-stroke for the remainder of the day. Biaggi went faster on his first flying lap with Kocinski’s set-up–which includes a different frame and engine mounting position–than on his own bike.

Nevertheless, Biaggi’s teammate, Carlos Checa, was the third-fastest rider, and fastest four-stroke rider, of the test with a 1:34.654 on his YZR-M1.

American John Hopkins was 14th fastest as his crew continued to work him through a test program designed to familiarize Hopkins with the YZR500 and how it reacts to various set-up changes.

The next IRTA test for MotoGP and 250cc riders begins Wednesday, February 20, at Estoril in Portugal.

MotoGP
Garry McCoy, Yamaha YZR500, 1:34.070
Shinya Nakano, Yamaha YZR500, 1:34.360
Carlos Checa, Yamaha YZR-M1, 1:34.654
Daijiro Katoh, Honda NSR500, 1:34.722
Max Biaggi, Yamaha YZR-M1, 1:34.820
John Kocinski, Yamaha YZR-M1, 1:34.828
Alex Barros, Honda NSR500, 1:35.213
Norick Abe, Yamaha YZR500, 1:35.226
Loris Capirossi, Honda NSR500, 1:35.353
Jurgen V.d. Goorbergh, Honda NSR500, 1:35.566
Olivier Jacque, Yamaha YZR500, 1:35.738
Jeremy McWilliams, Proton KR3, 1:35.862
Sylvain Guintoli, Yamaha YZR500, 1:36.495
John Hopkins, Yamaha YZR500, 1:36.501
Regis Laconi, Aprilia RS3, 1:36.744
Shinichi Itoh, Honda NSR500, 1:36.501
Nobu Aoki, Proton KR3, 1:36.951
Tetsuya Harada, Honda NSR500, 1:37.768

250cc
Alfonso Nieto, Aprilia, 1:35.680
Randy De Puniet, Aprilia, 1:36.998
Casey Stoner, Aprilia, 1:37.046
Alex Debon, Aprilia, 1:37.325
Franco Battaini, Aprilia, 1:37.344

Of Hopkins’ testing, team manager Peter Clifford said, We just told John to take it easy. He did a really good three days. And he’s put a huge amount of effort into his physical training since he tested in Malaysia.”

People who have seen Hopkins lately cannot believe his transformation into an obviously very fit athelete, and the change in his muscle definition.

From a press release:

Net profit, excluding extraordinary gains in 2000, up 176%.
World Ducati Week enrollment open: tens of thousands of fans expected.

Bologna, Italy, February 15, 2002: Ducati Motor Holding S.p.A. (NYSE: DMH and Borsa Italiana S.p.A: DMH), a leading manufacturer of high performance motorcycles, today announced record financial results for 2001. Net profit, excluding extraordinary gains in 2000, was up 176%.

For 2001, as previously reported, revenues were Euro 407.8 million representing like-for-like growth of 9.3% over 2000. Total sales were up 7.5% from Euro 379.5 million during the previous year. This discrepancy is due to a decrease of “miscellaneous other sales” of Euro 6.5 million, reflecting the one-off buy-back of inventory by the newly established UK subsidiary from the previous importer in January 2000. Revenues from Ducati motorcycles increased 9.2% to Euro 345.5 million and represented 84.7% of revenues. Motorcycle-related products rose 9.8% to Euro 61.4 million over last year.

For the fourth quarter, revenues were Euro 124.4 million representing a growth of 18.9% over 2000.

Gross margin for 2001 was 40.8% versus 39.7% in the previous year, mainly attributable to production efficiencies and the positive effect of motorcycle-related products sales.

In 2001, EBITDA (Earnings Before Interest Depreciation and Amortization) increased 10.1% to Euro 66.1 million from Euro 60.0 million last year, representing 16.2% of sales versus 15.8% of the previous year. This is mainly thanks to the factors mentioned above and increased sponsorship revenues more than off-setting US restructuring costs. R&D investments for the Moto GP were 0.4% of revenues.

2001 net income was €Euro 10.6 million, slightly higher than the €Euro 10.5 million in 2000. However, stripping out the one-off profit pick-up of €Euro 6.7 million from the revaluation of the Ducati brand name in 2000, net income for 2001 increased 176% over previous year. This was mainly thanks to improved operating profits, lower financial charges and lower taxes.

“I am very pleased that Ducati has delivered record results, by any measurement, for the fifth year in a row,” said Carlo Di Biagio, Ducati Chief Executive Officer. “2001 has been a very busy year for the Company, and the results are impressive – especially given the challenges of the economic environment. Our new models, especially the 998 Testastretta and the Monster 620 injection, are being received with enthusiasm by the market. In Autoby, the most popular motorcycle Magazine in Japan, for example, the 998R was voted motorcycle of the year for 2001.”

“In particular, three things stand out in 2001: a phenomenal tenth victory in twelve years in the World Superbike Championship; the announcement of an exciting new family, the Ducati Multistrada, available in 2003; and full year “quality” earnings almost trebling.”

While official world registrations data for the period are not yet available, the Company’s best estimates suggest that they were up 10% in the fourth quarter of 2001, continuing the improving pattern over the year with Q1 down 8%, Q2 up 2% and Q3 up 9%. Full year 2001 registrations increased 2% over 2000 with sustained strength in Japan (+51%), UK (+10%) and France (+8%) and weakness in the US (–14%) and in Italy (–3%).

New independent Ducati Stores exclusively selling Ducati motorcycles and accessories continued to open around the world, including new stores in Cape Town in South Africa, Mittelland in Switzerland, Berlin in Germany and Foggia in Italy, bringing the total to 92.

“Given the still significant uncertainties the world economy faces,” stated Enrico D’Onofrio, Ducati Chief Financial Officer, “our guidance for 2002 is high single digit top line growth, delivering an EBITDA margin around 16%.”

Ducati’s net debt at December 31, 2001 was €Euro 112.9 million, increasing versus the €Euro 97.4 million at the same date a year earlier. The company’s net debt to total capitalization ratio was 42% at December 31, 2001 versus 41% at the same date a year earlier.

“Ducati’s priorities for the future are clear”, said Mr. Di Biagio. “We will stay focused on building our brand around the globe; on revamping operations in the US; and, above all, on innovating our products to drive our growth.”

“And of course we are busily preparing the ground for this year’s World Ducati Week in June. It is going to be spectacular. In 2000, over 20,000 people came just for a weekend. This year the event is seven days long, and we are expecting record numbers. We have just opened enrollment and all Ducati fans are invited to join us by signing up on Ducati.com.”

A conference call with management will take place at 16.00 Milan time, 15.00 GMT or 10.00 EST. To access the call, please go to www.ducati.com, and click on Ducati Investor Relations in the Ducati News section.

PLEASE NOTE: These results are still subject to final approval and may be changed. Final approved data will be announced on March 8, 2002, and following the Board of Directors’ Meeting on March 7, 2002.

Founded in 1926, Ducati builds racing-inspired motorcycles characterized by unique engine features, innovative design, advanced engineering and overall technical excellence. Ducati has won nine of the last eleven World Superbike Championship titles and more individual victories than the competition put together. The Company produces motorcycles in four market segments which vary in their technical and design features and intended customers: Superbike, Supersport, Monster and SportTouring. The company’s motorcycles are sold in more than 40 countries worldwide, with a primary focus in the Western European and North American markets. For more information about the Company, please visit our web site at http://www.ducati.com.

This press release contains statements that are forward-looking and are subject to a number of risks and uncertainties that could cause actual results to differ materially from those anticipated, as described in the Company’s 2000 annual report, filed with the U.S. Securities and Exchange Commission on Form 20-F, dated July 2, 2001.

For further information, please contact:
Christopher Spira
Director, Investor Relations and Corporate Communications
Ducati Motor Holding S.p.A.
Via Cavalieri Ducati, 3
Bologna 40132
Italy
Main Tel: + 39 051 6413 111
Direct tel: + 39 051 6413 222
Direct fax: + 39 051 6413 223

Copyright 2002, Roadracing World Publishing, Inc.

The seven-day eBay auction of a custom set of Jamie James’ leathers and boots has ended with “jayroot” winning the auction with a high bid of $810. The auction was held to benefit the Roadracing World Air Fence* Fund.

The auction started on Friday, February 8 and received three bids as it ran through Friday, February 15. “jayroot” placed his first, only and winning bid on the first day to beat out Texas racer Marcus McBain. The winning bidder could not be reached at post time.

The James leathers auction is the latest in a series of racing memorabilia, products and services being auctioned to benefit the Roadracing World Air Fence Fund. The next item should go up for auction within the next few days.

If you have racing memorabilia, products or services that you would like to donate for auction to benefit the Roadracing World Air Fence Fund, call Roadracing World at (909) 245-6411, Monday through Friday 9:00 a.m. to 5:00 p.m. and ask to speak to David Swarts.

The Roadracing World Air Fence Fund was established in April 2001 to raise money to purchase and deploy Air Fence and Air Module soft barriers to protect crashed riders from hitting walls and other hard objects at racetracks. In less than one year, the Fund has raised over $170,000, with over $11,000 coming from the auctions of donated racing memorabilia such as this suit. For more information about the Roadracing World Air Fence Fund, including a full accounting of the collections and disbursements and stories about racers being saved by soft barriers, follow the link on this website, “The history and future of our Air Fence Fund”.

*Air Fence is a trademark of Airfence Safety Systems of Australia

From a press release:

Media Release from Superside FIM Sidecar World Championship

Friday 15 February 2002 – Track Sessions at Cartagena

Superside testing successful in Spain

The top Superside teams completed a successful two-day test session at Cartagena in southern Spain today with extremely positive feedback.

Of the thirteen teams to compete, world championship front-runner combinations of Steve Abbott and Jamie Biggs and Tom Hanks and Phil Biggs proved consistently fast as expected throughout the two days.

What was pleasantly surprising though, was the improvements made over the winter by the likes of Delannoy and Vannier, Schröder and Wäfler and Morrissey and Frith. Each of these teams demonstrated their commitment to the coming season through not only their increased on track performance, but also their presentation in the paddock.

French pairing of Delannoy and Vannier were the biggest movers during the testing, coming to terms with the state of the art Windle chassis combined with the power of the Suzuki GSXR engine. The conversion from last year’s relatively older style chassis and early model Honda CBR1100XX engine was dramatic, with noticeably faster corner speed and acceleration.

Schröder and Wäfler completed the most laps of any team for the two days, testing two of their three race engines as well as a variety of other settings. The Swiss pairing put in some competitive times as well as getting value from their extensive track time.

All teams considered the testing extremely valuable to the start of the 2002 season and have already committed to further testing sessions in the future.

MRA New Rider Schools

April 6, Classroom
April 7, Second Creek Raceway
April 20, Classroom
April 21, Continental Divide Raceway
May 18, Classroom
May 19, Second Creek Raceway


MRA Race Schedule

May 4/5, Pueblo Motorsports Park

May 18/19, Second Creek Raceway

June 1/2, AMA National, Pikes Peak International Raceway

June 8/9, Pikes Peak International Raceway

June 29/30, Second Creek Raceway

July 27/28, Continental Divide Raceway

August 10/11, Pueblo Motorsports Park

August 24/25, La Junta Raceway

September 14/15, Second Creek Raceway

September 28/29, Pueblo Motorsports Park

October 5/6, Second Creek Raceway

MRA Hotline: 303-530-1234
New Rider Director: Mark Schellinger 303-944-0333
Un-Official MRA website–www.mra-racing.com
Official MRA website–www.mra-racing.org