From a press release:

TRIUMPH MOTORCYCLES UK MANUFACTURING FACILITY FULLY OPERATIONAL BY SEPTEMBER 2002

Triumph Motorcycles Begins Construction Work Today to Rebuild Production Areas Affected by Recent Fire in Hinckley, UK to Create Most Advanced Motorcycle Assembly Line in the World

NEWNAN, GA.— April 16, 2002 – Triumph Motorcycles (America) Ltd., released that construction starts today on rebuilding production areas which were affected by the recent fire at Triumph Motorcycles in Hinckley. Triumph Motorcycles Limited Managing Director, Karl Wharton has announced plans for a rebuilding program which will enable new Triumph motorcycles to be rolling off the assembly line by the start of September, 2002.

Triumph will be working around-the-clock to rebuild the factory on Jacknell Road to create the most advanced motorcycle assembly line in the world.

Triumph has been able to react and commence reconstruction so quickly due to the prompt and supportive response from their insurers, led by the Zurich and with co-insurers Royal Sun Alliance, GroupAMA and Allianz-Cornhill. Working together, Triumph and their insurers have been able to plan and agree to a speedy recovery plan for the company, as set out below, to minimize disruption to Triumph’s business and customer support.

To enable construction to start quickly, Triumph has appointed the same firms of architects, structural engineers and project management team who were responsible for the original building. “Their previous experience and knowledge of the site will support Triumph’s goal of producing new motorcycles in Hinckley at the start of September,” says Karl Wharton.

Key stages in the reconstruction are:

– Demolition of the damaged area will be complete within the next seven days

– Steel work order has already been placed

– The rebuilding of the factory is planned to be complete within 14 weeks from today

To enable production to start in September, 2002 all processes need to be back on line concurrently, so a number of production processes and machinery are being relocated to other areas within Triumph’s manufacturing facilities.

This means machinery which was only affected by smoke, as well as new equipment which is being installed as required, can be commissioned prior to completion of the rebuilding works.

Meanwhile, Triumph is maximizing resources at their three additional sites in Hinckley to build up components ready for the new assembly line, and to ensure a continuous supply of spare parts to Triumph dealers worldwide.

Design and development facilities are unaffected and continue to operate as usual on Jacknell Road. The assembly line paint shop is expected to be back on line by the end of April.

Spare parts, accessories and clothing distribution operations are unaffected and supplying stock as usual. For some years, due to Triumph’s paint shop being mainly used to meet production requirements, spare parts have been predominantly painted at an outside facility.

In addition, the company has rented an additional building at Magna Park in Lutterworth as a temporary store. The unit, which is fully computerized and linked to the main Triumph systems, will receive all deliveries of production stock until new warehousing facilities are rebuilt on Jacknell Road. “This will enable us to receive all parts deliveries that were scheduled for the next few months without interruption, thus building up the stock needed for production to recommence starting September,” adds Karl Wharton.

Triumph, who manufactures more than 33,000 motorcycles in Britain a year, supplies bikes, parts and accessories to over 25 different countries, including those in western Europe, the United States of America, Canada, Japan, Australia, New Zealand, Kuwait, United Arab Emirates and several markets in Latin America.

Said Karl Wharton: “Triumph, which dates back to 1902, is one of the oldest and most recognized names in motorcycling. Many famous models have been built in the last 100 years and Triumph plans to continue to produce more great motorcycles when production is up and running again at Hinckley at the start of September, 2002.”

Triumph Motorcycles (America) Ltd., is a wholly owned subsidiary of Triumph Motorcycles, Ltd., the manufacturer of Triumph motorcycles and accessories. Triumph Motorcycles (America) Ltd., is located in Newnan, GA and services the Triumph dealer organization throughout the United States, Canada and Latin America.


Internal Arrangements

While they are rebuilding the Jacknell Road factory, Triumph is making internal arrangements to enable motorbike production to come back on stream at the earliest possible date.

Machinery which was affected by smoke and soot in the Jacknell Road factory – known as T1 – is currently being cleaned by a combination of specialist and Triumph staff. The areas affected include the three and four cylinder crankcase and cylinder head lines, the engine assembly, chrome plating plant and the paint shop.

Once cleaned, to allow affected machinery to be recommissioned before rebuilding work is complete, the layout of T1 and that of the company’s latest factory in Normandy Way – known as T2 – will be reorganized so that some equipment can be relocated from T1 to T2.

As the crankcase and cylinder head lines for the twin cylinder engine are already located in T2, this will combine all engine manufacture and assembly processes in T2.

The paint shop, which will remain in Jacknell Road, is expected to be back on line by the end of April. This does not affect the supply of spare painted parts, which are painted by an outside source.

Plans for recommissioning the areas destroyed in the fire – the chassis and final assembly, powder coating and production stores – prior to completion of the new building, are also in place.

The powder coating and chassis assembly will be relocated to areas of T1 that were unaffected by the fire, which will be available because of the move of certain equipment to T2.

The majority of the rebuilt area will become the new production stores and assembly line.

Temporary Stores Arrangements

In preparation for recommencing production in August, Triumph have rented a unit at Magna Park in Lutterworth as a temporary stores facility. This unit is fully computerized, including links into Triumph’s systems.

It will receive all deliveries of production stock until the rebuilding of T1 is complete and new racking is in place.

This means that Triumph can continue to receive parts deliveries that were scheduled for the next few months without interruption, thus securing the stock necessary for production to recommence starting September.

This policy will also protect Triumph’s suppliers against loss of business and ensure the future supply of components, particularly those from smaller, specialist companies.

To ensure that Triumph’s high quality standards are maintained within this period, company inspection staff will be working at the Magna Park facility.

Once the new warehousing is in place at T1, stock will revert to being delivered into T1. The Magna Park facility will continue to feed production until stock is exhausted by which the time the T1 facility will be fully stocked and operational.


Manufacturing Arrangements

Manufacturing at T2 has not been interrupted and is ongoing to ensure the continued supply of spare parts and to build adequate stocks of components for when production recommences.

Design and development facilities were unaffected and continue to operate as usual. If anything, development of new models may be slightly accelerated, as the department currently does not have to respond to any production issues.

The spare parts, accessories and clothing distribution operations are unaffected and are supplying stock as usual.

Office functions are fully operational and working from temporary offices at T2.

Plans for the company’s limited component manufacturing facility in Thailand were unaffected by the fire. As announced last September, this facility will be producing some components towards the second half of this year, controlled by Triumph engineers and personnel.

Production Arrangements

Production will recommence starting September. Initially, the plant will operate at 25% capacity, building up to full production over a twelve week period.

During these initial weeks, Triumph will produce a mixture of all models and all market specifications to ensure a fair distribution of product.

While Triumph have stock of most models at the present time – except the Speed Four and Bonneville models, which are in very short supply – they anticipate that stocks will run very low by the time production recommences. In fairness to customers, delivery of stock within each market will be prioritized to meet retail orders.

Staff Arrangements

Staff in many areas are working as usual. There was, for example, minimal interruption to Triumph’s spares operation, which was despatching orders by close of business on the Monday immediately following the fire.

Bike dispatch resumed the Tuesday after the fire and all IT systems and temporary offices were functional by the Wednesday.

Staff in the areas specifically affected by the fire are working on a rotating basis to assist with the clean up operation. They are keen to be involved and team spirit remains high.

Copyright 2002, Roadracing World Publishing, Inc.

AMA 250cc Grand Prix regular Greg Esser called Roadracingworld.com with an update on his condition, saying that he will race again.

Esser was injured in a crash at California Speedway on Friday, March 5 and was airlifted to a local hospital for treatment of a fractured ankle, dislocated shoulder and what was believed at the time to be a concussion. Shortly after arriving at Loma Linda University Medical Center, Esser underwent surgery to insert a metal plate and eight screws in his left ankle. The doctors who operated on Esser at Loma Linda told him that he might lose so much mobility in his ankle that he would not be able to race motorcycles again.

But after flying home to Florida, Esser saw his family physician of nearly 30 years, Dr. John Bodden, who told Esser that the doctors at Loma Linda did an excellent job of putting the ankle back together and he should expect only a small loss of range of motion.

Esser is planning to return to racing during the August 8-11 AMA National at Virginia International Raceway.

From a press release:

HARLEY-DAVIDSON REPORTS RECORD FIRST QUARTER

Milwaukee, Wis., April 16, 2002 — Harley-Davidson, Inc. (NYSE: HDI) today announced record revenue and earnings for its first quarter ended March 31, 2002. Revenue for the quarter was $927.8 million compared with $776.9 million in the year-ago quarter, a 19.4 percent increase. First quarter diluted earnings per share (EPS) were 39 cents, a 30.6 percent increase compared with last year’s 30 cents.

“We are proud to announce another outstanding quarter and to report that demand for Harley-Davidson products remains strong as we begin our 99th year of operations,” said Jeffrey L. Bleustein, chairman and chief executive officer of Harley-Davidson, Inc. “Our worldwide network of independent dealers experienced a growth rate of 20 percent in retail registrations during the first quarter. Based on this demand and ongoing capacity improvements, we are raising our 2002 production target for Harley-Davidson® motorcycles to 261,000 units, up from the previous target of 258,000.

“I am also pleased to announce that our Dyna family of motorcycles is now being assembled exclusively in Kansas City, after successfully transferring these operations from our York, PA facility. This comes on the heels of a new five-year labor agreement with our Kansas City unions and is another step in executing our manufacturing strategy,” added Bleustein.

Motorcycles and Related Products Segment

Financial performance for the entire segment benefited from five percent more scheduled workdays in the first quarter of 2002 compared to last year’s first quarter.

First quarter revenue from Harley-Davidson motorcycles was $747.7 million, an increase of 21.9 percent over the first quarter last year. Shipments of Harley-Davidson motorcycles totaled 64,669 units, up 10,515 units or 19.4 percent over last year and approximately 2,100 units over the Company’s announced target. “We worked additional assembly line overtime during the quarter to help meet strong customer demand for our 2002 model year motorcycles,” said Bleustein. To support the new 2002 calendar year production target of 261,000 units, Harley-Davidson is increasing its second quarter production target to 65,000 units.

First quarter revenue from Parts and Accessories (P&A), which consist of Genuine Motor Partsä and Genuine Motor Accessoriesä, totaled $131.1 million, a 20.4 percent increase over the year-ago quarter. General Merchandise, which consists of MotorClothes® apparel and collectibles, had first quarter revenue of $42.3 million, up 7.9 percent over the same period last year.

For the long term, the Company expects P&A revenue to increase somewhat faster than Harley-Davidson’s motorcycle unit growth rate and expects General Merchandise to grow slightly slower than the motorcycle unit growth rate.

First quarter gross margin for the Motorcycles and Related Products Segment was 34.0 percent of revenue compared to 32.7 percent in the first quarter of last year. Gross margin improvements were driven by the effect of the greater number of workdays as well as a stronger product mix and a greater percentage of domestic shipments. Operating margin followed gross margin and was 18.7 percent of revenue, compared to 17.4 percent of revenue for the same period last year.

Financial Services Segment

Harley-Davidson Financial Services, Inc. (HDFS), a subsidiary of Harley-Davidson, Inc., reported first quarter income of $41.7 million, up from $32.9 million in the year-ago quarter. HDFS operating income was $12.2 million, compared with $5.0 million last year. The increase was due in part to continued strong acceptance of its consumer financing programs as well as growth across all product lines. Also contributing to the income growth was the January completion of the remaining $93 million sale of receivables from HDFS’ fourth quarter 2001 asset-backed securitization offering. The Company expects HDFS operating income to grow at a rate approaching 25 percent for 2002.

Harley-Davidson Retail Data

Retail sales for Harley-Davidson motorcycles in the United States were up 21.2 percent for the period January through March 2002, when compared to the same period last year. Harley-Davidson retail sales in Europe and Japan were up 16.6 and 3.7 percent, respectively, when compared with 2002. At this time, only limited industry data is available for these markets.

Income Tax Rate

The Company’s effective income tax rate was reduced to 34.5 percent for the first quarter of 2002 from last year’s rate of 35.0 percent. The Company expects to maintain the improved rate of 34.5 percent for the remainder of the year.

Share Repurchase

During the quarter, the Company repurchased approximately 575,000 shares of its common stock.

Company Background

Harley-Davidson, Inc. is the parent company for the group of companies doing business as Harley-Davidson Motor Company, Buell Motorcycle Company and Harley-Davidson Financial Services. Harley-Davidson Motor Company, the only major U.S.-based motorcycle manufacturer, produces heavyweight motorcycles and offers a complete line of motorcycle parts, accessories, apparel and general merchandise. Buell Motorcycle Company produces sport and sport-touring motorcycles. Harley-Davidson Financial Services, Inc. provides wholesale and retail financing and insurance programs to Harley-Davidson dealers and customers.

Copyright 2002, Roadracing World Publishing, Inc.

With three days remaining in the auction to benefit the Roadracingworld.com Action Fund, bidding on an unobtainable, autographed Miguel Duhamel Shoei X-SPII helmet has stalled at $800. The sale is due to close at 12:11 p.m. Pacific Time Thursday, April 18.

After drawing seven bids within the first few hours, there has been no activity in the eBay auction of the Duhamel helmet since the opening flurry. As it usually does, bidding may become much more active as the close of bidding nears. In the recent auction of Eric Bostrom’s leathers, the high bid went from $2025 to $3351 in the last 10 minutes of the bidding.

The original web post announcing the auction of the Miguel Duhamel helmet, photos of the helmet and a link to the bidding follows.

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This Miguel Duhamel Shoei motorcycle helmet was donated by Shoei Safety Helmet Corporation to be auctioned off to benefit the Roadracingworld.com Action Fund, a new non-profit corporation which has taken over the work previously done by the informally-organized Roadracing World Air Fence* Fund. Autographed by all-time AMA Superbike and 600cc Supersport win leader Miguel Duhamel, this helmet is technically not a replica, but instead is an actual Miguel Duhamel helmet.

Shoei only makes the X-SPII model in Duhamel’s Troy Lee-designed paint scheme for Duhamel himself to wear in races. Duhamel replicas that are sold to the public are only made in the less-expensive, entry-level RF900 model.

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This special lid is in brand new, never-worn condition. It is currently set up for a “Small” size, but Shoei’s Motorsports Manager Rob Vallejos says that the helmet can be re-fitted for any size, up to Large, with a swap of the helmet’s 3-D Liner internal padding system. Vallejos said he would be happy to help re-fit the helmet for the winning bidder.

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Like all new Shoei X-SPIIs, this helmet comes with a clear and a smoked CX-1 face shield, a breath guard, a chin curtain, a maintenance kit, owner’s manual, fleece-lined carrying bag, original box and a five-year warranty. Of course, only this helmet comes with Miguel Duhamel’s signature in white paint marker on the back!

Normal Manufacturer Suggested Retail Price for a Shoei X-SPII replica helmet is a little under $800.

The auction is due to close at approximately 12:00 p.m. Pacific Time, Thursday, April 18. To go directly to the auction, click on the following link:

http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=1820700776

Roadracing World has a couple of items remaining that will be put up for auction in the near future, but we are always looking for more pieces of racing memorabilia, collectibles, products and/or services to be donated to benefit the Roadracing.com Action Fund. If you have an item that you would like to donate for auction, please call Roadracing World’s David Swarts at 909-245-6411 between 9:00 a.m. and 5:00 p.m. Pacific Time, Monday through Friday.

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 $174,000, with over $11,000 coming from the auctions of donated racing memorabilia such as this helmet. 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, go to the www.roadracingworld.com home page and click on the Air Fence headline.

The Roadracingworld.com Action Fund has taken over the work of the Roadracing World Air Fence Fund and will continue to use donations to buy and deploy Air Fence and Air Modules to improve racetrack safety.

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

Copyright 2002, Roadracing World Publishing, Inc.

The Yamaha YZF-R7 was not on the 2001 list of motorcycles approved for AMA Formula Xtreme competition.

On September 7, 2001, AMA Technical Manager Rob King sent the list, (which several team owners and managers have unsuccessfully tried to obtain over the course of the last two season), to an AMA member who inquired about YZF-R7 elibility.

The fact that the R7 is not on the list backs up a statement made by King in a related e-mail that the R7 was allowed to compete under a special rules exemption in 2001 and would not be allowed to compete in 2002.

In that e-mail, also dated September 7, 2001, King wrote, “There was some confusion about how much you could modify a frame and still have it be a frame from a street bike. A compromise was reached and the R7 was allowed to race this year. Next year they will not be used unless Yamaha sells the R7 as a street bike.”

AMA Pro Racing declared the R7 illegal in 2000, yet refused to accept protests of the R7 in 2001.

In the July 2000 edition of Roadracing World, then AMA Pro Racing Communications Manager Bill Nordquist was quoted as saying, after Attack Racing was not allowed to run a YZF-R7 in Formula Xtreme at the May 2000 Sears Point AMA National, “The R7/R1 situation came up, along with other topics, but at no time did Rob (King) say it was a legal combination. The R7 is produced as a racebike, and is not supplied as a streetbike to customers.”

Several teams protested Damon Buckmaster’s YZF-R7 following the April 7 race at Fontana, objecting to the AMA’s changing stance on the bike and the fact that AMA Pro Racing officials said one thing in 2000 (the R7 is not legal), another thing in 2001 (the R7 is not legal but has a one-year exemption, and won’t be raced in 2002, and no you can’t protest it), and yet another thing in 2002 (the R7 is legal and you won’t win any protest so don’t bother).

The date and origin code in the lower left-hand corner of the list reads “3/6/01/rk” indicating that the list was last updated on March 6 of 2001, by Rob King.


You can find the complete list here.

Copyright 2002, Roadracing World Publishing, Inc.

AMA Supersport racer Michael Hannas says that new walls at Sears Point Raceway make the Sonoma, California racetrack much more dangerous than it was last year.

Hannas formed his opinion after competing in last weekend’s AFM club race at thr track.

Hannas grew up racing 125 and 250cc racebikes at Sears Point. In 2000 he competed in the AMA 600cc Supersport Series and in 2001 he finished third in the AMA 250cc Grand Prix Series. This season Hannas is riding a ZX-6R sponsored by Hayward Motorsports Kawasaki in the AMA Supersport Series.

An e-mail from Hannas follows:

Just thought I’d offer up my two cents on the changes made to Sears Point after riding it during the AFM weekend. In my opinion, the track is more dangerous now than it was last year. The front straight is narrow with concrete walls on both sides, which could be extremely dangerous when AMA level riders are going through there three/four wide fighting for position, and is definitely dangerous on the start, as evidenced this past weekend by the number of crashes that resulted in injury during the starts of more than one race. Think Scott Russell at Daytona, except with half the room and concrete on both sides.

Turn one is now wide open in fifth gear on a 600, with bumpy pavement seams that you cross over while at a pretty good lean angle, pointed straight at the same hillside/bridge that has taken at least one life that I know of back in the old days. Two through 3 are the same, 3a has a chunk of pavement missing right in the racing line as you crest the hill, four has a new pavement strip that appears to be an asphalt patch over some sort of drainage pipe that was dug into the ground.

Turn five is the one place that is worlds better, with new, smooth pavement and adequate run-off. However, as you crest the hill and drop in to the carousel, you are back on old pavement that is more torn up and bumpier than ever. The exit of six puts you back on new pavement and seems to have additional run-off, but not much, and walls still surround both sides down the straight to seven, which puts you back on the old pavement and points you directly at a concrete wall strategically placed right on the edge of the track, all the way around the turn. Lose the brakes there and you’d better hit the eject button. The second apex of seven has another one of those asphalt patches over a drainage pipe, which is very bumpy.

The actual track stays the same through the 8/8a esses, with additional run-off on both the outside of 8 and 8a, however, it is not nearly enough and instead of hitting a hillside if you tuck the front entering 8a, you hit a concrete wall where the hillside used to be. The exit of 8a down the hill is a lot better in terms of run-off, though. New pavement starts again entering turn nine, with a rough transition, and it seems even bumpier than the old pavement. There might be a little bit more run-off there, but not much and still not nearly enough before the concrete wall.

As you tip it into 10, you transfer roughly back to the old pavement right before the apex of the corner, where you are at maximum lean angle. The old pavement of 10 seems bumpier also. I don’t know if this is because the racetrack was used as a road for construction trucks or what. I can’t comment on the AMA 11 since we didn’t run it, but it looks like the exit to it will be even tighter and closer to a wall than before.

Leading onto the front straight is so much narrower that the already tight AFM chicane was made even tighter, which caught me out on the first lap of practice when I nailed one of haybales used to make the chicane with the inside of my knee while hanging off in a normal fashion, which compressed my foot onto the footpeg hard enough to actually lift the rear wheel off the ground. The result of this was what the ortho surgeon called a 3rd degree sprain and ligament strain of my ankle, all I know is I can’t put any pressure on it and was unable to ride above an 80-85% pace or shift the bike properly. Not really because of the pain, but the limited range of motion and strength. At that 80-85% pace, I was not fearing for my life around the track, but I could see there being some major issues when all the AMA guys show up.

It really saddens me that some riders continue to paint a rosy picture of unsafe racetracks instead of really telling it how it is. We all saw what happened at Fontana when we decided to just put up with something we thought might be an issue, I sincerely hope that isn’t what is happening here. I don’t know how many feet of Airfence the AMA has access to, but I’d say they better bring all they can get their hands on, and then some.

Michael Hannas

Copyright 2002, Roadracing World Publishing, Inc.

Suzuki factory test riders Akira Ryo and Yukio Kagayama rode their prototype GSV-R four-stroke V4s to a 1-2 finish in the opening round of the eight-round All-Japan Road Race Championship at Central Park Mine Circuit, on the Southern tip of Japan’s main island, Sunday, April 14. Kawasaki factory test rider Akira Yanagawa finished third in the first race outing for the Ninja ZX-RR prototype MotoGP racebike, setting the fastest lap of the race.

Ryo, the 2001 All-Japan Champion, won by 3.3 seconds over Kagayama, while the top three finishers were 28 seconds ahead of the field after 26 laps of the 2.082-mile circuit.

Prototype machines, which do not race for points or prizes in the All-Japan series, finished in the top five positions. The highest finishing Superbike was a factory Suzuki GSX-R750 ridden by Atsushi Watanabe, 35.7 seconds behind Ryo.

Ryo started from the pole position after turning a qualifying time of 1:23.646, and Yanagawa ran the fastest lap of the race, a 1:24.824 on lap two. The fastest lap turned by a Superbike rider during the race was a 1:26.146 by Watanabe.

The next round of the All-Japan series is May 12 at the tight 1.294-mile Tsukuba Circuit near Tokyo.

Results follow:

1. Akira Ryo, Suz GSV-R, Prototype, 37:04.898, 26 laps
2. Yukio Kagayama, Suz GSV-R, Prototype, -3.322 seconds
3. Akira Yanagawa, Kaw ZX-RR, Prototype, -3.653 seconds
4. Tamaki Serizawa, Suz Tornado S-1, Prototype, -31.745 seconds
5. Keiichi Kitagawa, Suz GSX-R1000, Prototype, -32.987 seconds
6. Atsushi Watanabe, Suz GSX-R750, Superbike, -35.760 seconds
7. Takeshi Tsujimura, Yam YZF-R7, Superbike, -37.700 seconds
8. Wataru Yoshikawa, Yam YZF-R7, Superbike, -38.491 seconds
9. Yuichi Takeda, Hon RC51, Superbike, -40.305 seconds
10. Osamu Nishijima, Kaw ZX-7RR, Superbike, -75.731 seconds

Copyright 2002, Roadracing World Publishing, Inc.

An AMA rule designed to keep factory Superbike riders out of Thursday practice has snared privateer Brian Livengood, who is currently ranked 4th in AMA Superbike points. The AMA rule bans the top 10 riders in points from participating in Thursday practice.

“Give me a break,” said Livengood when asked how he felt about the ban. “It’s really hard for privateers to have one day to learn a track and set up their bikes.”

In a recent e-mail, AMA Pro Racing Director of Professional Competition Merrill Vanderslice stated that the rule was made to “protect factory teams from themselves.” But instead of specifying factory riders, the rule is based on points.

“I haven’t ridden many of the West Coast tracks and this makes it very difficult. At Fontana I had two practice sessions then went straight out to qualifying,” said Livengood.

Top 10 privateers campaigning more than one class will find the rule even more restrictive when they attempt to learn a track, and then set up two bikes. The rule does allow for other track testing, but not within the week before the race. Privateer riders like Livengood, (who relies on Team HSA for his transportation to the track), simply do not have the resources to set up or participate in independent test sessions like those held by factory teams.