The 2001 FIM World Championship Awards Ceremony was held in St. Vincent, Val d’Aosta, Italy Saturday, December 15.
Road racing World Champions Valentino Rossi, Daijiro Katoh and Manuel Poggiali received their medals and trophies prior to a gala dinner and a show at the Palais St. Vincent.
Copyright 2001, Roadracing World Publishing, Inc.
Former AMA Superbike Champion Jamie James is working as a line mechanic at Full Spectrum Racing in Orlando, Florida.
James said recently that he also wants to make a comeback in AMA racing.
The 2002 rule changes have been posted on amaproracing.com and can be found at:
http://www.amaproracing.com/rulebook/combuls/02rrchanges.pdf
Notable is the use of a blue flag with a yellow cross to designated pace car use, and the inclusion of Buells and Ducati 748s in 750cc Supersport.
No revisions to Thursday practice restrictions are included, despite strong support in the paddock, and there’s no mention of where five rounds of Pro Thunder will be held to make up for the rounds displaced from Superbike doubleheader weekends.
AMA Pro Racing announced the rulebook changes by posting a bulletin from AMA Pro Racing Technical Manager Rob King, dated December 4 and first posted December 14. The memo makes official every rule change proposed at the end of the 2001 racing season. According to the bulletin, pro racers who have applied for their 2002 license will be receiving their 2002 rulebooks in about two weeks.
The text of the bulletin follows:
General All Classes:
Current Rule: Official starting line for each starting row will be plainly marked, approximately 25 feet between each row.
Change: The official starting line for each starting row will be plainly marked with approximately 30 feet between each row to a form a grid. The starting positions on the rows will be staggered backward from the pole side of the grid resulting in slightly diagonal starting rows. Approximate stagger from position to position will be one meter. Each starting position will have a front and a rear grid mark, approximately 12″ apart, representing the area where the front tire contact patch (the area of the front tire touching the track surface) must be located for a rider to be properly staged.
Reasons For Change: This style of grid is currently used by the FIM. It provides for a more equitable representation of qualifying positions than straight across starting lines. This configuration may also have advantages for grid personnel who must watch for jump starts.
Current Rule: Should a rider’s rear axle cross the designated front grid mark at the green light signal, the rider will be considered to have jumped the start and a penalty will be assessed.
Change: Should a rider’s front axle cross the designated front grid mark at the green light signal, the rider will be considered to have jumped the start and a penalty will be assessed. This allows a rider virtually no movement before the start is signaled.
Reasons For Change: This should result in more equal starts than allowing the “rolling” as in the past. Again, the grid personnel may be able to see jump starts easier as well.
Current Rule: Refueling after the warm-up lap at the back of the grid is permitted.
Change: Refueling after the start of the warm-up lap will not be permitted.
Reasons For Change: This an unnecessary procedure considering the length of our races, fuel capacities and fuel consumption of current motorcycles. It can also cause delays in the start, fuel spills and confusion on the grid.
Current Rule: Riders listed in the top ten in points of a particular class, currently or at the end of the previous season, will be permitted a total of one provisional start per season in that class.
Change: Riders who are currently, or at the end of the previous season, listed in the top ten in points in one or more classes, will be permitted one provisional start per season in each of those classes.
Reasons For Change: We have a number of riders that are eligible in more than one class for a provisional start. These riders will be allowed a provisional start in each class in which they are eligible rather than a total of one provisional in a season.
New Rule: Riders dropping out of a race on the same lap will be scored in the order that they last crossed the finish line.
Reasons For New Rule: This occurs occasionally and is not addressed in the rule book at present. Clarification is needed to ensure consistency in scoring this type of situation.
Superbike:
Current Rule: When a race is restarted following a red flag, a rider who was present at the starting grid but was unable to start or dropped out after the start, is permitted to restart on a back-up motorcycle using the following procedure:
(1) Rider must obtain permission from the Chief Steward or Race Manager.
(2) Rider will be gridded on the last row of the restart grid.
Change: When a race is restarted following a red flag, a rider who was present at the starting grid but was unable to start or dropped out after the start, is permitted to restart on a back-up motorcycle until two laps have officially been completed (leader has crossed the finish line to begin the third lap) using the following procedure:
(1) Rider or crew must obtain permission from the Chief Steward or the Race Manager.
(2) All back-up motorcycles must be staged on pit lane or designated area and identified to grid officials.
(3) Rider will be gridded on the last row of the restart grid in a position determined by scoring.
Reasons For Change: The current rule is not restrictive enough to prevent abuse throughout a long race or a race that has multiple red flags. In addition, the current rule does not specifically stipulate that back-up bikes should be staged on the pit lane.
Current Rule: A bright orange flag indicates that the pace car is being dispatched. All riders are to hold position in regard to passing other competitors, but are instructed to close up the distance on riders ahead of them.
Change: The pace car flag will be a blue flag with a yellow cross and may be used in conjunction with a warning light/signage system. The procedures will also be changed to provide a longer warning period before the car is actually dispatched onto the racing surface.
Reasons For Change: There were complaints by riders at Daytona this year that the orange flag was difficult to distinguish from the yellow flag and therefore caused confusion. A long warning period is needed to allow the field to settle down and regroup before the pace car actually takes to the track.
600/750 SuperSport:
Current Rule: The original equipment airbox and air filter must be utilized.
Change: The original equipment airbox must be retained but the air filter may be replaced with a commercially-manufactured aftermarket filter designed to exactly replace the original OEM filter. Filtering material must be made from paper, foam or gauze. All intake air must pass through the filtering material.
Reasons For Change: Aftermarket filters are normally less expensive than OEM filters and are accepted by the rules in other organizations such as WERA.
Current Rule: The original cooling system thermostat must be in place and not modified.
Change: The original cooling system thermostat may be removed or modified.
Reasons For Change: The thermostat is not needed and costs nothing to remove. A nonfunctioning thermostat could lead to overheating and possibly a fluid spill on the track.
Current Rule: The 750 SuperSport regulations currently do not allow exceptions for twin-cylinder motorcycles to have additional modifications or to be larger in displacement than 750cc.
Change: The following displacement limits for twin cylinder four-strokes will be permitted:
600cc-750cc four-stroke liquid-cooled twin cylinders
700cc-1350cc four-stroke air-cooled twin cylinders
Twin cylinder four-strokes will be allowed the same modifications currently allowed in the Pro Thunder class with the exception of tires. The Pro Thunder minimum weight of 380 pounds will apply.
Reasons For Change: This change will give the Buells and Ducati 748’s another program to compete in. Additional brands in competition could enhance and individualize the class as well.
250 Grand Prix:
Current Rule: Fluid containment fairings are required on all four-stroke motorcycles.
Change: Fluid containment fairings will be required on all motorcycles. Required fluid containment volume for two-stroke motorcycle fairings is 1.5 quarts.
Reasons For Change: Two-stroke 250 Grand Prix motorcycles have been exempt from this rule. Experiences with oil and coolant spills this season have shown that two-stroke motorcycles should be equipped with fluid containment fairings as well.
Should you have any questions concerning these changes, please contact Technical Manager Rob King at (614) 856-1910, extension 1230 or Director of Competition Merrill Vanderslice at (614) 856-1910, extension 1262.
From a press release announcing that a publishing company owned by sitting AMA Trustee Davey Combs has signed an exclusive deal to provide programs for the CCE Supercross Series through 2005:
For Immediate Release:
Racer X Illustrated and Clear Channel Entertainment Announce Agreement To Produce Official Supercross Souvenir Programs through 2005
AURORA, Ill. (December 14, 2001) – Clear Channel Entertainment and DMC Publications, part of the Racer X Illustrated family, announced today an agreement to name DMC Publications as the exclusive and official publisher of souvenir yearbooks for Clear Channel produced EA SPORTS Supercross, National and Regional Arenacross Series’ and The IFMA Freestyle Motocross Tour through 2005.
In 2001 DMC Publications produced yearbooks for select Clear Channel produced events including EA SPORTS Supercross, and received rave reviews for developing the program into the most insightful, resourceful and creative books ever, under the direction of Racer X Illustrated’s chiefs Davey Coombs and Eric Johnson.
The program mirrored several qualities of Racer X Illustrated including personal profiles and behind the scenes stories and photos that take fans further into the sport of supercross. The 2002 EA SPORTS Supercross Yearbook will be premiered January 5th at Edison International Field during the EA SPORTS Supercross opening round. Yearbooks for the 2001-2002 IFMA Freestyle Motocross Tour and National Arenacross Series Yearbooks are already complete and available at over 50 events nationwide.
“We’re proud to be the provider of souvenir books for Clear Channel Entertainment’s supercross events and more. Everyone here at DMC Publications is stoked to be part of the EA SPORTS Supercross Series and the National Arenacross Series and IFMA Freestyle events that Clear Channel Entertainment produces,” said Racer X Illustrated editor Davey Coombs. “We’ve been doing the books for three years now and they continue to grow in quality and size – just like the series themselves.”
Ken Hudgens, vice president of Clear Channel Entertainment’s motor sports division added, “Last year’s supercross yearbook was the best book I’ve ever seen in the 27-year history of the sport and this year’s book is going to exceed fans’ expectations again. This long-term alliance with Davey Coombs and Eric Johnson is a significant stake in the future of supercross for both Clear Channel Entertainment and DMC Publications. We’re glad to have their support.”
About DMC Publications:
DMC Publications is based in Morgantown, W.Va., and was started in 1987. Founder Davey Coombs began his career as a stringer for Cycle News and later Inside Motocross magazine, doing various event programs along the way. He started Racer X Illustrated as a newspaper and advanced it to a full color magazine in the winter of 1998. In the four years since Racer X Illustrated has grown into the motocross industry leader. Coombs also works as the ABC and ESPN2 commentator for EA SPORTS Supercross. The Coombs family is responsible for the Loretta Lynn’s Amateur National Motocross Championships, the Grand National Cross Country Series, renowned outdoor motocross tracks like High Point Raceway and Steel City Raceway (both in Pennsylvania) and countless amateur motocross events.
This just in:
Dear Editor Ulrich,
It was with great satisfaction that I cast my ballot for Mr. Kevin Schwantz as my AMA Board of Trustees representative from the Southeast Region (2). I have been an AMA Extra Mile member for a few years now, because I believe in the importance of insuring the rights of motorcyclists in increasingly litigious legal and socialist political environments. However, I am convinced the current membership of the board is no longer representative of the AMA membership. Over the past few years, I have been persuaded of this alienation by such gross acts of incompetence as the money-losing, legal wrangling with the professional racing, joint-venture partner and the mishandling of safety issues related to rain tires and protective barriers.
You have my respect and thanks for your willingness to subject yourself to personal and professional persecution, as well as taking up the slack on safety when the people appointed and empowered to do the job failed the AMA membership.
Put plainly, I’m embarrassed to be associated with the AMA and, if things don’t change soon, I’ll no longer support them. I belong to MRF and MARRC, organizations that are keenly aware of and support enthusiastically the interests of their members. These outfits are run by motorcyclists for motorcyclists. There is ample evidence, provided by yourself and others, that the same can no longer be said, without qualification, of the AMA. Sad, isn’t it?
I’ve cast my ballot for change. If it doesn’t occur, I’ll change myself into a former member, the vote that hurts.
Sincerely,
S.D. Smith
AMA 572649
MARRC 2567
MRF 01012503
From a press release:
GALFER BRAKES is now accepting racing resumes for the following 2002 race season. Please send all your resumes to:
Galfer Brakes c/o
Chris Villasenor
57 W. Mc Farlane
Ventura Ca 93001
Last year, Galfer Brakes was present in over 17 racetrack events in the west coast and for the following racing season Galfer besides offering racetrack support and technical help will also offer to all race teams using Galfer rotors the possibility of having the rotors cleaned (Bead Blasted) at least 2 times free of charge, keeping the rotors always clean and race ready.
From a press release:
Aprilia Racing Press Information
Noale, 14 December 2001
Regis Laconi official rider for the Aprilia MotoGP RS3
This just in:
First of all, I’d like to thank you and your publication for doing a great job with the Air Fence Fund and keeping an eye on the unscrupulous bandits currently running the AMA. You are truly looking out for the best interests of national-level racing and more importantly, the racers.
I just finished perusing the AMA’s press release dated 12/4/01 (actually issued 12/14/01) regarding rule changes for the 2002 road race season. Since I occasionally race the Pro Thunder class and have only one road race bike, I took particular interest in the new rule that allows Pro Thunder spec. machines in the 750 SuperSport class. Although I do not completely understand the logic behind this rule change I am somewhat happy about it since I will benefit from it effectively doubling my track time. (I can almost hear Kurtis Roberts incessant whining about backmarkers and slow guys in practice as I write this. Thankfully he won’t be riding a 600 much next year and won’t often be in 750SS practice.)
As I selfishly stated, I like this rule because it benefits me. The problem I have with it is the way it is written, particularly the last line: “The Pro Thunder minimum weight limit of 380 pounds will apply.” I am somewhat confused by this simple verbiage. If you had no knowledge of the history of the Pro Thunder weight limit rule or the actual Pro Thunder minimum weight rule as it stands now this would be a perfectly clear statement and there would be no room for confusion or misinterpretation.
History:
-In the late autumn of 2000 the AMA announced a rule change that would require ALL machines racing in the Pro Thunder class to weigh a minimum of 380 pounds.
-The announcement above was not taken lightly by many of the competitors, particularly those racing Suzuki SV650s or custom single cylinder bikes that would have had to add significant amounts of weight to their machines that were already at a power deficit compared to Ducati 748s or semi-factory Buells in the class. Many of us wrote letters to the AMA and everyone else we could think of to try to get the rule reversed.
-Success! On February 9, 2001 the AMA released a bulletin that removed the Pro Thunder weight minimum from the following “displacement sub classes”: “Unlimited displacement single cylinders” and “600cc-850cc 4-stroke liquid cooled twin cylinders (except desmodronic)”(sic)
-At the V.I.R. round in September 2001, Chris Normand rode his SV 650 to 3rd place in Pro Thunder. AMA tech promptly disqualified Normand for being under the weight limit at the post race inspection. They didn’t even know their own rules! After a lengthy battle w/ the AMA Nornand was reinstated as the 3rd place finisher and months later they actually revised the results on their website to reflect this.
Bottom Line:
The point of this overly-drawn-out ramble is this: The new rule is stated as “The Pro Thunder minimum weight limit of 380 pounds will apply.” Does this mean that ALL Pro Thunder spec bikes running in the 750SS will be required to have a minimum weight of 380 pounds? OR Does it mean that the Pro Thunder minimum weight RULE will be used as it stands now, with an exception for the aforementioned “displacement sub classes”?
Thank You,
Tyler Sandell
Seattle, WA
WMRRA #13
STTARRS NW #1
AMA PT #51
(I hate it when people add this kind of ego-boosting crap to their sig line but I want you to know that I am an actual racer albeit, a slow, old guy.)
PS: I will be sending an edited version of this letter to AMA Pro Racing.
In reaction, this in from Dustin Moore:
Regarding AMA rule change release: 750SS class
I am a racer like many out there who heard earlier this year that the AMA was considering allowing the Buells and Ducati 748s in the 750SS class. I think this is the one of the more ridiculous things I have seen them do to date. My reason is very simple, and really applies more the the Ducati 748 than the Buell.
In my opinion (competitive or not) the displacement of the Buell does warrant its involvement in 750SS, assuming Harley could produce a competitive “SuperSport” version of their bike, or be allowed the similar blatant advantages as they have in the Pro Thunder Series (and still they don’t win the title ?????).
Unless I am mistaken the 750SS class is a theoretically a “Production-based SuperSport” class, and there is NO WAY a non-748RS Superbike will have any chance to win. Therefore by allowing 748RS Superbikes(Pro Thunder Spec minus slicks) to compete, it is possible given the right conditions and rider that the 748RS will win a race or even several. But the point is, it is no longer a “Production” or “SuperSport” class and that defeats the purpose of its rule base.
This is a simple matter in the European, FIM, WERA, and FUSA-sanctioned events, and I cannot understand why it’s so complicated for the AMA to understand/accept that 600-750cc water-cooled Twins belong in 600SS, and 751-1000cc water-cooled Twins belong in 750SS. And obviously the manufacturers of these Twins should be subject to the same “production Supersport class” rules that the Inline-4s are. But this decision is absolutely RIDICULOUS. Yet one more thing added to the AMA’s pile of gross mistakes in the management of this sport.
Copyright 2001, Roadracing World Publishing, Inc.
Former (2000) Formula USA Champion Grant Lopez is close to finalizing a deal to ride for Hooters Suzuki in 2002.
If the deal goes through, Lopez will be reunited with mechanic Chuck Giachetto, who worked on Lopez’s bikes in 1999.
The team plans to run the Formula USA Series with a few appearances in AMA 750cc Supersport.
From a pair of press releases issued by Willow Springs Raceway:
Lawson and Rainey Test, Design New Tracks at Willow Springs
Short Course and Paved Oval Add New Dimensions to Testing, Tuning, and Racing
Willow Springs International Motorsports Park owner Bill Huth announced today the completion of one new road course and the commencement of construction on another at his historic Willow Springs International Motorsports Park.
The newest addition to the Willow Springs complex is the Balcony Short Course, a multi-configuration track ideal for photography, testing, and training. The new circuit measures a little more than a mile in length, with several different configurations available. The course includes tight, circular turns, sweeping turns, straights, and a slight elevation rise in one section for suspension variations.
World Champion motorcycle racers Eddie Lawson and Wayne Rainey were the first to test the new track. Lawson and Rainey showed up with their high-performance World SuperKarts for a test session that turned into an impromptu race. “This new circuit is another great opportunity for drivers and riders to test their equipment in a safe environment,” said Lawson. “It’s a lot of fun, with plenty of cornering and enough straightaway for us to get up to around 80 mph.”
Rainey agreed. “This is a perfect place to work on technique, and to learn more about high performance riding or driving without the real high speeds,” the World Champion commented. “We were testing a new brake system on my kart, which is a special design from Dan Gurney’s All American Racers. When you combine this track with the Streets of Willow and the main road course, you’ve got a place where you test any sort of equipment, at any speed. It’s a place you can work the bugs out, and have a lot of fun doing it.”
Lawson and Rainey also collaborated with Bill Huth to design a 1/4-mile paved oval which will be located in the Walt James Stadium, also located in Willow Springs Motorsports Park. The Walt James Stadium houses a 3/8-mile clay oval ideal for dirt track racing. The new paved oval will be situated inside the clay oval to allow plenty of runoff room for automobile and motorcycle racing and testing.
“We’ve needed this track for a long time,” commented Lawson. “It’s perfect for the SuperKarts, and could easily work as a test track for Formula Atlantic and Indy Lights cars. With no concrete walls, and 50 feet of dirt runoff area, there’s really very little danger.” Lawson noted that a two-car team testing at a track with concrete walls usually has to write off the cost of one car per session, due to damage from contacting the solid wall. “One wrong move will put a car into the wall, which can mean hundreds of thousands of dollars in damage. That wrong move here at Willow’s new paved oval simply means a spinout into the dirt, and a tow back to the pits. Just that savings alone should be an incentive for teams to test here.”
The new track is also expected to be an ideal raceway for the World SuperKart series, where Lawson and Rainey excel. “We should easily be able to hit top speeds of over 100 mph on this new oval,” said Lawson, “and the cornering will be awesome. We’re really looking forward to seeing it finished, and being the first to test here.”
The new paved oval will feature 40-foot-wide straights with 50-foot-wide banked corners, allowing plenty of room for passing. The final asphalt cap will be a special, high-traction blend that resists buckling in heat or under extreme cornering loads. These features will make it one of best tracks in country for both racing and testing.
Construction on the new paved oval is nearly completed, with an anticipated opening date of January 15, 2002. The Balcony Short Course is complete and is now available for rental.
Willow Springs International Motorsports Park is a 600-acre complex of six racetracks embracing nearly every conceivable motorsports discipline. In addition to the historic 2.5-mile road course, the Willow Springs facility includes the Streets of Willow, a 1.5-mile, 14-turn multi-configuration road course ideal for testing, club racing, and schools; a 1/4-mile paved oval; a 3/8-mile clay oval; a .625-mile Karting track; and the just-completed Chucker Ridge Circuit. The facility also has an off-road driving and riding area for testing of off-road vehicles.
Willow Springs Motorsports Park Waives Entrance Fees
Spectators to be Admitted at No Charge
Willow Springs Raceway owner Bill Huth announced today that all entrance fees for spectators will be waived until further notice. The gate fee for all entrants has been a modest ten dollars for many years. This fee will now be eliminated altogether.
“A lot of folks are having a tough time right now,” explained Huth, who has owned the 600-acre motorsports complex since 1962. “We thought the timing was right to give something back to people. It’s not hard to lighten your wallet by fifty dollars or so just taking the family to the movies. That money could mean a good deal to some people. A day at the races is as much fun as anything else out there, and now it’s free for spectators.” Huth, 77, was born just before the onset of the Great Depression and understands all too well what it’s like to face challenges. He and his brother Gerry also served in the military during World War II, and have vivid memories of that era. “During times like these, people have to come together,” Huth continued. “I hope some of them will come to my racetrack and enjoy themselves.”
Free entrance will be available for spectators only. Competitors and spectators who wish to visit the pit areas will continue to pay a ten dollar fee.
Willow Springs International Motorsports Park, a registered California State Point of Historical Interest, is a 600-acre complex of six racetracks embracing nearly every conceivable motorsports discipline. In addition to the historic 2.5-mile road course built in 1953, the Willow Springs facility includes the Streets of Willow, a 1.5-mile, 14-turn multi-configuration road course ideal for testing, club racing, and schools; a mile paved oval; a 3/8-mile clay oval; a .625-mile Karting track; and just-completed 1/4-mile testing and tuning circuit which has yet to be named. The facility also has an off-road driving and riding area for testing of off-road vehicles. The park is located about an hour north of Los Angeles, California near Lancaster.
For more information, please contact Willow Springs International Motorsports Park at (661) 256-6666.
The 2001 FIM World Championship Awards Ceremony was held in St. Vincent, Val d’Aosta, Italy Saturday, December 15.
Road racing World Champions Valentino Rossi, Daijiro Katoh and Manuel Poggiali received their medals and trophies prior to a gala dinner and a show at the Palais St. Vincent.
Copyright 2001, Roadracing World Publishing, Inc.
Former AMA Superbike Champion Jamie James is working as a line mechanic at Full Spectrum Racing in Orlando, Florida.
James said recently that he also wants to make a comeback in AMA racing.
The 2002 rule changes have been posted on amaproracing.com and can be found at:
http://www.amaproracing.com/rulebook/combuls/02rrchanges.pdf
Notable is the use of a blue flag with a yellow cross to designated pace car use, and the inclusion of Buells and Ducati 748s in 750cc Supersport.
No revisions to Thursday practice restrictions are included, despite strong support in the paddock, and there’s no mention of where five rounds of Pro Thunder will be held to make up for the rounds displaced from Superbike doubleheader weekends.
AMA Pro Racing announced the rulebook changes by posting a bulletin from AMA Pro Racing Technical Manager Rob King, dated December 4 and first posted December 14. The memo makes official every rule change proposed at the end of the 2001 racing season. According to the bulletin, pro racers who have applied for their 2002 license will be receiving their 2002 rulebooks in about two weeks.
The text of the bulletin follows:
General All Classes:
Current Rule: Official starting line for each starting row will be plainly marked, approximately 25 feet between each row.
Change: The official starting line for each starting row will be plainly marked with approximately 30 feet between each row to a form a grid. The starting positions on the rows will be staggered backward from the pole side of the grid resulting in slightly diagonal starting rows. Approximate stagger from position to position will be one meter. Each starting position will have a front and a rear grid mark, approximately 12″ apart, representing the area where the front tire contact patch (the area of the front tire touching the track surface) must be located for a rider to be properly staged.
Reasons For Change: This style of grid is currently used by the FIM. It provides for a more equitable representation of qualifying positions than straight across starting lines. This configuration may also have advantages for grid personnel who must watch for jump starts.
Current Rule: Should a rider’s rear axle cross the designated front grid mark at the green light signal, the rider will be considered to have jumped the start and a penalty will be assessed.
Change: Should a rider’s front axle cross the designated front grid mark at the green light signal, the rider will be considered to have jumped the start and a penalty will be assessed. This allows a rider virtually no movement before the start is signaled.
Reasons For Change: This should result in more equal starts than allowing the “rolling” as in the past. Again, the grid personnel may be able to see jump starts easier as well.
Current Rule: Refueling after the warm-up lap at the back of the grid is permitted.
Change: Refueling after the start of the warm-up lap will not be permitted.
Reasons For Change: This an unnecessary procedure considering the length of our races, fuel capacities and fuel consumption of current motorcycles. It can also cause delays in the start, fuel spills and confusion on the grid.
Current Rule: Riders listed in the top ten in points of a particular class, currently or at the end of the previous season, will be permitted a total of one provisional start per season in that class.
Change: Riders who are currently, or at the end of the previous season, listed in the top ten in points in one or more classes, will be permitted one provisional start per season in each of those classes.
Reasons For Change: We have a number of riders that are eligible in more than one class for a provisional start. These riders will be allowed a provisional start in each class in which they are eligible rather than a total of one provisional in a season.
New Rule: Riders dropping out of a race on the same lap will be scored in the order that they last crossed the finish line.
Reasons For New Rule: This occurs occasionally and is not addressed in the rule book at present. Clarification is needed to ensure consistency in scoring this type of situation.
Superbike:
Current Rule: When a race is restarted following a red flag, a rider who was present at the starting grid but was unable to start or dropped out after the start, is permitted to restart on a back-up motorcycle using the following procedure:
(1) Rider must obtain permission from the Chief Steward or Race Manager.
(2) Rider will be gridded on the last row of the restart grid.
Change: When a race is restarted following a red flag, a rider who was present at the starting grid but was unable to start or dropped out after the start, is permitted to restart on a back-up motorcycle until two laps have officially been completed (leader has crossed the finish line to begin the third lap) using the following procedure:
(1) Rider or crew must obtain permission from the Chief Steward or the Race Manager.
(2) All back-up motorcycles must be staged on pit lane or designated area and identified to grid officials.
(3) Rider will be gridded on the last row of the restart grid in a position determined by scoring.
Reasons For Change: The current rule is not restrictive enough to prevent abuse throughout a long race or a race that has multiple red flags. In addition, the current rule does not specifically stipulate that back-up bikes should be staged on the pit lane.
Current Rule: A bright orange flag indicates that the pace car is being dispatched. All riders are to hold position in regard to passing other competitors, but are instructed to close up the distance on riders ahead of them.
Change: The pace car flag will be a blue flag with a yellow cross and may be used in conjunction with a warning light/signage system. The procedures will also be changed to provide a longer warning period before the car is actually dispatched onto the racing surface.
Reasons For Change: There were complaints by riders at Daytona this year that the orange flag was difficult to distinguish from the yellow flag and therefore caused confusion. A long warning period is needed to allow the field to settle down and regroup before the pace car actually takes to the track.
600/750 SuperSport:
Current Rule: The original equipment airbox and air filter must be utilized.
Change: The original equipment airbox must be retained but the air filter may be replaced with a commercially-manufactured aftermarket filter designed to exactly replace the original OEM filter. Filtering material must be made from paper, foam or gauze. All intake air must pass through the filtering material.
Reasons For Change: Aftermarket filters are normally less expensive than OEM filters and are accepted by the rules in other organizations such as WERA.
Current Rule: The original cooling system thermostat must be in place and not modified.
Change: The original cooling system thermostat may be removed or modified.
Reasons For Change: The thermostat is not needed and costs nothing to remove. A nonfunctioning thermostat could lead to overheating and possibly a fluid spill on the track.
Current Rule: The 750 SuperSport regulations currently do not allow exceptions for twin-cylinder motorcycles to have additional modifications or to be larger in displacement than 750cc.
Change: The following displacement limits for twin cylinder four-strokes will be permitted:
600cc-750cc four-stroke liquid-cooled twin cylinders
700cc-1350cc four-stroke air-cooled twin cylinders
Twin cylinder four-strokes will be allowed the same modifications currently allowed in the Pro Thunder class with the exception of tires. The Pro Thunder minimum weight of 380 pounds will apply.
Reasons For Change: This change will give the Buells and Ducati 748’s another program to compete in. Additional brands in competition could enhance and individualize the class as well.
250 Grand Prix:
Current Rule: Fluid containment fairings are required on all four-stroke motorcycles.
Change: Fluid containment fairings will be required on all motorcycles. Required fluid containment volume for two-stroke motorcycle fairings is 1.5 quarts.
Reasons For Change: Two-stroke 250 Grand Prix motorcycles have been exempt from this rule. Experiences with oil and coolant spills this season have shown that two-stroke motorcycles should be equipped with fluid containment fairings as well.
Should you have any questions concerning these changes, please contact Technical Manager Rob King at (614) 856-1910, extension 1230 or Director of Competition Merrill Vanderslice at (614) 856-1910, extension 1262.
From a press release announcing that a publishing company owned by sitting AMA Trustee Davey Combs has signed an exclusive deal to provide programs for the CCE Supercross Series through 2005:
For Immediate Release:
Racer X Illustrated and Clear Channel Entertainment Announce Agreement To Produce Official Supercross Souvenir Programs through 2005
AURORA, Ill. (December 14, 2001) – Clear Channel Entertainment and DMC Publications, part of the Racer X Illustrated family, announced today an agreement to name DMC Publications as the exclusive and official publisher of souvenir yearbooks for Clear Channel produced EA SPORTS Supercross, National and Regional Arenacross Series’ and The IFMA Freestyle Motocross Tour through 2005.
In 2001 DMC Publications produced yearbooks for select Clear Channel produced events including EA SPORTS Supercross, and received rave reviews for developing the program into the most insightful, resourceful and creative books ever, under the direction of Racer X Illustrated’s chiefs Davey Coombs and Eric Johnson.
The program mirrored several qualities of Racer X Illustrated including personal profiles and behind the scenes stories and photos that take fans further into the sport of supercross. The 2002 EA SPORTS Supercross Yearbook will be premiered January 5th at Edison International Field during the EA SPORTS Supercross opening round. Yearbooks for the 2001-2002 IFMA Freestyle Motocross Tour and National Arenacross Series Yearbooks are already complete and available at over 50 events nationwide.
“We’re proud to be the provider of souvenir books for Clear Channel Entertainment’s supercross events and more. Everyone here at DMC Publications is stoked to be part of the EA SPORTS Supercross Series and the National Arenacross Series and IFMA Freestyle events that Clear Channel Entertainment produces,” said Racer X Illustrated editor Davey Coombs. “We’ve been doing the books for three years now and they continue to grow in quality and size – just like the series themselves.”
Ken Hudgens, vice president of Clear Channel Entertainment’s motor sports division added, “Last year’s supercross yearbook was the best book I’ve ever seen in the 27-year history of the sport and this year’s book is going to exceed fans’ expectations again. This long-term alliance with Davey Coombs and Eric Johnson is a significant stake in the future of supercross for both Clear Channel Entertainment and DMC Publications. We’re glad to have their support.”
About DMC Publications:
DMC Publications is based in Morgantown, W.Va., and was started in 1987. Founder Davey Coombs began his career as a stringer for Cycle News and later Inside Motocross magazine, doing various event programs along the way. He started Racer X Illustrated as a newspaper and advanced it to a full color magazine in the winter of 1998. In the four years since Racer X Illustrated has grown into the motocross industry leader. Coombs also works as the ABC and ESPN2 commentator for EA SPORTS Supercross. The Coombs family is responsible for the Loretta Lynn’s Amateur National Motocross Championships, the Grand National Cross Country Series, renowned outdoor motocross tracks like High Point Raceway and Steel City Raceway (both in Pennsylvania) and countless amateur motocross events.
This just in:
Dear Editor Ulrich,
It was with great satisfaction that I cast my ballot for Mr. Kevin Schwantz as my AMA Board of Trustees representative from the Southeast Region (2). I have been an AMA Extra Mile member for a few years now, because I believe in the importance of insuring the rights of motorcyclists in increasingly litigious legal and socialist political environments. However, I am convinced the current membership of the board is no longer representative of the AMA membership. Over the past few years, I have been persuaded of this alienation by such gross acts of incompetence as the money-losing, legal wrangling with the professional racing, joint-venture partner and the mishandling of safety issues related to rain tires and protective barriers.
You have my respect and thanks for your willingness to subject yourself to personal and professional persecution, as well as taking up the slack on safety when the people appointed and empowered to do the job failed the AMA membership.
Put plainly, I’m embarrassed to be associated with the AMA and, if things don’t change soon, I’ll no longer support them. I belong to MRF and MARRC, organizations that are keenly aware of and support enthusiastically the interests of their members. These outfits are run by motorcyclists for motorcyclists. There is ample evidence, provided by yourself and others, that the same can no longer be said, without qualification, of the AMA. Sad, isn’t it?
I’ve cast my ballot for change. If it doesn’t occur, I’ll change myself into a former member, the vote that hurts.
Sincerely,
S.D. Smith
AMA 572649
MARRC 2567
MRF 01012503
From a press release:
GALFER BRAKES is now accepting racing resumes for the following 2002 race season. Please send all your resumes to:
Galfer Brakes c/o
Chris Villasenor
57 W. Mc Farlane
Ventura Ca 93001
Last year, Galfer Brakes was present in over 17 racetrack events in the west coast and for the following racing season Galfer besides offering racetrack support and technical help will also offer to all race teams using Galfer rotors the possibility of having the rotors cleaned (Bead Blasted) at least 2 times free of charge, keeping the rotors always clean and race ready.
From a press release:
Aprilia Racing Press Information
Noale, 14 December 2001
Regis Laconi official rider for the Aprilia MotoGP RS3
This just in:
First of all, I’d like to thank you and your publication for doing a great job with the Air Fence Fund and keeping an eye on the unscrupulous bandits currently running the AMA. You are truly looking out for the best interests of national-level racing and more importantly, the racers.
I just finished perusing the AMA’s press release dated 12/4/01 (actually issued 12/14/01) regarding rule changes for the 2002 road race season. Since I occasionally race the Pro Thunder class and have only one road race bike, I took particular interest in the new rule that allows Pro Thunder spec. machines in the 750 SuperSport class. Although I do not completely understand the logic behind this rule change I am somewhat happy about it since I will benefit from it effectively doubling my track time. (I can almost hear Kurtis Roberts incessant whining about backmarkers and slow guys in practice as I write this. Thankfully he won’t be riding a 600 much next year and won’t often be in 750SS practice.)
As I selfishly stated, I like this rule because it benefits me. The problem I have with it is the way it is written, particularly the last line: “The Pro Thunder minimum weight limit of 380 pounds will apply.” I am somewhat confused by this simple verbiage. If you had no knowledge of the history of the Pro Thunder weight limit rule or the actual Pro Thunder minimum weight rule as it stands now this would be a perfectly clear statement and there would be no room for confusion or misinterpretation.
History:
-In the late autumn of 2000 the AMA announced a rule change that would require ALL machines racing in the Pro Thunder class to weigh a minimum of 380 pounds.
-The announcement above was not taken lightly by many of the competitors, particularly those racing Suzuki SV650s or custom single cylinder bikes that would have had to add significant amounts of weight to their machines that were already at a power deficit compared to Ducati 748s or semi-factory Buells in the class. Many of us wrote letters to the AMA and everyone else we could think of to try to get the rule reversed.
-Success! On February 9, 2001 the AMA released a bulletin that removed the Pro Thunder weight minimum from the following “displacement sub classes”: “Unlimited displacement single cylinders” and “600cc-850cc 4-stroke liquid cooled twin cylinders (except desmodronic)”(sic)
-At the V.I.R. round in September 2001, Chris Normand rode his SV 650 to 3rd place in Pro Thunder. AMA tech promptly disqualified Normand for being under the weight limit at the post race inspection. They didn’t even know their own rules! After a lengthy battle w/ the AMA Nornand was reinstated as the 3rd place finisher and months later they actually revised the results on their website to reflect this.
Bottom Line:
The point of this overly-drawn-out ramble is this: The new rule is stated as “The Pro Thunder minimum weight limit of 380 pounds will apply.” Does this mean that ALL Pro Thunder spec bikes running in the 750SS will be required to have a minimum weight of 380 pounds? OR Does it mean that the Pro Thunder minimum weight RULE will be used as it stands now, with an exception for the aforementioned “displacement sub classes”?
Thank You,
Tyler Sandell
Seattle, WA
WMRRA #13
STTARRS NW #1
AMA PT #51
(I hate it when people add this kind of ego-boosting crap to their sig line but I want you to know that I am an actual racer albeit, a slow, old guy.)
PS: I will be sending an edited version of this letter to AMA Pro Racing.
In reaction, this in from Dustin Moore:
Regarding AMA rule change release: 750SS class
I am a racer like many out there who heard earlier this year that the AMA was considering allowing the Buells and Ducati 748s in the 750SS class. I think this is the one of the more ridiculous things I have seen them do to date. My reason is very simple, and really applies more the the Ducati 748 than the Buell.
In my opinion (competitive or not) the displacement of the Buell does warrant its involvement in 750SS, assuming Harley could produce a competitive “SuperSport” version of their bike, or be allowed the similar blatant advantages as they have in the Pro Thunder Series (and still they don’t win the title ?????).
Unless I am mistaken the 750SS class is a theoretically a “Production-based SuperSport” class, and there is NO WAY a non-748RS Superbike will have any chance to win. Therefore by allowing 748RS Superbikes(Pro Thunder Spec minus slicks) to compete, it is possible given the right conditions and rider that the 748RS will win a race or even several. But the point is, it is no longer a “Production” or “SuperSport” class and that defeats the purpose of its rule base.
This is a simple matter in the European, FIM, WERA, and FUSA-sanctioned events, and I cannot understand why it’s so complicated for the AMA to understand/accept that 600-750cc water-cooled Twins belong in 600SS, and 751-1000cc water-cooled Twins belong in 750SS. And obviously the manufacturers of these Twins should be subject to the same “production Supersport class” rules that the Inline-4s are. But this decision is absolutely RIDICULOUS. Yet one more thing added to the AMA’s pile of gross mistakes in the management of this sport.
Copyright 2001, Roadracing World Publishing, Inc.
Former (2000) Formula USA Champion Grant Lopez is close to finalizing a deal to ride for Hooters Suzuki in 2002.
If the deal goes through, Lopez will be reunited with mechanic Chuck Giachetto, who worked on Lopez’s bikes in 1999.
The team plans to run the Formula USA Series with a few appearances in AMA 750cc Supersport.
From a pair of press releases issued by Willow Springs Raceway:
Lawson and Rainey Test, Design New Tracks at Willow Springs
Short Course and Paved Oval Add New Dimensions to Testing, Tuning, and Racing
Willow Springs International Motorsports Park owner Bill Huth announced today the completion of one new road course and the commencement of construction on another at his historic Willow Springs International Motorsports Park.
The newest addition to the Willow Springs complex is the Balcony Short Course, a multi-configuration track ideal for photography, testing, and training. The new circuit measures a little more than a mile in length, with several different configurations available. The course includes tight, circular turns, sweeping turns, straights, and a slight elevation rise in one section for suspension variations.
World Champion motorcycle racers Eddie Lawson and Wayne Rainey were the first to test the new track. Lawson and Rainey showed up with their high-performance World SuperKarts for a test session that turned into an impromptu race. “This new circuit is another great opportunity for drivers and riders to test their equipment in a safe environment,” said Lawson. “It’s a lot of fun, with plenty of cornering and enough straightaway for us to get up to around 80 mph.”
Rainey agreed. “This is a perfect place to work on technique, and to learn more about high performance riding or driving without the real high speeds,” the World Champion commented. “We were testing a new brake system on my kart, which is a special design from Dan Gurney’s All American Racers. When you combine this track with the Streets of Willow and the main road course, you’ve got a place where you test any sort of equipment, at any speed. It’s a place you can work the bugs out, and have a lot of fun doing it.”
Lawson and Rainey also collaborated with Bill Huth to design a 1/4-mile paved oval which will be located in the Walt James Stadium, also located in Willow Springs Motorsports Park. The Walt James Stadium houses a 3/8-mile clay oval ideal for dirt track racing. The new paved oval will be situated inside the clay oval to allow plenty of runoff room for automobile and motorcycle racing and testing.
“We’ve needed this track for a long time,” commented Lawson. “It’s perfect for the SuperKarts, and could easily work as a test track for Formula Atlantic and Indy Lights cars. With no concrete walls, and 50 feet of dirt runoff area, there’s really very little danger.” Lawson noted that a two-car team testing at a track with concrete walls usually has to write off the cost of one car per session, due to damage from contacting the solid wall. “One wrong move will put a car into the wall, which can mean hundreds of thousands of dollars in damage. That wrong move here at Willow’s new paved oval simply means a spinout into the dirt, and a tow back to the pits. Just that savings alone should be an incentive for teams to test here.”
The new track is also expected to be an ideal raceway for the World SuperKart series, where Lawson and Rainey excel. “We should easily be able to hit top speeds of over 100 mph on this new oval,” said Lawson, “and the cornering will be awesome. We’re really looking forward to seeing it finished, and being the first to test here.”
The new paved oval will feature 40-foot-wide straights with 50-foot-wide banked corners, allowing plenty of room for passing. The final asphalt cap will be a special, high-traction blend that resists buckling in heat or under extreme cornering loads. These features will make it one of best tracks in country for both racing and testing.
Construction on the new paved oval is nearly completed, with an anticipated opening date of January 15, 2002. The Balcony Short Course is complete and is now available for rental.
Willow Springs International Motorsports Park is a 600-acre complex of six racetracks embracing nearly every conceivable motorsports discipline. In addition to the historic 2.5-mile road course, the Willow Springs facility includes the Streets of Willow, a 1.5-mile, 14-turn multi-configuration road course ideal for testing, club racing, and schools; a 1/4-mile paved oval; a 3/8-mile clay oval; a .625-mile Karting track; and the just-completed Chucker Ridge Circuit. The facility also has an off-road driving and riding area for testing of off-road vehicles.
Willow Springs Motorsports Park Waives Entrance Fees
Spectators to be Admitted at No Charge
Willow Springs Raceway owner Bill Huth announced today that all entrance fees for spectators will be waived until further notice. The gate fee for all entrants has been a modest ten dollars for many years. This fee will now be eliminated altogether.
“A lot of folks are having a tough time right now,” explained Huth, who has owned the 600-acre motorsports complex since 1962. “We thought the timing was right to give something back to people. It’s not hard to lighten your wallet by fifty dollars or so just taking the family to the movies. That money could mean a good deal to some people. A day at the races is as much fun as anything else out there, and now it’s free for spectators.” Huth, 77, was born just before the onset of the Great Depression and understands all too well what it’s like to face challenges. He and his brother Gerry also served in the military during World War II, and have vivid memories of that era. “During times like these, people have to come together,” Huth continued. “I hope some of them will come to my racetrack and enjoy themselves.”
Free entrance will be available for spectators only. Competitors and spectators who wish to visit the pit areas will continue to pay a ten dollar fee.
Willow Springs International Motorsports Park, a registered California State Point of Historical Interest, is a 600-acre complex of six racetracks embracing nearly every conceivable motorsports discipline. In addition to the historic 2.5-mile road course built in 1953, the Willow Springs facility includes the Streets of Willow, a 1.5-mile, 14-turn multi-configuration road course ideal for testing, club racing, and schools; a mile paved oval; a 3/8-mile clay oval; a .625-mile Karting track; and just-completed 1/4-mile testing and tuning circuit which has yet to be named. The facility also has an off-road driving and riding area for testing of off-road vehicles. The park is located about an hour north of Los Angeles, California near Lancaster.
For more information, please contact Willow Springs International Motorsports Park at (661) 256-6666.
