7:00 p.m. Bike Week

7:30 p.m. Motorcyclist

8:00 p.m. Kawasaki Dream Rides

9:00 p.m. National Arenacross Series

10:00 p.m. National Arenacross Series

11:00 p.m. American Thunder

11:30 p.m. High Octane

12:00 a.m. Bike Week

12:30 a.m. Motorcyclist

1:00 a.m. Kawasaki Dream Rides

2:00 a.m. National Arenacross Series

3:00 a.m. National Arenacross Series

All times are Eastern.

Copyright 2002, Roadracing World Publishing, Inc.

Dunlop Tires’ 2002 contingency program posts cash and certificates totaling $1,183,325 in 11 different racing organizations.

Dunlop pays cash for posted AMA National finishes and issues certificates good toward the purchase of Dunlop tires for posted finishes in AFM, CCS, SMRI, OMRRA, CRA, MRA, WMRRA, WSMC, RPM/WERA, and FUSA/FUSA Pro-AM races.

The following are the race contingency payout amounts announced by Dunlop:

AMA Superbike
$1000
$500
$250
$50
$50
Championship bonus
$10,000

AMA 250cc Grand Prix
$500
$300
$200
$50
$50
Championship bonus
$1000

AMA 600cc Supersport
$1000
$500
$250
$50
$50
Championship bonus
$10,000

AMA 750 Supersport
$500
$300
$200
$50
$50
Championship bonus
$1000

AMA Formula Xtreme
$500
$300
$200
$50
$50
Championship bonus
$1000

AMA Pro Thunder
$300
$200
$100
$50
$50
Championship bonus
$500

WSMC Formula 1
$400
$250
$150
$100
$50

WSCM Formula 3
$100
$80
$60
$40
$30

WSMC Open Superstock
$300
$200
$100
$50
$50

WSMC 750cc Superstock
$300
$200
$100
$50
$30

WSMC 600cc Superstock
$300
$200
$100
$50
$30

WSMC 0-500cc Novice
$100
$80
$60
$40
$30

WSMC 501-650cc Novice
$200
$100
$50
$40
$30

WSMC 651-Open Novice
$200
$100
$50
$40
$30

WSMC Aprilia Cup
$100
$80
$60
$40
$30

WSMC BOTT Middleweight
$100
$80
$60
$40
$30

WMRRA Open Supersport
$300
$200
$100
$50
$30

WMRRA 750cc Supersport
$300
$200
$100
$50
$30

WMRRA 600cc Supersport
$300
$200
$100
$50
$30

WMRRA Formula Ultra
$150
$100
$75
$50
$30

WMRRA Formula Thunder
$150
$100
$75
$50
$30

WMRRA 650cc Supersport Twins
$150
$100
$75
$50
$30

WMRRA 450cc Superbike
$150
$100
$75
$50
$30

WMRRA 600cc Superbike
$100
$80
$60
$40
$30

WMRRA125cc GP (Formula 3)
$100
$80
$60
$40
$30

WMRRA Open Endurance
$100
$80
$60
$40
$30

WMRRA Middleweight Endurance
$100
$80
$60
$40
$30

WMRRA Lightweight Endurance
$100
$80
$60
$40
$30

MRA Race of the Rockies
$200
$150
$100
$75
$50

MRA Open Supersport
$150
$100
$75
$50
$40

MRA Heavyweight Supersport
$150
$100
$75
$50
$40

MRA Middleweight Supersport
$150
$100
$75
$50
$40

MRA Open Superbike
$150
$100
$75
$50
$40

MRA Heavyweight Superbike
$150
$100
$75
$50
$40

MRA Middleweight Superbike
$150
$100
$75
$50
$40

MRA Amateur GTO
$150
$100
$75
$50
$40

MRA Amateur GTU
$150
$100
$75
$50
$40

MRA Novice GTO
$150
$100
$75
$50
$40

MRA Novice GTU
$150
$100
$75
$50
$40

MRA Sport Twins GTO
$150
$100
$75
$50
$40

MRA Sport Twins GTU
$150
$100
$75
$50
$40

CRA Unlimited Supersport
$150
$100
$80
$60
$40

CRA HEAVYWEIGHT SUPERSPORT EXPERT
$150
$100
$80
$60
$40

CRA MIDDLEWEIGHT SUPERSPORT EXPERT
$150
$100
$80
$60
$40

CRA LIGHTWEIGHT SUPERSPORT EXPERT
$80
$60
$50
$40
$30

CRA HEAVYWEIGHT SUPERSPORT NOVICE
$80
$60
$50
$40
$30

CRA MIDDLEWEIGHT SUPERSPORT NOVICE
$80
$60
$50
$40
$30

CRA LIGHTWEIGHT SUPERSPORT NOVICE
$80
$60
$50
$40
$30

CRA SPORT TWINS EXPERT
$80
$60
$50
$40
$30

CRA SPORT TWINS NOVICE
$80
$60
$50
$40
$30

OMRRA OPEN SUPERSPORT
$300
$200
$100
$50
$30

OMRRA 750cc SUPERSPORT
$300
$200
$100
$50
$30

OMRRA 600cc SUPERSPORT
$300
$200
$100
$50
$30

OMRRA450cc SUPERSPORT
$300
$200
$100
$50
$30

OMRRA FORMULA UNLIMITED
$150
$100
$75
$50
$30

OMRRA 650cc GP TWINS
$150
$100
$75
$50
$30

OMRRA 250cc GP
$100
$80
$60
$40
$30

OMRRA 125cc GP
$100
$80
$60
$40
$30

OMRRA OPEN ENDURANCE
$100
$80
$60
$40
$30

OMRRA MIDDLEWEIGHT ENDURANCE
$100
$80
$60
$40
$30

OMRRA LIGHTWEIGHT ENDURANCE
$100
$80
$60
$40
$30

SMRI UNLIMITED GP
$150
$100
$80
$60
$40

SMRI OPEN SUPERBIKE
$100
$80
$60
$40
$30

SMRI HEAVYWEIGHT SUPERBIKE
$100
$80
$60
$40
$30

SMRI MIDDLEWEIGHT SUPERBIKE
$100
$80
$60
$40
$30

SMRI SUPER TWINS
$80
$60
$40
$30
$25

SMRI NOVICE OPEN
$80
$60
$40
$30
$25

SMRI NOVICE GTO
$80
$60
$40
$30
$25

SMRI NOVICE GTU
$80
$60
$40
$30
$25

CCS SUPERSPORT UNLIMITED EXPERT
$125
$100
$80
$60
$40

CCS SUPERSPORT HEAVYWEIGHT EXPERT
$125
$100
$80
$60
$40

CCS SUPERSPORT MIDDLEWEIGHT EXPERT
$125
$100
$80
$60
$40

CCS SUPERSPORT LIGHTWEIGHT EXPERT
$80
$60
$50
$40
$30

CCS SUPERSPORT UNLIMITED AMATEUR
$60
$50
$40
$30
$20

CCS SUPERSPORT HEAVYWEIGHT AMATEUR
$60
$50
$40
$30
$20

CCS SUPERSPORT MIDDLEWEIGHT AMATEUR
$60
$50
$40
$30
$20

CCS SUPER SPORT LIGHTWEIGHT AMATEUR
$60
$50
$40
$30
$20

CCS SUPERBIKE HEAVYWEIGHT EXPERT
$125
$100
$80
$60
$40

CCS SUPERBIKE MIDDLEWEIGHT EXPERT
$100
$80
$60
$40
$30

CCS SUPERBIKE LIGHTWEIGHT EXPERT
$80
$60
$50
$40
$30

CCS SUPERBIKE HEAVYWEIGHT AMATEUR
$60
$50
$40
$30
$20

CCS SUPERBIKE MIDDLEWEIGHT AMATEUR
$60
$50
$40
$30
$20

CCS SUPERBIKE LIGHTWEIGHT AMATEUR
$60
$50
$40
$30
$20

CCS GT (SPRINT) GTO EXPERT
$100
$80
$60
$40
$30

CCS GT (SPRINT) GTU EXPERT
$100
$80
$60
$40
$30

CCS GT (SPRINT) GTL EXPERT
$100
$80
$60
$40
$30

CCS GT (SPRINT) GTO AMATEUR
$60
$50
$40
$30
$20

CCS GT (SPRINT) GTU AMATEUR
$60
$50
$40
$30
$20

CCS GT (SPRINT) GTL AMATEUR
$60
$50
$40
$30
$20

CCS SUPERTWINS EXPERT
$80
$60
$40
$30
$20

CCS SUPERTWINS AMATEUR
$60
$50
$40
$30
$20

AFM FORMULA PACIFIC
$400
$250
$150
$80
$40

AFM 750cc PRODUCTION
$300
$200
$100
$50
$40

AFM 600cc PRODUCTION
$300
$200
$100
$50
$40

AFM FORMULA 2
$150
$100
$80
$60
$40

AFM FORMULA 3
$80
$60
$50
$40
$30

AFM OPEN SUPERBIKE
$100
$80
$60
$40
$30

FUSA SUPERBIKE
$600
$400
$300
$200
$100

FUSA SPORTBIKE
$600
$400
$300
$200
$100

FUSA BUEL LIGHTNING
$200
$100
$75
$50
$30

FUSA PRO-AM THUNDERBIKES
$200
$100
$75
$50
$30

FUSA PRO-AM OPEN GRAND PRIX
$200
$100
$75
$50
$30

FUSA PRO-AM TEAM CHALLENGE GTO
$200
$100
$75
$50
$30

FUSA PRO-AM TEAM CHALLENGE GTU
$200
$100
$75
$50
$30

FUSA PRO-AM TEAM CHALLENGE GTL
$200
$100
$75
$50
$30

FUSA PRO-AM 600cc SUPERSPORT AMATEUR
$200
$100
$75
$50
$30

FUSA PRO-AM OPEN SUPERSPORT AMATEUR
$200
$100
$75
$50
$30

RPM/WERA ENDURANCE-UNLIMITED SUPERBIKE
$300
$200
$150
$100
$50

RPM/WERA ENDURANCE-MIDDLEWEIGHT SUPERBIKE
$300
$200
$150
$100
$50

RPM/WERA ENDURANCE-LIGHTWEIGHT SUPERBIKE
$300
$200
$150
$100
$50

RPM/WERA SPORTSMAN “A” OPEN SUPERSTOCK EXPERT
$125
$100
$80
$60
$40

RPM/WERA SPORTSMAN “B” 750cc SUPERSTOCK EXPERT
$125
$100
$80
$60
$40

RPM/WERA SPORTSMAN “C” 600cc SUPERSTOCK EXPERT
$125
$100
$80
$60
$40

RPM/WERA SPORTSMAN “B” 750cc SUPER STOCK NOVICE
$100
$80
$60
$40
$30

RPM/WERA SPORTSMAN “C” 600cc SUPERSTOCK NOVICE
$100
$80
$60
$40
$30

RPM/WERA SPORTSMAN LIGHTWEIGHT TWINS EXPERT
$100
$80
$60
$40
$30

RPM/WERA SPORTSMAN LIGHTWEIGHT TWINS NOVICE
$100
$80
$60
$40
$30


WERA SPORTSMAN “A” OPEN SUPERSTOCK EXPERT
$125
$100
$80
$60
$40

WERA SPORTSMAN “B” 750cc SUPERSTOCK EXPERT
$125
$100
$80
$60
$40

WERA SPORTSMAN “C” 600cc SUPERSTOCK EXPERT
$125
$100
$80
$60
$40

WERA SPORTSMAN “B” 750cc SUPERSTOCK NOVICE
$100
$80
$60
$40
$30

WERA SPORTSMAN “C” 600cc SUPERSPORT NOVICE
$100
$80
$60
$40
$30

WERA SPORTSMAN LIGHTWEIGHT TWINS EXPERT
$100
$80
$60
$40
$30

WERA SPORTSMAN LIGHTWEIGHT TWINS NOVICE
$100
$80
$60
$40
$30

WERA NATIONAL CHALLENGE SERIES –”A” OPEN SUPERSTOCK EXPERT
$200
$125
$80
$60
$40

WERA NATIONAL CHALLENGE SERIES-“B” 750cc SUPERSTOCK EXPERT
$200
$125
$80
$60
$40

WERA NATIONAL CHALLENGE SERIES-“C” 600cc SUPERSTOCK EXPERT
$200
$125
$80
$60
$40

WERA NATIONAL CHALLENGE SERIES-“B” 750cc SUPERSTOCK NOVICE
$100
$80
$60
$40
$30

WERA NATIONAL CHALLENGE SERIES-“C” 600cc SUPERSTOCK NOVICE
$100
$80
$60
$40
$30

WERA NATIONAL CHALLENGE SERIES LIGHTWEIGHT TWINS EXPERT
$80
$60
$50
$40
$30

WERA NATIONAL CHALLENGE SERIES LIGHTWEIGHT TWINS NOVICE
$80
$60
$50
$40
$30

WERA NATIONAL ENDURANCE HEAVYWEIGHT SUPER STOCK
$500
$300
$200
$100
$50

WERA NATIONAL ENDURANCE MIDDLEWEIGHT SUPERSTOCK
$500
$300
$200
$100
$50

Copyright 2002, Roadracing World Publishing, Inc.

Reigning AMA 250cc Grand Prix Champion Jimmy Filice tested at the Streets of Willow Monday, on the Kawasaki ZX-6R he’ll race in the 2002 AMA 600cc Supersport class.

Filice’s program is being run by James Siddall of World Sports Racing, the team that won the AMA 250cc Grand Prix Championship three times, twice with Chuck Sorensen (1999 and 2000) and once with Filice (2001).

Filice tested during a Fastrack Riders day at the Rosamond, California course.

Copyright 2002, Roadracing World Publishing, Inc.

Chuck Chouinard, the racer AMA officials disqualified from the 750cc Supersport race at Loudon and then suspended for his reaction to the DQ, is seen in a full-page ad for the AMA Superbike Series in the latest issue of the AMA magazine.

The ad appears on page 72 of the March issue of American Motorcyclist.

Chouinard was suspended for a year and will not be eligible to compete with AMA again until June of 2002.

The ad features a photo, shot from behind at Loudon, of Chouinard leading three other riders in 750cc Supersport action.

The headline reads
See The Best
At Any Angle!

A Chevy Trucks U.S. Superbike Championship logo appears in between See The Best and At Any Angle!

The bottom part of the ad features the 2002 Series schedule along with logos for AMA Pro Racing, Pro Honda Oils and Chemicals U.S. Supersport Championship (formerly known as 600cc Supersport), Speed Channel and Fox Sports Net.

The ad does not have any mention of the Superstock (formerly 750cc Supersport) class seen in the photo, nor does it mention any other AMA classes.

From a press release issued by Clear Channel Entertainment–Motor Sports:

LAWSUIT DISMISSED AGAINST CLEAR CHANNEL ENTERTAINMENT – MOTOR SPORTS

AURORA, Ill. (December 19, 2002) – Clear Channel Entertainment – Motor Sports and AMA Pro Racing entered into an agreement on December 17, 2002 prior to a scheduled court hearing concerning the THQ World Supercross GP and the AMA Supercross Series. AMA Pro had claimed that it never agreed that the U.S. supercross events produced by Clear Channel would be part of a FIM World Championship Series and in late November filed a lawsuit asking a federal judge to enjoin Clear Channel from advertising these events as part of the THQ World Supercross GP.

Clear Channel responded by filing with the court last Friday an evidentiary submission proving that AMA Pro’s claims were baseless. The evidence included an April 12, 2002 joint press release by AMA Pro and Clear Channel that was reprinted in the June edition of the American Motorcyclist Magazine, the ‘official publication’ of the AMA, which confirmed that the Clear Channel events would be rounds in both the AMA Supercross Series and the FIM World Supercross Championship Series. Clear Channel also submitted to the court an agreement signed by AMA Pro Chairman P.J. Harvey on April 6, 2002 specifically agreeing that the events would be run in order to count as part of the world championship.

“AMA Pro had tried to avoid the clear language of its agreements with Clear Channel concerning the fact that the U.S. events produced by Clear Channel constitute rounds within the THQ World Supercross GP international supercross series. In fact, AMA Pro also alleged that the agreement signed by its Chairman of the Board of Directors in April of this year was ‘without authority.’ However, it soon became obvious that AMA Pro’s attempt to retract its agreement on this issue lacked credibility,” said Ken Hudgens, vice president of marketing for Clear Channel.

“Since the AMA Supercross Series events produced by Clear Channel are part of the THQ World Supercross GP championship series, the FIM is required to certify the events for that purpose. The FIM race director will be present at the U.S. events for the purpose of deciding whether such events will count toward the FIM Supercross World Championship. There was no dispute between AMA Pro and Clear Channel over which entity would provide the officials for the events, or the rules that would apply. The U.S. races will be officiated by AMA Pro and run under the AMA Pro rules that had already been adopted by the FIM with limited exceptions for fuel, all of which is consistent with the existing agreements between Clear Channel and AMA Pro. We would never have agreed to increase the AMA Pro fees by four times and not expect them to perform the very sanctioning services for which we are paying,” adds Charlie Mancuso, president of Clear Channel Entertainment’s motor sports division.

Hudgens said, “Additionally, AMA Pro unsuccessfully attempted to prevent us from advertising the world supercross championship as the THQ World Supercross GP. In that regard, we simply agreed that our promotion and advertising pertaining to the U.S. events that mention the THQ World Supercross GP will give equally prominent mention to the AMA Supercross Series. We have not violated our agreements with AMA Pro. The filing of this lawsuit did not result in any finding whatsoever against Clear Channel Entertainment – Motor Sports. The lawsuit has been dismissed with prejudice.”

Hudgens went on to add, “The manner in which AMA Pro has attempted to ‘spin’ the agreement reached Tuesday is inappropriate and not reflected by the facts. We had planned on following our guideline of not commenting in public on business disputes, and just going about our business of producing top quality supercross events in the United States and throughout the world in conjunction with Dorna relative to the international rounds. However, as a result of continued misstatements of the facts, we are forced to publicly comment in order to accurately state what actually occurred in this matter.

“We believe the public recognizes that Clear Channel’s 29-year investment of time, money and personnel has been a significant contributing factor to the enormous success and growth experienced in the sport of supercross for the benefit of motorcycle enthusiasts, riders, sponsors and others that are involved in the supercross industry.

“Moreover, the FIM has been extremely cooperative and flexible with respect to the creation of a world supercross series. We are completely confident that no one has any intentions to ‘take over’ AMA Pro’s role in the national series. Why would we allow that? For years we have been, and remain, AMA Pro’s best and highest paying customer,” concluded Hudgens.

From an AMA press release:

SPEED CHANNEL TO FEATURE SEVEN HOURS OF LIVE DAYTONA BIKE WEEK ROAD RACE COVERAGE

PICKERINGTON, Ohio — Speed Channel continues to set new standards for live coverage of the AMA Chevy Trucks U.S. Superbike Championship. This March the network will feature seven hours of live road-racing coverage from Daytona International Speedway, culminating with the live broadcast of the 61st edition of the Daytona 200 by Arai on Sunday, March 10 at 12:30 p.m. Eastern.

“Speed Channel’s live coverage commitment to Daytona’s AMA Pro Racing events events is validation of the growth and appeal our motorcycle racing properties” says, John C. Farris, Jr., vice president commercial development, AMA Pro Racing. “Riders, Teams and Sponsors will all benefit from the increased coverage and the strong appeal of live racing coverage, it’s a win win situation for all stakeholders involved in the sport”.

This year’s coverage kicks off with AMA Chevy Trucks U.S. Superbike final qualifying from 1-2 p.m. (EST) on Friday, March 8. The starting grid for the Daytona 200 will be determined during this coverage, and as usual, you’ll want to be watching the closing minutes of qualifying when the lap times really start to fall. Defending champ Mathew Mladin is the official track-record holder, turning a 1:48.424 (118.203) on his Yoshimura Suzuki in qualifying last year.

The coverage then moves right into the opening round of the 2002 Genuine Suzuki Accessories Superstock class starting at 3 p.m. on Friday. Jimmy Moore will be sporting the No. 1 plate on his Corona Extra Suzuki and opening his title defense in the series, but could face some stiff competition. The always powerful Valvoline EMGO Suzuki squad has Chris Ulrich, who had one win in the class last year. Also look for the Hooters Suzukis ridden by Michael Barnes and Larry Pegram, along with Arclight Suzuki’s Lee Acree and Craig Connell. Young Jason DiSalvo is slated to race in Superstock as well. DiSalvo, former AMA Horizon Award winner, is returning to America after racing in the European championships.

Capping off the coverage on Friday is live coverage of the 16th running of Daytona’s opening race of the 2002 Pro Honda Oils U.S. Supersport Championship, from 3-4 p.m. Over the years this race has consistently provided some of the closest and most memorable racing action at Daytona. It’s the race where the manufacturers bring out all their big guns to win what is without question the single most important race in terms of sport bike sales for the season. The manufacturer that wins the Daytona Supersport race is almost assured a great year on showroom floors across America. For the past decade Miguel Duhamel has been the King of AMA Supersport. The Canadian has won the Daytona race six times. The list of former Daytona Supersport winners reads like a who’s who of motorcycle racing and includes such legends as Doug Polen, Doug Chandler, Mike Smith and John Kocinski.

On Sunday, March 10, the MBNA 250 Grand Prix race gets things warmed up live at 10:30 am. Rich Oliver is the five-time defending winner of the Series. 2001 Series Champ, Jimmy Filice, won’t be defending his title, as he moves on to contest the Supersport title aboard a Kawasaki.

The Daytona 200 by Arai, the granddaddy of American motorcycle races, wraps up Speed Channel’s live coverage of the 2002 Daytona Bike Week. The network will provide flag-to-flag coverage of the 61st running of the prestigious race. Aussie Superbike sensation Mat Mladin will ride the No.1 Yoshimura Suzuki and attempt to become the first rider in the history of the 200 to win three-in-a-row.

2002 BIKE WEEK SPEED CHANNEL BROADCAST SCHEDULE


Friday, March 8, Chevy Trucks U.S. Superbike Qualifying, 1 p.m.-2 p.m.

Friday, March 8, Pro Honda Oils Supersport Final, 2 p.m.-3 p.m.

Friday, March 8, Genuine Suzuki Accessories Superstock Final, 4 p.m.-5 p.m.

Sunday, March 10, Chevy Trucks U.S. Superbike Final/Daytona 200, 12:30 p.m.-3:30 p.m.

Sunday, March 10, MBNA 250 Grand Prix Final, 10:30 a.m.-11:30 a.m.

All times are Eastern. Check local listing for times in your area and keep posted to SpeedTV.com for the latest updates.

AMA Pro Racing is the leading sanctioning body for professional motorcycle sport in the United States. For more information about AMA Pro Racing, visit www.amaproracing.com.

From an AMA press release:

AMA PROGRESSIVE INSURANCE U.S. FLAT TRACK OPENER
TO BE TELEVISED IN PRIME TIME

PICKERINGTON, Ohio — Speed Channel will broadcast the opening round of the 2002 AMA Progressive Insurance U.S. Flat Track Championship from Daytona Beach, Fla. The race, held on Daytona Beach’s Municipal Stadium’s short track, will be shown on Tuesday, March 19 at 8 p.m. Eastern.

“Prime-time television coverage of AMA Flat Track is a great kick-off to this year’s championship battle” John C. Farris, Jr., vice president commercial development, AMA Pro Racing.

The broadcast of the AMA Grand National opener is part of an unprecedented seven hours of Speed Channel coverage from Daytona Bike Week 2002. It shows a great commitment by the network to make motorcycle racing an integral part of its programming.

The Daytona short track has traditionally been one of the hardest races to predict. Over the years a number of surprise winners emerged from tight races on the crushed limestone oval that play before packed grandstands each year.

Two-time Daytona short track winners Terry Poovey and Chris Carr will attempt to tie the late Will Davis’ record of three wins this March. Carr won the race in 1992 and 1994, while Poovey took the honors in 1997 and 2000. Carr is the defending series champ and will be opening his title defense at Daytona.

Check your local listings for exact times of the broadcast and visit SpeedTV.com to keep up with all that is going on with Speed Channel.

For immediate post-race results, points, in-depth series and rider information, regular columnists and much more, log onto www.1800FlatTrack.com, the official website of the AMA Progressive Insurance U.S. Flat Track Championships.

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”.