Copyright 2001, Roadracing World Publishing, Inc.

Vesrah Suzuki won the 2001 WERA National Endurance Championship with a victory in Friday’s 4-hour at Road Atlanta, during the WERA Grand National Finals.

Tray Batey and Chris Ulrich each rode two stints on the Vesrah Suzuki GSX-R1000, winning by 3 laps.

The finish made Chris Ulrich the first second-generation National Endurance Champion in the 26-year history of the WERA National Endurance Series. John Ulrich co-rode to the title in 1983 and 1984.

The race was red-flagged near the end of the first hour for crash-debris clean-up; the race was stopped for 28 minutes and 44 seconds.

Team Pennzoil’s Chris “Opie” Caylor and Jamie Lane finished second overall on a GSX-R750 and were running in second place, on the same lap, when Caylor ran out of gas in the closing moments of the race.

Army of Darkness finished third overall, on the same lap as Pennzoil.

Vesrah Suzuki won five out of nine series events and won the 2001 title by 48 points.

Results follow:

1. Vesrah Suzuki, GSX-R1000, Heavyweight Superbike, 134 laps

2. Team Pennzoil, GSX-R750, Heavyweight Superbike, 131 laps

3. Army of Darkness, GSX-R600, Middleweight Superbike, 131 laps

4. Loudoun Motorsports Racing, GSX-R1000, Heavyweight Supersport, 130 laps

5. Triad Racing, GSX-R600, Middleweight Superbike, 130 laps

6. Ridge Racing, GSX-R1000, Heavyweight Supersport, 128 laps

7. Team Chaos, GSX-R600, Middleweight Supersport, 127 laps

8. SB Motorsports, GSX-R600, Middleweight Superbike, 126 laps

9. Leaning Lizard Racing, ZX-6R, Middleweight Superbike, 126 laps

10. Velocity Crew, GSX-R600, Middleweight Superbike, 126 laps

25. Maryland Motorsports, SV650, Lightweight Superbike, 116 laps

Copyright 2001, Roadracing World Publishing, Inc.

By David Swarts

Novice Joe Kimble became the second racer to slam into Air Fence during the WERA Grand National Finals at Road Atlanta.

Kimble lowsided his Suzuki GSX-R750 in turn four, a fast right-hand turn in the esses, while trying to improve his lap times on Thursday.

Kimble said that he separated from his bike and then slid face-down, head-first into Air Fence lining the corner.

Kimble got to his feet before safety workers arrived on the scene.

Kimble later went to the Road Atlanta media center, looking for representatives of Roadracing World to say thanks and to make a $100 donation to the Roadracing World Air Fence Fund.

“I don’t think I would be here talking to you if it (Air Fence) hadn’t been there,” said Kimble.

Copyright 2001, Roadracing World Publishing, Inc.

By David Swarts

The racing version of the Buell XB-9R Firebolt made its public debut at Road Atlanta on Thursday, October 25 during practice for the WERA Grand National Finals and Saturday’s AMA Pro Thunder finale.

And a total of seven top-level Buell riders have descended on the AMA/WERA Pro Thunder finale in a coordinated attempt to wrestle the title away from series point leader Thomas Montano.

According to Buell Racing Manager Henry Duga, newly-crowned 2001 Formula USA Champion Shawn Higbee is at Road Atlanta to “kind of just shake the bugs out” of the race version of the new, 2002-model Buell Firebolt XB-9R. If all goes well in practice with the largely untested version of the bike, Higbee may race it in the final round of the AMA Pro Thunder series.

When asked what he was doing at Road Atlanta, Buell development rider Higbee smiled and said, “My day job.

“We’ve tested a stock chassis with a race motor before,” said Higbee.

The Firebolt at the track features an engine that combines XB-9R engine cases with the same cylinders and top end used on Buell’s current X-1-based Pro Thunder race bikes. The XB-9R racer uses the Firebolt’s stock fuel-injection system, with a custom exhaust systems. The engine has made horsepower “in the 130s”, according to Higbee.

The chassis is close to stock. Stock XB-9R fork legs have X-1 lowers grafted on so that the Firebolt can run the same Marchesini front wheel, billet-six-piston Nissin brake calipers and conventional dual brake rotors.

The forks are held by adjustable Attack Performance triple clamps that are currently set up at the stock geometry. Woodcraft clip-ons replace the nonadjustable stockers, and an Ohlins steering damper is positioned sideways, below the top triple clamp.

A Penske rear shock is fitted, and the bike also uses the stock rear brake rotor and caliper; a 16.5-inch Marchesini rear wheel us used.

Higbee said that he has been waiting for the day when he could race the XB-9R racebike for three years.

The Buell personnel at Road Atlanta are also working on winning the Pro Thunder Championship.

Since the inception of the AMA Pro Thunder in 1998, Buell has never won the title while Triumph has won once and Ducati twice. Now with Munroe Motors’ Thomas Montano poised to give Ducati a third consecutive Pro Thunder title, Buell has put forth extra effort to snatch the crown away.

With a nine-point deficit, Buell’s Mike Ciccotto has a mathematical chance of beating Montano for the Championship. And Buell has done everything it can to tip the odds in favor of Ciccotto.

Ciccotto is riding his Hal’s Performance Advantage Buell factory bike, and Tripp Nobles and David Estok are on their Tilley Buell factory bikes. But in addition to those series regulars, Michael Barnes will ride Ciccotto’s back-up bike, and Jeff Vermeulen and John Jacobi are riding on Innovative Research Buells.

With Higbee on the XB-9R Firebolt, that makes a total of seven Buells in the race.

When asked if there are Buell team orders in effect at Road Atlanta, Duga said, “No, but the riders may choose to help Ciccotto, and yes, we want the Championship.”

When asked if Rich Cronrath’s Innovative Motorcycle Research team was at Road Atlanta at Buell’s request, Duga said, “No, Rich called me and asked if he could come.”

Asked about Duga’s statement, Cronrath later said, “Yeah, whatever. That’s why my rider is on his bikes. Let’s just say that I’m here to help the cause.”

When told that Duga had said that there were no team orders, Estok said, “Yeah, right. I feel sorry for Montano.” Nobles said, “Henry has to say that, but if I were in Ciccotto’s position, I would expect him to help me.”


If Ciccotto wins the race and takes the bonus points for pole position and most laps led, Montano will have to finish second in the race to win the Championship.

If Ciccotto doesn’t take the maximum of 38 points, Montano can finish third. As Ciccotto’s potential finishing position drops, Montano’s finishing-position requirements also drop.

Although they may be able to control which Buell crosses the line first, the Buell riders can’t control which bike gets pole position, or can they? “We’ve got that figured out, too,” laughed Barnes.

“If Montano wins the Championship, he’s the man!” said Ciccotto.

Montano’s response was, “Bring it on.”

Regarding Daytona Air Fence:


I just wanted to thank everyone at Roadracing World for their efforts with the Air Fence used at Daytona for the CCS/Formula USA Race Weekend.

I raced that weekend and felt more comfortable knowing the Air Fence was there!

Thank you,
Jessica Zalusky
#315

(Editor’s note: You’re welcome.)



Regarding Daytona Officiating:



From Brian Poppe:
Just a thought here, and not absolving any official of their responsibilities:

What is the process for a racer stopping a race in process due to hazardous conditions? I’ve seen it in WSB races where several racers come upon rain and hold their clutch hand in the air. How many racers have to do that for a race to be suspended so the officials can make a call? One, two, all?

Yes, if it was that dangerous (and the testimonials of the leaders sound like it was) then why should they wait for the officials to call the race or suspend it so rain tires can be fitted? I know the officials “should” be out there to protect and advocate for the racers. In the absence of that concern, shouldn’t the racers do it themselves? The factory riders did that at Loudon this year. Since the F-USA officials weren’t doing that at Daytona (assuming they should), shouldn’t the riders have done so?

Again, could the riders have halted the race on their own if the officials weren’t going to halt it?

Just a few thoughts.

And thanks for the work that goes into your website. I know it’s a cliche’, but I do make a point of checking it several times a day.

Thanks



From Roddy Cooper:
Why don’t the U.S. motorcycle sanctioning bodies do the same as they do in Europe? If the lead riders raise their hand, 99% of the time they stop the race. Over the last few years, I have not seen one case where the officials disregarded the riders and failed to bring out the red flag.



(Editor’s note: Brian Parriott tried that when it started raining at VIR a few months ago, and F-USA officials stated that their rules do not allow riders to stop a race.)





From Ed Gray:
It’s too bad we couldn’t have asked these people what they would have done before someone already screwed up, but that is the nature of hindsight.
It seems to you and me that the core issue is safety. I would have thought by now that the organizers would have realized that no matter what happens somebody is going to wank at them. As such wouldn’t it be better to call a race and have more healthy racers yelling at them than to have to be going to visit somebody in the hospital and apologize?

I was impressed as you were that he was able to see the error of his ways afterward; that seems like a good sign. I think suggesting that someone should try his own stupid suggestion does nothing but make that kind of person angry or confused.

This just in from reader John Walsh:

I just wanted to let you know that NW Cycle is apparently out of business, and that you should remove them from your web site and monthly magazine so that others are not ripped off as I was. Below is a letter that I sent to the owner of NW Cycle at the beginning of September. It pretty much sums up my experience with NW Cycle.

After talking to another business in the area I found out that NW Cycle has closed its doors and has apparently done the same grievous acts to other customers as was done to myself. After numerous phone messages and sending this letter I have yet to have a representative from NW Cycle contact me to resolve this matter.

Thankfully I am able to rely on my credit card company to help settle the issue although I have a feeling that other people might not be so lucky.

If they are out of business then they need to shut down their e-commerce site because if they do not then they are committing fraud and should be reported to the authorities. Please inform your readers so that no one else is ripped off.

Thank you,
John Walsh
Seattle, WA


September 4, 2001

NW Cycle
2885 NE Sandy Blvd
Portland, OR 9732
Attn: Josh
877-692-9253

Dear Josh:

Enclosed are the front and rear sprockets that I ordered on August 2nd, 2001 for a 1996 Suzuki GSXR-750. I am returning these to NW Cycle because they are for a 530 chain and I ordered a 520. When I received the order I cross-referenced the part numbers of the sprockets on Sprocket Specialties website to make sure they where correct before opening the packages, they where not. The following day I talked to a “customer service agent” named Brian, and he said he would order the correct sprockets and have them sent as soon as possible along with the 8mm spools that where ordered on August 2nd as well. Once the correct sprockets arrived, I was to return the incorrect ones using NW Cycle’s FedEx-Ground account# 817048.

After a couple of weeks, I did not receive anything from NW Cycle so I called and left a message for you which you returned and told me you would look into the matter. This is the last time I have had any contact with NW Cycle. I have tried repeatedly to contact you only to get a recording saying “this voice mailbox is full.” The times that I have been able to leave a message I have, but to no avail, no one from NW Cycle has returned my phone calls.

Therefore, I must assume one of two scenarios. (1) NW Cycle has closed its doors and is no longer a viable entity, or (2) NW Cycle does not wish to be a viable entity in the years to come by treating their customers in such a fashion.

Since I have not been able to speak to anyone at NW Cycle for the past two weeks, I have contacted my credit card company, Discover, and am filing a dispute against NW Cycle in order to have the appropriate charges for the Sprockets and Spools removed from my account since I am not able to contact any representative of NW Cycle. If NW Cycle is still in business, I would much rather just have NW Cycle credit my account since this option would be the easiest course of action for both of us.

As a successful prior small business owner, I am absolutely flabbergasted by the utter and total disregard for customer service that has been shown by NW Cycle. It truly is a shame as your company was the low cost alternative to the local dealerships in the area, but due to your lack of service, NW Cycle is no longer a viable option for myself, and if NW Cycle continues in this manner I ‘m sure this will be the case for many other customers.

Please credit my Discover card, in the amount of $76 to reflect the return of the (2) sprockets and the cancellation of the 8mm spools as soon as possible.

Sincerely,


John Walsh

From an AMA press release:

AMA DEFENDS TWO-STROKES AT EPA HEARING

PICKERINGTON, Ohio — At a public hearing yesterday in Virginia, Ed Moreland, Vice President of Government Relations for the American Motorcyclist Association (AMA), presented the Association’s position on regulations proposed last month by the Environmental Protection Agency (EPA). The new regulations, contained in the EPA’s “Notice of Proposed Rulemaking on the Control of Emissions from Nonroad Large Spark Ignition Engines and Recreational Engines,” could signal the end of two-stroke off-highway motorcycles and all-terrain vehicles (ATVs) by 2006.

The EPA has proposed national emissions standards covering off-highway motorcycles and ATVs only slightly less stringent than the restrictive requirements now in place in California. Currently, there are no national emissions standards governing off-road motorcycles and ATVs.

“We believe that the EPA’s analysis of recreational off-highway vehicles’ contribution to air pollution is overstated,” said Moreland. “The four-stroke engine shouldn’t be the only path to reducing emissions, and AMA opposes any regulations that would end the availability of two-stroke motorcycles and ATVs.”

In his testimony, Moreland commended the EPA’s proposal of a performance-based emissions standard, rather than one based on engine design, and urged the EPA to allow manufacturers every opportunity to meet a performance-based standard through research and development.

The full text of Moreland’s testimony is available on the AMA’s website: www.AMADirectlink.com.

The AMA urges motorcyclists to ask the EPA to create separate emissions standards for four-stroke and two-stroke motorcycles and ATVs, considering safety, cost, and performance. The comment deadline is December 19, 2001.

Using the AMA’s Rapid Response Center, available at www.AMADirectlink.com, motorcyclists can send comments to the EPA with a click of the mouse. Comments can also be submitted by writing to Margaret Borushko (Docket No. A-2000-01),
U.S. Environmental Protection Agency, Office of Transportation and Air Quality, 2000 Traverwood Drive, Ann Arbor, MI 48105; or by sending an e-mail to [email protected].

Ever notice how some websites just post press releases without identifying where they came from? Ever wonder why roadracingworld.com labels press releases as being press releases, and identifies their source?

Maybe this press release from Formula USA, covering the final round of the 2001 Formula USA Series with no mention of the controversial finish of the second Unlimited Superbike race, will illustrate the point:


HIGBEE TAKES LOCKHART PHILIPS SUPERBIKE CROWN IN NAIL BITER FINALE

DAYTONA BEACH, Fla., Monday, October 22 , 2001) – Shawn Higbee came into the final event of the Formula USA National Road Racing Series season at Daytona International Speedway with an 11-point lead in the Lockhart Philips Unlimited Superbike Championship standings over Lee Acree. By the time the checkered flag fell on the final race late Sunday afternoon, Higbee would earn the crown, but the drama and intensity of the weekend had made it a most memorable day for the Millenium Technologies/KWS racer.

Following Saturday’s Superbike qualifying, Higbee found his polesetting qualifying time of no value when he was disqualified for being overhorsepower in post-qualifying inspection. Asked how that impacted his plans for the weekend, Higbee was being philosophical. “It’s not that bad,” he said. “This happened to me here in March too, but then I had to start from the second wave. This time it’s just a one-wave start, so I should be able to get near the front.”

When race time came on Sunday afternoon, things seemed to be going according to plan as Higbee quickly moved into the top-ten. But then an oil leak caused him to be black-flagged by race officials. As his crew worked feverishly on pit road, Higbee sat dejectedly on pit wall thinking that his championship hopes were evaporating before his eyes.

With Acree taking a third-place finish in the opening leg, he had in fact turned the title chase upside down. Instead of trailing Higbee by 11 points, he now led the standings. In the second leg, Higbee charged quickly from the back of the field and miraculously moved to the front of the pack by the third lap. As the race settled in, the lead battle was intense with Higbee, Mike Barnes, Mike Ciccotto and Grant Lopez all racing for the win. Acree was close, but not close enough. Nevertheless, the critical space between him and Higbee opened and closed continuously throughout the race, with the championship not determined until the final turn.

In the end, Higbee held on for a second place finish behind Barnes with Acree slipping to fifth after racing in fourth through most of the contest. When the points were tallied, Higbee took the crown with a four-point edge.

While Acree came up four points shy of earning his first ever Superbike crown, he had no such problems winning his second Formula USA SportBike title. The Arclight Suzuki rider was the model of consistency all weekend, keeping on top of qualifying and race results in both classes.

Michael Barnes most certainly had the most fruitful weekend. Barnes put an exclamation point on the Buell Lightning Series championship he had secured before Daytona by adding a fifth win in six starts. He also took race wins in the Formula USA SportBike and Lockhart Philips Superbike races. The only race he ran on Sunday that he did not win was the first Superbike leg, won by Grant Lopez.

With Aprilia announcing a change in the structure for the Aprilia Cup Challenge beginning in 2002, Jeff Wood put himself in the record books as the final champion in the Aprilia Cup national championship series. Wood came into the Daytona round with a single point lead over Dan Fischer, but a strong third place finish for Wood and a distastrous 23rd for Fischer widened the gap to 17 points at the end.

For more information visit formulausa.com.

From a press release issued by the AMA:

Single-bike Crash Analysis has Lessons for Motorcyclists

PICKERINGTON, Ohio — A new analysis of fatal motorcycle crashes in 1999 highlights several areas of major importance for motorcycling safety, the American Motorcyclist Association (AMA) reports.

In a report titled “Fatal Single Vehicle Motorcycle Crashes,” the National Highway Traffic Safety Administration (NHTSA) indicated that there are several factors that appear to contribute to motorcyclists’ deaths.

Topping the list is drinking and riding. While traffic safety officials note that it appears that fewer motorcyclists are drinking and riding than a decade ago, they also say alcohol was involved in the majority of single-vehicle motorcycle fatalities in 1999.

The report also indicated that speeding appears to be a factor in fatal motorcycle crashes, as well as inadequate braking and steering in crucial situations.

Other findings note that almost a third of the motorcyclists killed in 1999 didn’t have a proper motorcycle license; almost two-thirds of the fatal crashes happened at night; and 60 percent of the deaths occurred on curvy rural roads.

Plus, the analysis showed an increase in the number of traffic deaths among riders 40 and older, a statistic that mirrors the aging of the population in general. However, the largest single number of deaths remained among motorcyclists aged 20 to 29.

“This latest analysis illustrates some important safety areas that everyone concerned with motorcycling safety should consider,” said Edward Moreland, the AMA’s vice president for government relations. “The AMA has long stressed the need for motorcycle rider training, stricter licensing laws, appropriate riding gear and motorist-awareness campaigns, and we plan to renew our efforts in these areas as part of our overall strategy to improve motorcycling safety.”

Moreland said the latest information released by federal traffic safety officials also indicates the need for further research to find out the exact causes of motorcycle crashes so that safety programs can be put together to reduce the number of crashes.

“This latest information, while useful, is incomplete,” Moreland said. “What we need is comprehensive research to define the reasons for motorcycle accidents rather than a review of existing police report data, which may be faulty or incomplete.”

Last year, the AMA — along with the Motorcycle Safety Foundation, the Motorcycle Riders Foundation and other industry groups — succeeded in incorporating a motorcycle-accident study in the National Agenda for Motorcycle Safety. The AMA and others hope that federal officials will take the need for that research to heart.

The most recent comprehensive federal study of motorcycle accidents was published in 1980, and sampled accident data only in Southern California. That research, commonly called “The Hurt Report” because the lead investigator was Harry Hurt, became the authoritative resource on the causes of motorcycle crashes and finding ways to avoid them.

“No study of that scope has been done since that time,” Moreland said. “We can’t prevent what we don’t understand, and the only way to understand is to fully study why these fatalities happen. These latest figures only underscore the fact that it’s incumbent upon the NHTSA to fund significant research into motorcycle fatalities.”

Copyright 2001, Roadracing World Publishing, Inc.

2001 Formula USA Unlimited Superbike Champion Shawn Higbee: “I couldn’t believe they had us finish the race in the rain like that. I mean, that was just unbelievable…I think we need to investigate the rules. We need to look at conditions like that. It really wasn’t safe, and we’re lucky no one got hurt because it was very dangerous conditions.”

2000 Formula USA Unlimited Superbike Champion Grant Lopez: “We came around and it was blinding rain. I hit the next blinding thing of rain, and I just stopped, you know? Everyone just kind of tip-toed on through and out and that’s how they finished. That was no kind of race at all. It was just asinine. I’m totally disgusted with Formula USA. I cannot believe Formula USA would allow this to happen.”

2000 and 2001 Formula USA Sportbike Champion Lee Acree: “We came out on the back side and it was pouring going into the chicane. I mean absolutely pouring right at the braking area. We had no warning until we arrived at the braking area. Everybody was sideways….I made my opinion on racing in the rain at Daytona known in the spring, and it hasn’t changed. It may have been different if it was only raining in the infield, but I may have been overly cautious in the bad areas where there are walls.”

2001 Formula USA Buell Lightning Series Champion Michael Barnes, winner of the second F-USA Unlimited Superbike race at Daytona: “I passed them and took the lead. I went sideways into the chicane and straightened out on the chicane and back out again…I was looking back to see how many were left because I was surprised that I made it through….They should have stopped the race.”