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.”

For Stu, wherever you are…

Hey Stu,

Sorry I didn’t promptly return your call on 10/12, if I’d have known I wouldn’t get to talk with you again you can bet I would have canceled that stupid business meeting. I was going to tell you when you got back from Daytona, but I guess you had to leave from there to another place. So I’ll have to write you, here goes…

Some of our fellow racers have commented recently about my progress on the racetrack. They said I got a lot faster, asked where my new focus and talent came from, some who used to be way faster than me that I was now passing would come up to me and be sort of surprised but mostly glad for me, stuff like that. It made me feel good, but I lied and told them the reason was because the bike was so well set-up, and I was spending more time in the saddle. In fact, this is only partly true.

The real reason I wanted to improve so much was because you and I talked pretty seriously about mounting a team effort to go attack the AMA 750 SS campaign for 2002. I mean, we had the sponsor package together, were making calls for support, lined up a deal for the Arclight bikes, even took silly photos of each other for the package cover page! Once I got to know you,
and we visited each others’ homes, shared our ideas, goals and lives a bit, it was obvious to me that I wanted to taste the passion, skill, strength and honor that seemed to come so naturally to you, on track and off. I so badly wanted to team with you, and was so glad that you were willing to do so with me, that I wanted at all costs to avoid being an embarrassment to you when it came to my ability to ride. I mean, it sounds stupid in retrospect, but I admired your talent, tenacity, knowledge and hunger for the sport so much that I was afraid I would let you down if I didn’t ‘wick it up’.

How selfish and stupid I feel now. I know you would have accepted me for whatever ability, contribution and results I could muster. I should’ve figured that out right away, but now that you are gone from this world I want you to know the impact you had on my life and my racing pursuits.

I was honored to carry your checkered flag in your tribute lap at the Buttonwillow AFM season finale event on the Sunday following your tragic accident. I will always remember you, my friend, and the lesson you taught me. Always be true to yourself, give all you have in everything you do, and above all, say what you mean to those close to you before they are gone forever.

Stuart, you were not only a great racer, you were a great man. I love you, bro. I will see you again on the grandest of all podiums, and I will make sure to douse you with the champagne of the gods. You will always be number 1 in my heart.

Your friend forever,
Kenan Rappuchi
AFM/CCS #910

From a press release issued by Sears Point Raceway:

Crews Ready to Begin Construction of Underground Tunnels, Hillside Terrace Seats

SONOMA, Calif. (IMMEDIATE RELEASE) – Preliminary work is just about complete on several key areas of the $50 million Modernization Plan as construction crews work at a feverish pace to prepare the “new” Sears Point Raceway for the 2002 racing season.

Excavation is finished on the two underground pedestrian tunnels that are being built, one under start/finish and the other under Turn 10. Actual construction of the tunnels will tentatively begin the first week of November. Each tunnel will be 20-feet wide, with the start/finish tunnel spanning 128 feet, while the Turn 10 tunnel will be 270 feet long.

The tunnels will help expedite pedestrian traffic flow around the property on busy event weekends, as well as provide spectators with dramatically improved sightlines of the racing action. The tunnels replace the bridges that were used as thoroughfares at start/finish and Turn 10.

“Our goal was to reinvent the Sears Point Raceway experience for our customers while maintaining the tradition of superlative competition on the track,” said Steve Page, president and general manager of Sears Point Raceway. “I believe we will present motor racing in a setting where the overall experience will be a positive one for the fans.”

Grading is also complete above Turn 7 on the road course and workers will soon begin construction of hillside terrace seats in that area. These will be the same hillside terrace seats that were embraced by fans above Turns 2-4 on the road course for the 2001 season. Each seat will be 24 inches wide, which is 33-percent wider than the average bleacher seat. Fans will also have three feet of leg room for comfort. Terrace seats will also be built above Turn 9 once the grading is complete in that section of track.

Another major project is the new permanent grandstand on the west side of start/finish. Crews will begin laying the foundation in early November, which will lead to the construction of the grandstand. The grandstand will feature flip-down stadium seats with cup holders. These seats will offer fans tremendous sightlines of road-race action, plus they will be situated right above pit row. This will give fans a view of pit stops unparalleled in motorsports.

Other projects still pending are the repaving of the drag strip, creation of a 660-foot concrete launch pad for drag racing, enlargement of pit road to accommodate a 43-car starting grid, increased run-off at Turns 8, 8a, 9 and 10 and the construction of a go-kart track on the south side of the property.

Most elements of the Modernization Plan will be complete by the Dodge/Save Mart 350 NASCAR Winston Cup weekend, June 20-23.

This just in from Moto Liberty:

Silkolene and Sliders? Audrey from Moto Liberty will be at Road Atlanta GNF with big supply of Silkolene to let racers turn their Silkolene Award Certificates into product on the spot, so bring your certificates. Look for the big white Moto Liberty Transporter (which is for sale) or the crazy lady in the velcro suit with sliders all over her. Check out motoliberty.com for a picture of the truck for sale, SilkoleneStore.com on oil and Sliderwoman.com for pucks. [email protected]. (972) 243-5995. (800) 214-RACE.