This is a reply from race98wsir (Chris Huth) to an e-mail from an anonymous e-mailer, [email protected]. Huth forwarded the exchange to roadracingworld.com.

Reading the exchange, we couldn’t help but think that the words written by [email protected] reminded us of a certain AMA Pro racer who cut his racing teeth at Willow Springs and was looking forward to attempting to rescue his dismal-to-date season at the National scheduled for his home track. Of course, we could be wrong…

In a message dated 9/15/01 9:34:12 a.m., [email protected] writes: I speak for many when I say that I am very disappointed that Willow was not able to work with the AMA to reschedule this race.

Chris Huth: Many are also disappointed that AMA was not able to work with Willow Springs. We were ready to continue as scheduled, and so were several teams that had arrived. I don’t disagree with AMA Pro racing’s decision to postpone that day, after all they should know better than anyone what kind and how many logistical problems the series would face under the circumstances. Nothing had been decided at that point, and everyone was aware of the possibility that a cancellation could happen as a result of the postponement. And it did, despite looking at many optional dates which were not possible for either WSIR or the AMA, or the teams according to AMA. There were several issues besides our track’s availability involved in the decision-making process.

We did contact many of our customers and asked them to consider canceling their event at Willow. The clubs that could move had dates that weren’t acceptable to scheduling due to hardship for AMA teams and conflicting national events, including national motorcycle road racing events. The clubs that couldn’t move faced not only the lack of other venues in So. Cal., but also the time constraints towards the end of most racing seasons. If this had been an earlier round of the AMA series, we could have found a replacement date, but it wasn’t, so we couldn’t.

[email protected]: We had more than 25 people in our camp alone that are very disappointed. In looking at your schedule I find it hard to believe that you think some local club racing is more important than this! This is a national event! This is INDY! This is NASCAR! NOT SOME SMALL DEAL! YOU SHOULD HAVE FOUND A WAY TO PUT THIS EVENT ON OVER ALL OTHER CLUB RACES!

Chris Huth: Contrary to what you might think, groups like the Porsche Owners Club are not just some rinky dink local nothing deals. They are also a national organization with pro racing events. Most of them don’t enjoy factory support, just like the AMA’s privateers, but that doesn’t mean they don’t have as much passion and dedication as those who do, it doesn’t mean they don’t count as much as someone who gets paid to race. Sacrificing the club racers, both motorcycle and auto, who support our track with many events each year, year after year, in favor of pro racers who come out once a year or less really isn’t smart business. And forcing the people who have made it possible for us to stay in business for over 40 years to cancel their events, or move their events to other venues, is not how we do business. Besides, where do you think all those NASCAR, CART, IRL, and even AMA stars you enjoy watching so much got started? Small deal indeed.

[email protected]: I have spoken to some at the AMA and I really think that you do not have to worry about any more AMA races at Willow. They seem very frustrated in dealing with you, which is a shame. I too will consider your nearsightedness before I ever attend a Willow Springs event again!

Chris Huth: Although we would hate to see this situation cause some of our customers to stop attending events at Willow Springs, you can believe me when I say we are not worried that we won’t have another AMA event here, or for that matter any other pro racing event. We’re not in this business just for the fun of it. We paid for this event. We rescued it from cancellation back in May, knowing full well we would be lucky to break even, because we felt it wasn’t right that Southern California, the motorcycle industry’s biggest single market, wouldn’t have an AMA national event. Now, from a purely business point of view, putting on a very expensive, previously-postponed motorcycle race under the pall of a national tragedy that can only be compared to Pearl Harbor, and the possibilities of war, would be crazy. Add the additional costs and losses of rescheduling the race under these conditions, and forget it. Last year, Hansyllan Motorsports worked their butts off and spent a rumored additional $250K in advertising to promote what was the National Championship Final Round of this series, an even bigger deal than this year. There was perfect weather, and the racing was fantastic. To see around 10,000 people attend (a rather large percentage of those were complimentary) hurt, and this was the reason Hansyllan backed out this year. If it’s such a big deal, where was all the support from the many fans, or is 10K the absolute number of people in the entire southwest willing to show support for motorcycle road racing? I hope the promoters at the possible California Speedway AMA round next year get more support from the fans than that. They’ll certainly need it. It’s a fickle business at best, and it can cost you more than money.

[email protected]: It is a real tragedy we are all faced with now and racing is insignificant in comparison, but it is a release that you could have helped us all with. You have chosen not to work to make a NATIONAL event happen. I think this is a real shame.

Chris Huth: And I was hoping to watch all the racing and other sports I could find on TV this weekend, a release that could have helped me deal with my frustration, but I don’t hold it against the organizations, teams, or players because I can’t. I understand that they are people like the rest of us, doing their best to deal with a very personal and tragic situation in their own way. They need a release, too. To expect, no, to insist that they work to entertain me or I’ll quit watching or coming to their events, seems a little harsh under the circumstances. Oh yeah, I did get to see some racing on TV today. I watched a friend of mine get his legs cut off in a racing accident in Germany. I guess you have to be careful what you hope for. Not much of a release after all. I would rather they had canceled that event, but who knew.

I thank you for taking the time to express your feelings, and giving me a chance to express mine. Obviously you care a lot about racing, and I
appreciate that.

I usually don’t respond to anonymous criticism, but this subject is important to me. It makes it hard to believe you speak for many if you do it
anonymously. I think people should accept responsibility for their words as well as their actions. Please don’t bother writing back unless you include your name.

Christopher Huth
Willow Springs International Raceway
www.willowspringsraceway.com

Copyright 2001, Roadracing World Publishing, Inc.

By David Swarts

New England Performance’s Scott Greenwood, Brett Guyer and Jeff Wood (Wood making his first ride on a four-cylinder bike) won an LRRS-sanctioned 3-hour race at New Hampshire International Speedway in Loudon, New Hampshire on Labor Day, riding a Suzuki GSX-R600. But while the LRRS endurance race drew 35 team entries and was popular with racers, the highlight of the event was a special guest ride by Dale Quarterley, the last man to win an AMA Superbike race as a privateer.

“One of my buddies, David White, asked me this winter if I’d come up and do that endurance race with him,” said Quarterley in a phone interview from his Westfield, Massachusetts home. “So at that point I was, ‘Yeah, yeah, I’ll do it.’ So anyway, he’s been bugging me the last couple of weeks, ‘Are you gonna come? You gonna come?’ I finally went up and went for a ride. The first time since ’96.”

Getting back on a bicycle is one thing, but how was it to jump back on a road racer? “First I went out on…they have the Penguin school up there run by Jerry Wood. He let me take his Ducati (900 SS) out to kind of get acclimated again. He says he goes like 1:17s on it, and I was out there going 1:30s on it. I go out in an Expert practice, and I get it down to…I start the practice doing 1:25s and I get it down to 1:21s. Then I come and I’m kind of getting going at that point, but the bike should go 1:17s. I know what I’m doing wrong: I don’t want to go faster than I’m going.

“Endurance practice rolls around and I go out on a different bike. It was an SV650, one of those Suzuki things. Someone had just done the suspension over, and I didn’t like the thing at all. The thing was terrible to ride. So I stopped. We worked on it some. I sent the kid that owned it back out, adjusted it, got him going, and I got back on it and did a few laps. I started the race, and what I did was I basically found a group of guys that I felt comfortable with and ran with them for a little while. And they just kind of got me going again, and then I got by those guys and got with the next group of guys. Then I ride with them for a little while and they got me going a little better. By the time I got off, I was doing high-1:19s/low-1:20s kind of consistently. But it got me going just enough that when I got back on for my second stint, I drove out of the pits and my first lap was like a 1:18.8. Within a few laps, I had it going 1:18.5s, then 1:18.2s, and I tittered between low-1:18s and low-1:19s my whole stint. At that point, I was going pretty decent. I think the track record on one of those bikes is a 1:16.5. So I was like a-second-and-a-half off the pace, but I don’t think the bike would do a 1:16.5. Not the way it was set up anyways.

“We finished fourth overall on a GT Light bike. The first GTO bike was Team Pepsi in sixth, then the next one finished 10th. There was only a couple of GTO bikes anyway. I think there was three. The top three were all on GTU bikes, 600s.”

Talking about the SV650, Quarterley said “The thing was great. You know what it was? It was a fast EX500. That’s exactly what it was except they took the hinge in the middle out. But if that thing hits the ground, it’s because you made it hit the ground. It does nothing wrong on its own. It handles well. It turns in well. The frame’s nice and stiff. It’s not all flexed up when you’re on the brakes. It had a killer powerband. It was a joy to ride. It was a really nice bike to ride.”

Will Dale Quarterley race some more at? “I doubt it,” said Quarterley, who drives in the NASCAR Busch North series. “Who knows? But I have been trying to stay focused on my car stuff and not do anything else. Like I said, I told them that I would do it, and I did it.”

Asked why he thinks he has succeeded in stock car racing when other established motorcycle road racers haven’t, Quarterley said “The biggest difference–and it hinders me as well as helps me–is that I’m into the mechanical end of what’s going on more than they are. I don’t think Mike Hale’s a mechanic. He’s a rider. And Jamie James struggles with the mechanical end although he’s a decent mechanic. Because I can do the mechanical end, we can run the team, build the cars, repair the cars, do everything here, then when I’m at the track I have a better idea of what’s going on. I think that’s what’s hurting those guys that they’re having to come up with the money and have some team run the deal. But when things aren’t going right, they can’t step in and help.”

Asked what it would take for him to make the jump to Winston Cup cars, Quarterley said “At this point, just getting a break. I’m just getting to the point where I could actually do that, take that step. It’s just getting a break and having someone giving me a chance to go do it. If I’m going to do it on my own, then I need someone to sign that sponsorship deal and put me there. Yeah, if someone gave me three million bucks, I could be there tomorrow.

“It’s not a very big jump from where I am to the Winston Cup cars. There is one more step between me and there, though. There’s the Busch South. There’s two series: Busch North, which is what I run; and there’s Busch South. It’s generally the same car. They run on radials and we run on bias-ply tires. Everything else is the same. Running bias-ply tires is cheaper. It’s $1400 a round for radials and $600 a round for bias-ply tires.”

Asked his view on the controversy surrounding the AMA National at Loudon earlier this season, Quarterley said “It’s a double-sided sword, first of all. The question is, should you be going 160 mph in the rain in the first place? That’s the big question. Forget safety. You know, track-to-track-to-track, should you be going 160 mph in the rain to begin with? The back side of it is, if it’s good enough for one racetrack, it’s good enough for all of them. Daytona’s the only place you shouldn’t run in the rain, guaranteed, no question about it, because there’s nothing you can do about hitting those white stripes up on the banking. Everyone of them is a mini ice slick. Nevermind the chicane has 500 gallons of oil coming up out of it when it rains. That first year that they made us ride, that I can remember, in the endurance race they had the pace car and I wouldn’t ride, and they spun the pace car going into the inner-loop. What was that, ’86 or something? I was riding for Dutchman. They spun the pace car out in front of the whole group going into the inner-loop.

“Loudon itself is no worse than Mid-Ohio or than Sears used to be. The general layout is…except when you have a freak deal like Duhamel in turn one…there’s nothing to hit in turn one. Turn 1A, there’s a ton of runoff before you hit the wall. Turn three, you know they have that tire barricade 20 yards back. You know up over the hillside, down the hill there’s a ton of runoff. I’d like to see them change the crest of the hill when you come back up over the hill. I’d like to see that part of the course change. You go down, the bowl goes downhill then it starts coming back uphill, goes left, then goes left again and comes up over the hill. At the crest of the hill, the second time you crest the hill, I’d like to see that part of the course changed. Before you get there, the track should go right where the trees are. Mow a couple of trees down to go right and actually back up to the right and do a big sweeping left to go downhill. So if you fall, the one place I could see you getting hurt at Loudon is coming back down the hill, coming back into the Speedway. You know if you pitch it there, you’re going above the back end of that wall. We should come onto that straight, which would be an easy thing to do. I mean it would only take a couple of pieces of pavement.

“And we’re back to the same thing, if you’re gonna run at any of them (in the rain), you need to run at all of them in the rain. Either you’re gonna run ‘em or you’re not. You can’t pick and choose racetracks.”

Asked if he would race in the rain, if he was back on the AMA Pro Series as a rider, Quarterley said “If we were racing, yes, I would race in the rain.

“The other side of the coin is, are they (the AMA Pro riders) not riding because of their money contracts? We used to make a living on minuscule base pay and what you made at the races (purse and performance bonuses). Now these guys are making whatever, a million bucks a year, and they don’t want to get hurt. Is that the reason that they’re not riding in the rain, because they don’t need the $2,000 that Loudon pays to win? You know what I mean? If that’s the case, then they’re lying about what the real problem is. And that’s, I think that’s more of what’s going on than racing in the rain. I think it has to do with those guys getting hurt and losing money.”

From a press release issued by Jason DiSalvo’s team:

OFFICIAL STATEMENT

Following on from Tuesday’s terrible events in the United States, Jim, Connie and Jason DiSalvo wish to assure all friends, colleagues and associates both at home and around the world that neither themselves, their families and friends, nor their business have been directly affected in the disaster.

Like most people, they are deeply shocked, saddened and angered by the terrorist attacks in their country and their thoughts and prayers are with those who have lost loved ones or who are still awaiting news.

Whilst sport pales into relative insignificance in comparison, the cancellation of all flights to and from the USA this week has meant that Jason’s participation in the 250cc Spanish Championship race at Jarama near Madrid this weekend will not now happen as a result. The United States is at this moment creating a new balance between the freedom of travel we have always enjoyed and the safety and security controls that must now be put into place.

However, Jason and the Cruise America Grand Prix Racing Team hope to be back in action at the 250cc European Championship race at Braga in Portugal on 30th September.

“We’re very saddened by what has happened. The worldwide support our nation has received is very reassuring and will be very welcome in the weeks and months to come. It is our intention to meet up with our crew and to race in Portugal in two weeks time” said Jim DiSalvo from his office in Batavia, New York.

As seen on www.amaproracing.com/ridersonly

General – All Classes

No. 02-1

Current rule: Official starting line for each starting row will be plainly marked, approximately 25 feet between each row.

Proposed change: The official starting line for each starting row will be plainly marked with approximately 30 feet between each row to 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 lines. 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.

Implementation: January 1, 2002

Comment on this rule: 02-1


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No. 02-2

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.

Proposed 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.

Implementation: January 1, 2002

Comment on this rule: 02-2


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No. 02-3

Current rule: Refueling after the warm-up lap at the back of the grid is permitted.

Proposed change: Refueling after the warm-up lap will not be permitted.

Reasons for change: This is 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.

Implementation: January 1, 2002

Comment on this rule: 02-3


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No. 02-4

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.

Proposed 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.

Implementation: January 1, 2002

Comment on this rule: 02-4


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No. 02-5

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.

Implementation: January 1, 2002

Comment on this rule: 02-5


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Superbike

No. 02-6

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 the Race Manager.

(2) Rider will be gridded on the last row of the restart grid.

Proposed 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 its 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.

Implementation: January 1, 2002

Comment on this rule: 02-6


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No. 02-7

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.

Proposed change: The pace car flag will be changed to make it more distinctive 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.

Implementation: January 1, 2002

Comment on this rule: 02-7


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600/750 SuperSport

No. 02-8

Current rule: The original equipment airbox and air filter must be utilized.

Proposed change: The original equipment airbox must be retained but the air filter may be replaced with an aftermarket filter designed to exactly replace the original OEM filter.

Reasons for change: Aftermarket filters are normally less expensive than OEM filters and are accepted by the rules in other organizations such as WERA.

Implementation: January 1, 2002

Comment on this rule: 02-8


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No. 02-9

Current rule: The original cooling system thermostat must be in place and not modified.

Proposed 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.

Implementation: January 1, 2002

Comment on this rule: 02-9


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No. 02-10

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.

Proposed 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 the competition could enhance and individualize the class as well.

Implementation: January 1, 2002

Comment on this rule: 02-10


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250 Grand Prix

No. 02-11

Current rule: Fluid containment fairings are required on all four-stroke motorcycles.

Proposed change: Fluid containment fairings will be required on all motorcycles.

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 the fluid containment fairings as well.

Implementation: January 1, 2002

Comment on this rule: 02-11




2002 MOTOCROSS/SUPERCROSS PROPOSED RULE CHANGES

125 Class

No. 02-1

Current rule: The minimum weight requirement for 125 class motorcycles is 194 pounds. This also applies to the 250cc four-stroke motorcycles allowed in this class.

Proposed change: Any four-strokes larger than 125cc must weigh a minimum of 216 pounds.

Reasons for change: Our experience has shown that the four-stroke 250cc Yamaha’s race track performance is comparable to the 125cc two-strokes in most conditions. However, to maintain future competition parity and reduce or maintain costs, we propose this weight differential which approximates the current four-stroke 250 Yamaha’s race weight and is the same as the minimum 250 class weight.

Implementation: January 1, 2002

Comment on this rule: 02-1


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250 Class



No. 02-2

Current rule: The minimum weight requirement for 250 class motorcycles is 216 pounds. This also applies to the 251cc-550cc four-stroke motorcycles allowed in this class.

Proposed change: Any four-strokes larger than 250cc must weigh a minimum of 224 pounds.

Reasons for change: As in the 125 class, our experience with 400cc-550cc four-strokes in the 250 class indicates that their race track performance is comparable to the 250cc two-strokes in most conditions. However, to maintain future competition parity and reduce or maintain costs, we are proposing this weight differential which approximates the current four-strokes’ race weight.

Implementation: January 1, 2002

Comment on this rule: 02-2


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General – All motocross classes

No. 02-3

Current rule: Riders earn race points in each of the motos according to their respective finish positions. Winners are determined on the basis of total points earned in all motos, except qualifying and consolation motos. In case of a tie, the winner of the tie will be determined on the basis of points earned in the final moto.

Proposed change: Each championship event shall consist of two races per class. Riders will be awarded points according to their respective finish in each race.

Reasons for change: To simplify the current process of declaring a race winner and to broaden the appeal of the sport through television. Each moto as a stand alone race provides the opportunity to create 30 minute blocks of television programming, resulting in improved scheduling options. The change, while not affecting the current championship points structure, will provide more opportunities for teams, sponsors and participants to promote race victories.

Implementation: January 1, 2002

Comment on this rule: 02-3


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No. 03-1

Current rule: There are no restrictions on modifications or replacement of forks and shocks in motocross.

Proposed change: The current 125 Supercross suspension rule will be adopted for motocross. Replacement and modification of forks and shocks will be limited to the following:

(1) Forks and shocks must be either stock or aftermarket units listed on the Approved Equipment List. This list is available from the AMA office or at Tech Inspection.
(2) Originally approved inner and outer fork tubes, axle lugs, cartridge, and piston rod must be retained but may be modified. All other fork parts may be replaced.
(3) Originally approved shock body, shaft, and reservoir must be retained but may be modified. All other shock parts may be replaced.
(4) AMA must receive written notification from the manufacturer of any superseding of controlled parts before those parts may be utilized in competition. A current manufacturer’s parts list reflecting the superseded part must accompany the notification.
(5) Approved forks, shocks, and superseded parts must be available in the U.S. through dealers or distributors to AMA Pro-licensed 125 class riders for the entire current season. Legitimate orders accompanied by a 50% deposit must be filled within 15 days of receipt by the dealer or distributor. Failure to fill a legitimate order may result in the canceling of the component manufacturer’s eligibility.
(6) Retail prices of approved forks and shocks may not exceed the following:
Both forks (less triple clamps) $3,500.00
Shock assembly $1,000.00
Reasons for change: These regulations were originally enacted in Supercross to reduce costs and provide more equality in equipment between private/support teams and factory teams. This should be carried over into motocross for the same reasons plus it eliminates the need for teams to develop two completely different types of suspension components.

Implementation: January 1, 2003

Comment on this rule: 03-1


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No. 03-2

Current rule: 250 Class Engine Displacements – 150cc-250cc 2-strokes, 251cc-550cc 4-strokes

Proposed change: The maximum displacement for four-strokes will be 450cc.

Reasons for change: In accordance with our agreement with the FIM and the manufacturers for worldwide consistency in motocross class displacements, the maximum displacement of 450cc for four-strokes was determined to be acceptable by most parties. In addition to consistency, continuing parity as four-stroke technology advances and clear separation from 500 class motorcycles are the goals. The FIM decided that 2003 would be the implementation date and AMA Pro Racing agreed.

Implementation: January 1, 2003

Comment on this rule: 03-2

Motorcycle races that have not been cancelled due to 9/11 attacks: Road Races WERA Regional, Roebling Road Raceway, Faulkville, Georgia RPM/WERA Regional, No Problem Raceway Park, Belle Rose, Louisiana CRA Regional, Brainerd International Raceway, Brainerd, Minnesota AHRMA National, Second Creek Raceway, Denver, Colorado FIM, World Championship Endurance 24-hour, Bol d’Or, France Other Races Formula USA National Dirt Track, Sacramento, California AMA U.S. Hillclimb Championship National, Middlebury, Indiana Motorcycle races that have been cancelled: Road Races AMA Pro National, Willow Springs Raceway, Rosamond, California CCS Regional, Gateway International Raceway, Madison, Illinois CCS Regional, Phoenix International Raceway, Phoenix, Arizona In other racing cancellation news: NASCAR officials announced today that they would postpone and reschedule the Winston Cup race scheduled for this weekend at New Hampshire International Speedway in Loudon, New Hampshire. Grand Am has postponed the season finale scheduled to take place at Daytona International Speedway this weekend. IRL called off the Indy Racing League Northern Lights race planned to run this weekend at Texas Motor Speedway. Also called off is a NASCAR Craftsman Truck Series race and other activities, including a motorcycle jump attempt by daredevil Robbie Knievel, supporting the IRL event.

From a press release issued by the FIM:

After consultation with all FIM Sporting Commissions’ Presidents and FIM Promoters, President Francesco Zerbi has confirmed that no FIM event would be either cancelled or postponed as a result of the tragic events in the United States of America. Mr. Zerbi stated: “It would only be a confirmation that terrorists have been successful in destroying, terrifying and intimidating the world.”

As a gesture of compassion and solidarity with the victims of these acts, President Zerbi has given instructions to arrange it so that during all the remaining 2001 FIM events, a one-minute silence be observed by riders and spectators at an appropriate time before the start of the events, and to cancel the traditional opening of champagne on the podium which will contribute towards keeping the prize-giving ceremony as sober and dignified as possible.

Racer John Hopkins and girlfriend Deseree Crossman have escaped from Newark, New Jersey where they had been stranded awaiting a flight back to California.

The couple was on a Continental flight from Lisbon, Portugal to Newark on Tuesday when the World Trade Center towers were attacked and the flight was diverted to Bermuda.

On Thursday they were able to fly from Bermuda to Newark, where they were told they could have to wait another three days and stand by to get on a flight home to San Diego.

Many readers in the Newark area called and e-mailed with offers of assistance for the couple. With help from Louis Fellman of Team Pro Motion, the pair got on an Amtrak train out of Newark Friday morning.

An international press introduction for the 2002 Buell XB-9R, scheduled to take place October 7-8 in Valencia, Spain, has been cancelled.

“It’s just a matter of logistics,” said Buell Communications Manager Paul James, speaking in a phone interview Thursday, September 13. The problem, according to James, stems from the FAA shutdown of air travel within the United States and Canada as a result of the September 11 terrorist attacks in New York and Washington, D.C. “Not only can I not get people to Spain, I can’t get bikes there. We are still building the bikes, and we cannot get some of the little parts like oil coolers and wiring harnesses.”

James said that he was considering splitting the launch, holding one intro in Europe and another in North America. The North American press launch would most likely be held at a racetrack in California or Nevada to minimize travel for the majority of the American motorcycle press, according to James.