By David Swarts

Getting accurate information out of the AMA isn’t easy, and, as I discovered on Monday, September 17, high-ranking AMA officials don’t even agree on voting procedures.

I spent an hour yesterday trying to reach someone at AMA headquarters in Pickerington, Ohio, to find out if people could join the AMA and immediately get a ballot to nominate a candidate for the upcoming Board of Trustees election. I was repeatedly transferred around to voice mails of people who never seemed to be in the office.

Finally, I reached Gary Sweet, AMA Vice-President of Membership, and asked him the question. Our conversation went like this:

Gary Sweet: “What can I answer for you regarding membership?”

Roadracing World: “Nomination ballots for the election of Board of Trustees are already in the current issue of American Motorcyclist magazine. If someone were to join the AMA here in the very near future, would they be able to request a nomination ballot, and as long as they got that to the accounting firm by the October 8 deadline, would they be able to nominate someone from their home region?”

Sweet: “I believe so, yes. Because ballots, you can request a ballot outside of the magazine as well. For instance, many of our life members no longer receive the magazine, but they can request a ballot.”

RW: “I know there’s normally four to six weeks to process a membership. You could expedite that someone or the AMA could somehow acknowledge that they are in the system and get that ballot out to them?”

Sweet: “Yes, I believe we can do that. Now, I’ve never had this request before. I’ve never had anybody ask me that, but I don’t see a problem with that because as long as you are a full member you can vote. So I don’t see why there wouldn’t be a problem in doing that.”

RW: “Under the same set of circumstances but closer to the actual election deadline, if new members joined shortly before the election and weren’t getting the magazine delivered to their home yet they could go ahead and request a ballot be sent to them and vote in that election?”

Sweet: “They should be able to, yes. If they are a full member but have not received their magazine, correct.”

RW: “And associate members are also eligible to vote in the elections?”

Sweet: “Yes, and therefore they can also request that a ballot be sent.”

RW: “At AMA sporting events, such as the races, there are usually booths set up and some sort of provisions made that if someone isn’t an AMA member and wanted to participate in that event, they could join there on the spot and then immediately participate in the event. Is it possible…because there is one event coming up, the AMA Superbike race at Virginia International Raceway (September 28-30)…it’s very short time, but would someone be able to join there at that event and then request a ballot for nomination to be mailed to them and get that ballot back to the appropriate people by the October 8 deadline?”

Sweet: “Probably not. Because we will have a membership tent there, however the individuals running that membership tent are volunteers working that event for me. So what they do, they take all of the memberships that they sell there and they in turn go back to their home town and they put it into a pack. We have forms that they fill out, and then they send that in and it comes through the mail. So my gut feel on that is chances are that we aren’t going to get that mail back here within a week to know that the membership is valid and that type of thing. From the field, it’s pretty hard to get those completely sent out in time.”

RW: “With October 8 as the deadline, what would you think would be a ‘failsafe’ point or date to act by in order to better their chances of getting a nomination ballot?”

Sweet: “I don’t know the answer to that. Again, this is the first time that I’ve ever had that request. I’ve never had anyone ask me what is the deadline to getting my full membership. If you call in and join, we can process your membership immediately and take the request to send out a nominating ballot all in the same process. We could certainly do that. What the deadline or cut off date is for that, I don’t know the answer.”

RW: “But they could do that then, in the same phone call, they could join and also request that a nomination ballot be sent out and then it would just be the timing of the U.S. Mail?”

Sweet: “Correct.”

So concerned motorcyclists can immediately join and request a ballot to nominate Kevin Schwantz, Jeffrey Nash, or John Ulrich for the South Eastern, South Central and Southwestern Regions Board of Trustees seats, right?

Not so fast.

Today, Tuesday, September 18, I received an e-mail from Tracy Powell, Assistant to AMA President Rob Rasor, contradicting what AMA Vice-President of Membership Gary Sweet had told us.

The e-mail from Powell read:

“I apologize for not responding to your inquiry yesterday but I was out of the office.

“The AMA’s Code of Regulations provides that, ‘In order to be eligible to vote for the office of Individual Member Trustee, an individual must have been a member as of September 1 of the year the election begins.’ Membership records reflecting an effective date after September 1 would preclude those members from participating in the current nomination and election process.

“Only after the receipt of membership dues and processing the information can the member request and be provided a ballot. Any eligible member who would like to request a ballot may contact me in writing. Ernst & Young, our auditor, will check membership records and tabulate the votes.

“Please don’t hesitate to contact me if you have additional questions.

“Tracy Powell
Assistant to the President”

We are trying once again to contact personnel at AMA Headquarters in order to clarify this matter before it is too late.

But this incident–in which the Vice President of Membership doesn’t know the rules concerning membership and voting for Trustees–may be additional strong evidence that the AMA needs new leadership, now.

This just in, again from Tracy Powell, via e-mail:

“Please be advised that the information I provided you came directly from the AMA’s Code of Regulations. Apparently, Mr. Sweet did not have a copy of the Code in front of him when he spoke with you about new members and the nomination procedure, and he was not aware of the September 1 deadline. By the way, those not members prior to September 1 are also precluded from voting in the election process.

“Our Committee to Review Election Procedures is working on ways to educate our membership on the election process, which will hopefully get more people involved. This will include posting additional information to the AMA’s website.

“Please advise Mrs. Ulrich that I will not be able to grant her request for a ballot for this election.

“Sincerely,
“Tracey Powell
“Assistant to the President
“(614) 856-1910, Ext. 1248
“http://www.AMADirectlink.com”


Editorial comment: When she called AMA headquarters to become a full member of the AMA, Roadracing World Publisher Trudy Ulrich was told that she would be sent a nomination ballot for the current Trustee election. So perhaps, before it starts “working on ways to educate our membership on the election process”, the AMA’s “Committee to Review Election Procedures” should first educate AMA employees, including the Vice-President of Membership!

Racer and tuner Kevin Murray is out of the hospital and back at work at his Vista, California race shop, MCE Racing.

Murray suffered a head injury August 12 while riding a dirt bike in the desert.

Murray was hospitalized for almost four weeks, being released on September 7. Murray is still undergoing physical therapy, but is working part-time at his shop, tyring to handle a back-log of work that piled up while he was hospitalized.

In a phone call to Roadracing World, Murray said
it will be about a month before he’s back up to speed.

Murray can be reached at (760) 599-1061.

From a press release, just arrived:

2002 KAWASAKI MODELS

For 2002, Kawasaki introduces brand-new models targeting a wide range of motorcycle enthusiasts. Like the hot-rod Vulcan, 1500 Mean Streak cruiser, the aggressive ZZ-R1200 sport-tourer and the motocross-inspired four-stroke KLX110.

Kawasaki has also significantly upgraded its performance-leading NINJA® ZX-12R and NINJA® ZX-9R sportbikes to deliver even more power, comfort and style.

For the off-road set, Kawasaki introduces the KLX110 dirtbike. This user-friendly four-stroke trailbike is ideal for providing the fun and excitement of that first off-road riding experience. It combines a durable, four-stroke engine with a slim, downsized chassis, and even features Kawasaki’s lime green motocross-style bodywork. It will please both parents and young riders seeking their first off-road ride.

Click here for photos of the new KLX110.

Receiving major updates for 2002 is the NINJA® ZX-12R, the flagship of Kawasaki’s celebrated Ninja line. This boundary-pushing sportbike is the recipient of 27 modifications and enhancements, all aimed at improving the machine’s overall performance. The upshot is a performance-oriented, cutting-edge motorcycle with an innovative monocoque frame and sleek aerodynamics. Built to deliver the lightest weight and highest power-to-weight ratio of any machine in its class, the ZX-12R provides exceptional stability, nimble handling and comfortable ergonomics, not to mention an exhilarating ride.

Click here for photos of the new ZX-12R.

Likewise, the NINJA ZX-9R enters the new model year after being refined by Kawasaki’s engineers. Styling, engine response and handling were targeted. The result? Now the popular Open-class machine has a more streamlined and aggressive look, and offers competition-style performance with real-world versatility.

Topping this year’s cruiser charts is the Vulcan 1500 Mean Streak performance cruiser. Utilizing its extensive Vulcan heritage as well as intensive engine and chassis improvements, the Mean Streak offers up a hot-rod cruiser attitude but with sportbike-like handling and braking.

Rounding out Kawasaki’s new-for-2002 lineup is the ZZ-R1200 sport-touring machine. Borrowing engine and chassis design from the ZRX1200R and NINJA ZX-11, this new model offers the performance associated with top-shelf sportbikes, but with the comfort of a touring motorcycle.

Click here for photos of the new ZZ-R1200.


More Details By Model:

NEW 2002 KAWASAKI NINJA® ZX-9R

Features improved engine response, sharper handling, and updated styling

The 1984 Kawasaki NINJA® 900R was the world’s first production 16-valve, liquid-cooled, in-line four-cylinder motorcycle, and it was also the world’s first stock motorcycle to exceed 150 mph when evaluated under timed track conditions, putting Kawasaki at the forefront of the next generation of motorcycles. For 2002, Kawasaki continues to extend its performance heritage with the new Kawasaki Ninja® ZX-9R. Combining Open-class performance and real-world versatility, the newest ZX-9R delivers improved engine response, sharper handling, and updated styling in a trim, 404 lb. chassis.

The heart of the ZX-9R is its lightweight, all-aluminum cylinder block, with electroplated lining for wear resistance and superior heat dispersion. The cylinder head itself is shaped to provide a high compression ratio, while the cam timing and profile are designed for abundant torque across the rev range. For 2002, Kawasaki paid particular attention to lower-rpm performance. Engineers increased crank mass by 10 percent by adding material to the crank webs, and decreased the size of the flywheel. Additionally, the flywheel cover is now aluminum instead of magnesium so that it can be more easily modified for racing applications.

Four new Keihin 40mm downdraft semi-flat-slide carburetors deliver excellent throttle response and are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) system. Linked to the ignition system, K-TRIC adjusts ignition timing for all throttle settings. A 16-bit microprocessor accurately adjusts timing from sensors at both the carburetors and the crankshaft.

Spent gases exit via a four-into-two-into-one exhaust system with a lightweight, all-titanium muffler equipped with the Kawasaki Clean Air System catalyzer (with the exception of California models, which have a stainless-steel unit and an additional catalyzer for reduced emissions).




NEW 2002 KAWASAKI NINJA® ZX-12R

Flagship NINJA model boasts major engine and chassis changes for stronger performance and improved handling

The new-for-2002 Kawasaki NINJA® ZX-12R motorcycle is the latest in a long line of standard-setting Kawasaki sportbikes. Indeed, this performance-defining machine claims as its ancestors a number of boundary-pushing motorcycles, ranging from the legendary H1 to the Z1 and various open-class NINJA models, such as the much-lauded ZX-11. With this impressive lineage in mind, Kawasaki endowed the newest ZX-12R with dozens of modifications and enhancements aimed at improving overall performance.

The result is a powerful, yet user-friendly engine combined with an ultra-responsive chassis for a performance-oriented, nimble-handling and
comfortable ride.

The ZX-12R sportbike’s 1199cc inline-four engine utilizes the same high-performance design found in the class-leading NINJA ZX-9R and ZX-6R models, and produces healthy doses of horsepower.

For 2002, Kawasaki engineers retuned the 16-valve, dohc engine to provide a more tractable power delivery for quicker acceleration. Changes include adding weight to the crank by widening the starter and balancer/primary gears, thus making it easier to pull cleanly away from stops. Adding inertia is a new, narrower flywheel with a smaller diameter and a thicker outer rim. An oval throttle pulley improves throttle control, particularly at low- to mid-range engine speeds. The ignition mapping was also altered to enhance low and mid-range power.

The new motorcycle’s distinctive-looking snout has been updated with a more streamlined nosepiece. This new ram-air duct not only improves the bike’s overall aerodynamics, it also increases the intake area by 30 percent. Ribbing within the ducts improves the ram-air effect at the sides, and offsets wind shear from cross breezes. Quieter, more efficient radiator fans improve cooling at lower speeds, and the front engine mount has been changed from a double to a single hanger to accommodate the two new fans’ locations.

For more positive-feeling gear engagement, the ZX-12R’s six-speed transmission now incorporates less clearance between the gear dogs, and a modified clutch damper helps reduce driveline lash. Also contributing to smoother shifting is a larger-diameter shift shaft. For better overall clutch durability, holes were added to the clutch pull rod and within the clutch hub itself to increase oil flow.

This high-compression engine gets its fuel mixture through a Nippondenso electronic fuel-injection system. Within the four 46mm throttle bodies, the injector tips have four holes to spray fuel directly at the intake valves. Electronic sensors continuously feed the system engine and atmospheric data to control fuel injection and ignition for each cylinder. The result is exceptional throttle response and high output at all engine speeds.

Compact stick-style ignition coils help generate the electrical current to fire the twin-electrode, long-lasting platinum spark plugs. Burned gasses are expelled through a four-into-two-into-one exhaust system featuring stainless steel headpipes and a lightweight, all-titanium muffler.

The ZX12-R is supported by an aluminum monocoque frame that incorporates a cast steering head welded to pressed plates welded to a cast midsection that incorporates the battery case as a stressed member. For 2002, the steering-head bearings are both the same size for lighter steering and a more planted feel. Steering angle has been increased to maintain adequate rake as the suspension is compressed for better turn-in. Fork offset was reduced to keep trail numbers the same.

Kawasaki’s patented UNI-TRAK® rear suspension uses a linkage system to progressively increase the damping and spring rate as the suspension is compressed. For better handling, the extruded-aluminum swingarm pivot was lowered, and the swingarm itself now uses an extruded-aluminum cross brace that was moved 2.5mm forward. The single shock is 5mm shorter than the previous version and has a softer spring. It also features a new stepless damping adjuster, which incorporates a check valve for improved damping performance.

Front suspension is supplied by a 43mm inverted cartridge fork with adjustable preload, compression and rebound damping. For ’02, stiffer settings help prevent front-end dive under braking. Like the rear shock, the front fork uses the new stepless adjuster.

Both ends of the ZX-12R wear 17-inch wheels with hexagonal tri-spokes. The six-inch-wide rear rim is fitted with an ultra-wide 200/50 tire for excellent traction. Braking is accomplished with opposed six-piston calipers gripping large 320mm diameter dual disc front brakes, while a lightweight 230mm single disc is gripped by a lightweight opposed-piston caliper at the rear.

In order to make the ZX-12R as aerodynamic as possible, Kawasaki redesigned its front cowling with a one-point drag coefficient reduction. This new cowling is wider and is equipped with a higher, bubble-type windscreen for better rider protection. Smaller triangular-shaped mirrors are mounted lower on the cowling to aid in aerodynamics and resist vibration-induced blurring. A new three-piece lower fairing assembly with a solid center insert and a new, shorter front fender provide a sportier look.

As the flagship model in the legendary Ninja line, the new 2002 ZX-12R represents the ultimate expression of Kawasaki’s engineering excellence and performance heritage.

2002 NINJA® ZX-12R FEATURES

4-Cylinder 1199cc Engine
· Compact and light weight
· Aluminum cylinders with electroplated bores reduce weight, resist wear and offer superior heat dispersion
· Balancer shaft for smooth running at all rpm

Redesigned Crankshaft
· Increased weight at the crank by widening primary/starter and balancer gears
· Added inertia via narrower flywheel with smaller diameter and thicker outer rim

Enhanced Fuel Injection
· Oval throttle pulley improves throttle control, especially at low to midrange engine speeds

Six-Speed Transmission
· Decreased clearance between gear dogs for better gear engagement
· Modified clutch damper helps reduce driveline lash
· Increased oil flow in the clutch pull rod and clutch hub for extra durability
· Shift shaft diameter increased for better feel

Digital Ignition
· Ignition mapping altered to enhance low and mid-range power
· Independent timing control for each cylinder based on data from several engine and atmospheric sensors
· Stick-type ignition coils are compact and lightweight

Redesigned Fuel Pump/Oil Pump
· Fuel pump regulator mounts on the pump body, eliminating a return line for easier maintenance
· Increased oil pump volume via a wider rotor

Revised Steering Geometry
· Steering angle increased to maintain proper rake when suspension is compressed
· Steering head bearings are the same size for a more planted feel

Redesigned Ram Air Intake
· New ram-air duct improves aerodynamic efficiency and increases intake area by 30 percent
· Incorporates ribs to improve ram-air effect at the sides and offset wind shear from cross breezes

Redesigned Aerodynamic Cowling
· Improves aerodynamics with a one-point drag coefficient reduction
· Wider design and high bubble screen provide extra rider wind protection
· Small, triangular mirrors are mounted lower to help improve aerodynamics
· Cover near the front brake lever reduces turbulence behind the windscreen

43mm Inverted Front Fork
· Fully adjustable spring preload, compression and rebound damping
· Stiffer settings to prevent front-end dive under braking
· New stepless damping adjuster with check valve instead of needle valve for improved damping

Bottom-Link UNI-TRAK® Rear Suspension
· Fully adjustable shock that’s shorter and has a softer spring
· New stepless damping adjuster with check valve instead of needle valve for improved damping
· Swingarm pivot lowered to weight the front wheel
· Swingarm equipped with new extruded-aluminum cross brace that’s lighter and moved forward

Details
· Lowered handlebars for a more planted feel
· Increased wheelbase
· New friction-reducing sealant on the front brake caliper pistons improves brake feel
· Three-piece lower fairing with solid center insert improves aesthetics
· Shorter, sportier front fender



NEW 2002 KAWASAKI NINJA® ZZ-R1200

Puts the “sport” in sport-touring

For the sporting adventurer, the new-for-2002 Kawasaki NINJA® ZZ-R1200 sport-touring motorcycle is the ideal vehicle. Designed specifically for motorcyclists interested in a performance-oriented ride, but who also seek the comfort and style of a bona fide grand-touring bike, the ZZ-R1200 can’t help but please. Originally conceptualized for the European market, the ZZ-R comes stateside with the best of Kawasaki’s ZRX1200R and NINJA ZX-11 traits. The result is a machine that offers sporty handling, a powerful yet user-friendly engine, comfortable ergonomics and an upscale appearance.

Although the ZZ-R1200’s double-overhead-cam 1164cc inline-four engine is similar to that of the ZRX1200R, Kawasaki engineers modified the 16-valve engine to be a stronger performer in the low and midrange sections of the powerband. For starters, the cylinder head is endowed with a new water jacket and head-bolt layout to accommodate a bank of four Keihin 40mm downdraft carburetors. Like the ZRX, the aluminum cylinders themselves utilize electroplating rather than cylinder liners to provide an altogether lighter-weight package and quick heat transfer, both of which allow for closer tolerances and therefore more power.

The pistons also have been altered as the skirts were reshaped and reinforcing ribs similar to those on the ZX-12R sportbike were added. Actuating the valves are sintered-tipped rocker arms, instead of the chrome-tipped versions used in years past. The new versions ensure less wear and friction and offer better lubrication. A newly balanced crank is similar to that on the ZRX1200, and helps bring out the engine’s torquey personality.

For more efficient fuel flow, the ZZ-R1200 uses twin fuel pumps that feed four Keihin carburetors equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) system. In turn, a revised alternator produces more output to power the dual fuel pumps, as well as the new dual headlights on the ZZ-R. Finally, in an effort to keep things cool, the 1200’s radiator is equipped with two fans, similar to the ZX-12R.

Much as the ZZ-R1200 motorcycle’s engine was tweaked to create an all-new powerplant, the same can be said for the chassis. The aluminum perimeter-style frame was stiffened with thicker rails and a new steering head. The latter is reinforced with internal ribbing. Also, the aluminum rear subframe was exchanged for a steel unit in order to accommodate aftermarket saddlebags such as the color-matched luggage offered by Givi.

To give the ZZ-R1200 the lighter-handling nature associated with sport-touring bikes, the rake was decreased and offset reduced, while efficient ball bearings are used in the steering head to maintain a light-steering feeling. Also in the name of agility, the swingarm was lightened and then lowered to improve traction and squat characteristics.

Kawasaki’s patented UNI-TRAK® rear suspension employs longer linkage rods and a new rear shock for an overall smoother ride.

Bringing the new 1200 to a halt is an amalgam of braking components. Dual-piston calipers grip 320mm discs in the front, while the rear brake caliper is borrowed from the ZX-12R and the 250mm rotor from the ZRX1200R.

With power and handling covered, Kawasaki turned its attention to ergonomics and styling. To give the ZZ-R1200 all-day touring capacity, a new and comfortable riding position was created by moving the handlebars back, and the footpegs forward and down in comparison to the ZX-11. From the rider’s perspective, an attractive instrument panel displays pertinent information and incorporates the ZX-12R fuel gauge for improved accuracy.

Aesthetics are apparent in the all-new bodywork, which includes an elegant, contoured fuel tank and sleek-looking twin-beam headlights. Hollow-spoke wheels, a one-piece fender and clear, automotive-style turnsignals round out the complete ZZ-R1200 sport-touring package.

2002 NINJA® ZZ-R1200 FEATURES

Four-Cylinder, 16-Valve Engine
· Aluminum cylinders with electroplated bores reduce weight, resist wear and offer superior heat dispersion
· Pistons reshaped with new skirts and reinforcing ribs similar to those in the ZX-12R
· Cylinder head equipped with new water jacket and head-bolt layout
· Equipped with newly balanced crank based on that of the ZRX1200R

Downdraft Carburetors with Kawasaki Throttle Responsive Ignition Control (K-TRIC)
· A throttle-position sensor tells the ignition control unit how hard the engine is working so that its micro-computer can determine the best ignition timing for more power and better fuel economy

Dual Fuel Pumps
· Dual fuel pumps provide more fuel flow to cylinders
· One pump feeds cylinders one and two, while the other feeds cylinders three and four

Liquid Cooling
· Even-running temperatures mean no “power fade” on hot days and longer engine life
· Equipped with twin fans, similar to the system on the ZX-12R

Sintered-Tipped Rocker Arms
· Provide longer wear, less friction and better lubrication
· Replace chrome-tipped rocker arms

Redesigned Alternator
· Produces more output to power the dual headlamps and fuel pumps
· Holes redesigned to increase cooling

Aluminum Perimeter-Style Frame
· Thicker frame rails provide extra rigidity
· Rake and offset modified to provide more nimble handling
· New steering head incorporates internal reinforcement ribbing
· Tapered head bearings replaced by ball bearings, which aren’t easily over-tightened and don’t bind the steering
· Steel subframe accommodates aftermarket saddlebags

Bottom-Link UNI-TRAK® Rear Suspension
· Longer linkage rods provide a smoother ride
· New shock features hydraulic preload adjustment and protective guard over the shaft and seal
· Lowered swingarm improves traction and squat characteristics, and reduces wear on the chain slipper
· Lighter swingarm features ZX-9R mounts that don’t pinch the pivot when tightened

Cartridge Fork
· Inner guards added for overall durability
· Comes with new leak-resistant seals from the ZRX1200

All-New Bodywork
· Includes twin-beam headlights, modern taillight and automotive-type turnsignals with clear lenses
· Contoured fuel tank contributes to bike’s aesthetics

Details
· New riding position created by moving handlebars back, and footpegs forward and down
· Attractive instrumentation with ZX-12R fuel gauge increases accuracy
· One-piece fender provides easy maintenance
· Hollow-spoke ZRX1200R-style wheels replace solid-spoke design from ZX-11
· ZX-12R ignition switch deters theft

From a press release:

FORMULA USA CROWNS GRAND PRIX WINNERS
IN EASTERN AND WESTERN REGIONAL CHAMPIONSHIPS

(September 17, 2001, Fort Worth, Texas) Formula USA announced today the winners in the Formula USA 125cc and 250cc Grand Prix Regional Championships. Formula USA assumed responsibility for operations of the former GPRA regional championships in July, after GPRA lost funding from their primary sponsor.

125cc Eastern Regional Championship: Robert Rawlins from Crystal Lake, IL has been named the champion, after consistent top-five placings in the five rounds that made up the Eastern championship. Jason Peters and Brian Kcraget finished second and third in the series respectively.

250cc Eastern Regional Championship: Jeff Wood of Mansfield, MA clinched the championship with wins at the Daytona and Pocono rounds, while Nathan Franson finished second and Daniel Little finished third.

125cc Western Regional Championship:, Quentin Wilson from Alta Dena, CA won the championship with a win at Portland to go with his top-five finishes from the other three events that made up the Western Championship after the cancellation of the Seattle event by GPRA. William Morton finished second with two wins while Stewart Aitken-Cade finished a close third to Morton.

250cc Western Regional Championship, Ed Sorbo of Redlands, CA clinched the championship over Adrian Webb with Jeff Wood finishing third in the championship.

All of the champions in the 125cc and 250cc Grand Prix Regional Championships will receive special championship trophies from Formula USA.

In the Formula USA National Road Race Series 125cc and 250cc Grand Prix championships, Stewart Aitken-Cade leads the 125cc championship going into the final round at Daytona over Robert Rawlins and Brian Kcraget, while Jeff Wood clinched the 250cc championship one round early in Portland with Ed Sorbo and Daniel Little set to fight over the runner-up position at Daytona.

From an AMA Pro Racing press release:

TEAM USA WITHDRAWS FROM MOTOCROSS DES NATIONS, TRIAL DES NATIONS

PICKERINGTON, Ohio — In the wake of the week’s tragic events, the American Motorcyclist Association (AMA) and AMA Pro Racing have today withdrawn the Team USA entries from the Sept. 30 Motocross des Nations in Namur, Belgium, and the Sept. 23 Trial des Nations in La Bresse, France.

The decision was made after consulting with the riders and team managers involved and assessing the logistics and security issues involved in international travel for high-profile American athletes.

In a letter to the Federation Internationale de Motocyclisme (FIM), world governing body for motorcycle sport, AMA President Robert Rasor expressed gratitude for the outpouring of sympathy and support received by AMA from other member federations of the FIM. Rasor also expressed support of the FIM’s decision to go forward with the events.

Earlier in the day, the FIM confirmed that the Trial des Nations and Motocross des Nations would be held as scheduled, but with muted victory podium activities and moments of silence to commemorate the tragedies of Sept. 11.

“Competing in these events, which are the equivalent of the Olympic games for motocross and observed trials riders, is a highlight of every season for American motorcyclists,” Rasor commented. “It’s with great reluctance that we have withdrawn Team USA, but it seems the most prudent course of action.

“Team USA was the defending champion of the Motocross des Nations, and the American Trial des Nations team had qualified for the top flight of that prestigious event for the first time. We need to thank Motocross des Nations Team Manager Roger DeCoster, Trial des Nations Team Manager Martin Belair and all of our riders for their help and support,” Rasor said. “It’s unfortunate that we will not be able to compete, but any disappointment is insignificant in light of current events. We look forward to renewing our friendly rivalries in these and other FIM championships in coming years.”

American Suzuki Motor Corporation has cancelled its annual dealer meeting, which was scheduled for September 30 through October 2 in Las Vegas.

The company sent out notices to its dealers yesterday.

At post time, American Suzuki spokesman Mark Reese had not returned a phone call requesting more information on the cancellation.

Honda’s annual dealer meeting is scheduled to begin tomorrow in Las Vegas.

Manufacturers use dealer meetings to announce new models and sale programs to dealers and media representatives.

From a Yamaha press release on the 2002 YZF-R1:

ALL New for 2002:

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Completely new, ultra-sleek bodywork features a sharper front profile and headlight; more compact fuel tank; engine-revealing side cowlings; and restyled seat and ultra-sleek tailsection.

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Compact, ultra-lightweight 998cc, DOHC, 20-valve, liquid-cooled, in-line four-cylinder engine features significant intake, exhaust and internal retooling to enhance low- and mid-range torque and boost top-end power!

All-new, competition-bred suction-piston type fuel injection – the first ever such system used on a production motorcycle – features shorter intake ports and a special vacuum-controlled intake system to ensure optimum low-rpm air volume and thus smoother, stronger, more linear power across the rpm range.

EFI’s lightweight Electronic Control Unit (ECU) adjusts injection period and timing via intake air temperature/pressure, atmospheric pressure, coolant temperature, crankshaft position, and rpm and throttle position sensors.

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All-new, forward-facing airbox routes cooler, fresher air engine-ward as speeds increase, delivering greater high-rpm output.

All-new, higher silicon-content cylinder sleeves ensure greater heat dissipation (and reduced oil consumption) for consistent power delivery and reduced frictional power loss.

Lightweight forged pistons feature carburized connecting rods with stronger, new-design fastening bolts for greater high-rpm durability.

4-into-2-into-1 exhaust with titanium muffler features reshaped, lighter-weight titanium header pipes for enhanced low- to mid-range torque and top-end power.

All-new, higher-efficiency radiator and ring-style cooling fan produces 20% more airflow.

Yamaha’s patented Exhaust Ultimate Power (EXUP) valve, redesigned with two shafts and dual butterfly valves to be smaller and lighter, adjusts exhaust flow for maximum torque.

Increased oil capacity and larger oil cooler provide 20% better performance, while bigger sightglass ensures easy oil level inspection.

All-new direct ignition coils, iridium spark plugs and higher-output magneto delivers hotter, more reliable firing.

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All-new aluminum Deltabox III frame, finished in gorgeous R7-spec black, boasts greater rigidity with reduced weight, a 600cc-class 54.9″ wheelbase, and uses the engine as a fully stressed member for industry-leading handling.

Solid-mounted engine has been raised 20mm inside new frame, centralizing rider/machine mass for quicker cornering transitions.

All-new, fully detachable aluminum subframe means easier rear shock access.

Extra-long (22.9″) swingarm features all-new asymmetrical design to accommodate retooled EXUP valve and muffler, as well as higher pivot axis and slant angle to match repositioned engine mounting.

Redesigned inverted telescopic front fork features 4.7″ of travel and more rigid, larger-diameter 43mm tubes with higher-rate springs and a wider range of damping adjustability for sharper, more responsive cornering performance.

Revised front-end geometry features reduced fork offset and increased trail for more linear response during cornering.

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All-new, one-piece hollow forged aluminum clip-ons and a lighter-weight steering shaft pipe deliver enhanced balance and feel.

40mm piggyback rear shock with 5.1″ of travel features higher spring rates, a wider range of full adjustability and a lighter-weight aluminum preload adjuster cam to ensure exceptional rear wheel tracking and handling performance.

Dual 298mm front disc brakes feature new gold-anodized, 4-piston calipers with all-new aluminum pistons and sintered brake pads for stronger, one-finger stopping power.

Rear brake set-up features lighter-weight, smaller-diameter 220mm disc with all-new 2-piston pin-slide-type caliper.

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All-new LED taillight is lighter-weight and significantly brighter, while boasting a sleek, single-piece curved design.

All-new speedometer console with newly adjustable LCD illumination features multi-function digital (odometer, dual tripmeters, water temperature) and analog (tachometer) gauges and indicator lights.

Instrumentation also features all-new shift indicator light, adjustable for pre-selected rpm levels to suit different riding styles or roads.

Overall weight reduced thanks to lighter-weight wheels, drive sprocket cover, drive chain and front fender.

Additional Features:

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Specially designed, one-piece cylinder and crankcase assembly provides tremendous engine rigidity that’s lighter and stiffer than two-piece designs.

Special 3-axis gearbox design stacks input/output shafts to create a low center of gravity and keep overall engine size to 600cc-spec dimensions.

Close-ratio 6-speed transmission delivers seamless power transfer between gears for maximum acceleration.

Compact, large-capacity clutch ensures consistent, positive engagement.

With Harley-Davidson already pulling out and Yamaha’s return dependent on signing Anthony Gobert, the latest news is that Ducati may not return to the AMA Superbike series in 2002.

Ducati officials have expressed disappointment with the results obtained by the two Superbike teams currently running the AMA series with Ducati motorcycles, HMC Ducati and Competition Accessories Ducati.

An independent emissary has made at least one inquiry to a team owner currently running a successful AMA Formula Xtreme and 600cc Supersport team, regarding possibly running a Ducati Superbike team in 2002 and 2003. But current contractual obligations have made that scenario impossible.

Meanwhile, several riders for the current Ducati teams are shopping their services around the paddock.



Editorial Comment: On the bright side, if Yamaha and Ducati join Harley-Davidson on the sidelines, AMA Pro Racing CEO Scott Hollingsworth’s job will become easier, because his staff members–famous for ignoring the needs, concerns and input of non-factory teams and riders–will have fewer teams they have to communicate with before he sets policy or makes decisions.

AMA Life Members who wish to nominate and vote for Trustees must request nomination and voting ballots by mail, if they don’t pay to subscribe to the official AMA magazine, American Motorcyclist.

After 25 years of membership, members are declared Life Members and no longer have to pay annual dues. But as a cost-cutting measure, the AMA in recent years stopped sending issues of the magazine to Life Members.

Nomination ballots are included in the October issue of American Motorcyclist, and voting ballots will be included in the January issue.

To get ballots, Life Members must write and request ballots from:

AMA
13515 Yarmouth Dr.
Pickerington, OH 43147

or via FAX
(614) 856-1920

Associate members who do not receive the magazine as part of their membership may also write and request ballots.

All AMA members in the Southern regions–now nominating and voting for Trustees–are encouraged to nominate and vote for (depending upon the region) Kevin Schwantz (South Eastern Region), Jeff Nash (South Central Region) and John Ulrich (South Western Region), and:

TAKE BACK THE AMA!

This just in:

My name is Dan Stauffer and I race here in Australia for the Factory Suzuki team in the Australian Supersport Championship. I am mailing you to get a feel for possible racing opportunities in the states next season.

My history is as follows–
age: 24
started racing dirt: age 6
13 National Championships on dirt
started road racing: 1998
1998: 3rd, 250cc Championship
1999: 1st, 600cc Supersport Privateer Champs
2000: wins in Australian champs as well as wins in Asian road race champs
2001: 2nd in Championship aboard Factory Suzuki Supersport.
Occupation: Aircraft Engineer, Qantas Airways Sydney.

I am more than keen to travel to the USA under my own steam to test ride, and show you what I am capable of on a motorcycle. If you are interested in references, I am sure Peter Doyle (Mat Mladin’s Team Manager) would have no problems with supplying you with an honest repore of my ability.

I am also willing to travel to the next race meeting if there is a ride available.

My contact numbers are as follows: 011 61 407 263527, and my e-mail address is [email protected].

Dan