Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Honda’s all-new CBR600RR and Kawasaki’s hard-edged ZX-6RR have raised the level of competition forthe 2003 AMA Supersport series, but Yamaha’s YZF-R6–which doesn’t look all-new–will be a contender.

At least that’s what Yamaha factory road race mechanic Jeff Myers says.

“I would have to say one of the most obvious things is the chassis itself,” said Myers. “The technology they’re using there, it’s basically a cast chassis rather than stamped pieces welded together. So the accuracy and rigidity of the chassis has been much improved over past models. They’re claiming the same kind of rigidity as the R7, as far as torsional rigidity. I think that’s going to be a big improvement.

“Obviously, the fuel injection is going to help keep a flatter fuel curve. We’re not going to have the rich/lean area you have with carburetion. It’s pretty hard to get a flat fuel curve with carburetors. So the fuel injection is going to help us there.

“They changed the way the axle clamps on the forks, and things like that that should again improve on the rigidity of the whole package.

“They changed the geometry. They took a little bit of offset out of it, which gave a us a little more trail which will help us on the track, too.

“The new air intake system doesn’t look a whole lot different from our old system as far as volume and stuff like that. I think the airbox might have a little more volume than the past one, but it’s minimal.

“The engine has been changed. I’d say 80 percent of the parts in the engine are new. There’s only a 15-20 percent of carryover parts from the previous R6. Some of the issues that they’ve addressed there that should help out is they got rid of the liners in the cylinder. Now it’s direct plating on the cylinder bores, so bore accuracy, I think, is going to be improved. The cooling of the engine with no liner, heat transfer, should be better. They changed the radiator on it. We have a larger curved radiator now, so the bike should be running a little cooler than they have in the past. That’s always ran a little hot for us, for our liking. That’s going to help there, too. Changes to the transmission. The ratios are essentially the same, but the dogs and the tooth faces have been changed.

“Little things like that are small improvements that add up. If you start looking at, like the Kawasaki, having an RR model and the obvious things they’re touting, adjustable (swingarm) pivot, comes with slotted cam sprockets, well that’s kind of a moot point. The adjustable pivot’s a nice feature, but some of the other things they beat their chest about on that bike, we can do that to ours. So it’s not really an issue.

“The Honda, they’re claiming a lot of parallels with their GP bike, as far as suspension. It’s still got to be damped and all that.

“I think our bike isn’t extremely different. I think the development process, what we’ve learned with the older bike, should cross over into this bike a little easier than like with the Honda. From like their F4i to their new one, they’re talking about a whole different package, learning that. There’ll be a bit of a learning curve for them that we probably aren’t going to be faced with. We’ll see what happens.”

Myers said Yamaha plans to shake down the new 600s during an upcoming test before heading to Daytona for the annual Dunlop tire test in early December.

In 2002, Myers led the three-rider factory Yamaha Supersport racing effort, but in 2003, Myers will share those duties with Tony Romo.

“They re-structured the team a little bit,” said Myers. “Basically, the factory effort is 600-only for Yamaha next year. The people who were involved in Superbike are obviously moved into a 600 capacity this year. So we have Tony (Romo) directing one side of the 600 team, two mechanics and two riders; and I’ll be directing the other side of the 600 team, two mechanics and two riders. Engine building duties and all that kind of stuff get split up between Tony and me.

“I think last year we learned kind of a lesson. One guy overseeing three guys is a little much. It’s not really fair to the riders. Of course with our team, we had a lot of injuries last year. I think it wasn’t until Laguna Seca, because we had all three guys healthy at the track for the first time. We went, ‘Whoa! This isn’t really working.’ Daytona was the first race we had to deal with that format, and then we didn’t have to deal with it again until Laguna Seca and the races following. We learned then that it wasn’t the best system. We worked on that this year with the team structure.

“I’m not really sold,” said Myers when asked about the rule proposal to allow electric shifters in AMA Supersport racing in 2003. “Obviously there were teams running shift kills last year and actually the year before. Honda, Suzuki, Kawi; all of them pretty much were running it last year. I can tell you we weren’t, and we were right in there at several races. Granted, we really didn’t get to the top of the box last year in 600, but we got a few second-place finishes and we’re not running it. If you look at qualifying times and lap times, we did have some pole positions.

“So is there a whole lot of advantage to having a shift kill? How much time is really saved having it versus not having it? I think it’s kind of nice having it because psychologically riders like having it. So I think it’s a benefit from that point. How that parlays into seconds off a lap time, who knows? I can’t really say from my first-hand experience that it’s going to make a difference, but it’s kind of nice having the ability to play with that. Some of the other rule changes they pushed through I questioned.”

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Yamaha Motor Corporation introduced its 2003 racing teams to members of the motorsports media Thursday, November 21 at Dromo One, a go-kart racetrack near Yamaha’s U.S. headquarters in Cypress, California.

While journalists, Yamaha’s racers and crew members teamed up for a 200-minute go-kart endurance race, Roadracingworld.com sat down with Keith McCarty, Yamaha Division Manager for Racing. We asked McCarty about his 2003 road racing line-up, which will see Damon Buckmaster, Aaron Gobert and Jamie Hacking race in Supersport on factory Yamaha YZF-R6s and in Formula Xtreme on Graves Yamaha YZF-R1s; while 18-year-old Jason DiSalvo will ride an R6 in Supersport and Superstock.

“The rider line-up is awesome, said McCarty. “They’re all a great group of guys. They should get a long really well, and the team’s going to give them 100 percent.

“Damon (Buckmaster) has rode for us for a couple of years now, done a really good job. He’s fallen short of the Formula Xtreme Championship, but I thought he really matured this year a lot. He really did well at Mid-Ohio and had some really good races to put himself in that Championship hunt after some bad luck. He did a really good job, but unfortunately things didn’t work out for him. We really look for good things. We know he can get the job done, it’s just a matter having all of the pieces right.

“Aaron (Gobert), we were really motivated the year before, after Virginia. He won that last race (2000 season) in Formula Xtreme and looked really good. I was really excited, testing was going good in (2002) pre-season and Daytona, having that big accident just took him out of the year. Really the goal was to get him back on the bike, get him strong. Even when you’re riding it takes six months to get ready. He’s been working very hard, getting himself physically fit because it’s a demanding job. Things should go very well for him, and I know he’s excited to be back.

“Jamie Hacking. What can you say? The guy’s done some great things the last couple of years. He did great things even before that on a Yamaha. We feel like we needed to have some sort of a leader guy on our team. He goes right for it right from the beginning. So it’s a good target for everybody to shoot for lap-time-wise. He’s maturing. Every year he’s learning a little bit more, learning when to slow down and when he needs to win and that. So I think this should be a very good season for him. He’s very comfortable at Yamaha as well.

“Jason DiSalvo, he’s a young, talented guy coming up. He’s got a lot of potential, a lot of desire. His family supports himself 100 percent. We’re really lucky to have him here. He’s excited to have the group of guys he’s got to ride with and learn with, and he’s got ideas of his own. He’s not waiting for anybody to show him anything. He wants to get out there and go.”

When asked about the decision to enter DiSalvo in Superstock, formerly known as 750cc Supersport, on his R6, McCarty said, “We feel the new R6 is going to be a competitive bike, and Jason certainly rides it very well. Track time is what it’s all about for the young guys. We’ve got to get them out there racing. You learn so much every lap you’re out there, every race you’re in. That’s what it’s all about, going to school and continuing to learn.

“We would love to be (in Superbike),” explained McCarty on Yamaha’s lack of a 2003 Superbike class effort. “We had some meetings with the AMA. We gave them what we thought would be an equitable program for this year.

“It’s a transition year for everybody, you know, with the rules changing to allow 1000cc Fours. We thought there was a bit of an advantage for some of the guys out there that continued to race things that they’ve already tested and they know what they’ve got. We wanted to be there on a 1000 R1, but the AMA did a different deal with the rules. So we’re going to do what we sell. We sell R6s right now.

“We talked to these (AMA) guys and told them what we needed to have, what we thought was fair and equitable for everybody to make good racing. Nobody wants to spend this kind of money and not have a chance. The AMA wants us to fill the field. That’s understandable, but we don’t want to be back there in 10th place for nothing. We want to go where we feel we have a chance to win against everybody.

“They made some rules…I guess a few people are going to try to over-bore a 750 to race in that class. I think it’s a silly thing to do myself, but they made the decision. We made ours, no hard feelings.”

Were you tempted at all to enter a YZF-R1 in Superbike? “No,” stated McCarty. “You’ve got to look at it that with the way the rules are a Formula Xtreme (bike) can have more modifications than the (Superbike) rule package they put together (allows). There’s no way we would want to go with that rules package with no chassis, no anything, trying to compete against guys who have been there for three years on the same bikes. It’s silly. I don’t think that makes for good television. It certainly doesn’t make for good racing.”

From a press release issued by Cibertel Honda BQR:

American road racer Kenny Noyes (Honda) battled Grand Prix regular Jose Luis Cardoso (Yamaha) for third place at the rainy final round of the Spanish National Formula Xtreme Championship at Jerez de la Frontera on November 24th but was taken down at the Nieto corners on the last lap just a mile from the finish when Cardoso, who had come past on the inside, high-sided. Neither rider was injured.

The race was won by Edu Ullastres with Josep Sarda second, both on Yamahas, but the surprise of the day came from Noyes (23), a former Formula USA Pro Singles Dirt Track Champion who now lives in Hostalets de Belanyá, north of Barcelona, and a rookie this year in the Spanish Formula Xtreme series. “Everybody was surprised when I was 10th in qualifying and then they were more surprised when I was fifth in the warm-up, but I’ve been working up to a race like this. Things just kinda started to click for me in Valencia last week where I was 12th. I tried to go with Ullastres but he started to pull away a bit and then Sarda and Cardoso caught me. Sarda got past but I spent quite a few laps dueling with Cardoso. On the last lap I passed him on the inside at Pons corner coming onto the long back straight but his bike was just a little quicker and he led into the Dry Sack Hairpin where I got back past on the brakes. I figured he’d have a last try at me at the Nieto corners and he did, a good clean move, but he was in just a little hot and I figured I’d be able to get him back on the exit. Then he high-sided when he was right in front of me and I couldn’t avoid him. Third would have been great, but the main thing is that I’m finally figuring out how to ride up front at this level.”

Cardoso, who rode for the D’Antin team as teammate to Norick Abe in the MotoGP class in 2002, apologized after the race saying, “I took us both out. That was the only place where I thought I could pass Kenny today, but I just got on the gas a little too soon.”

Noyes rides for the Cibertel Honda BQR team which runs race-kitted RS250 Hondas in the World 250 GP series. The BQR team will concentrate entirely on GP racing next year, but will provide personal sponsorship to Noyes who will join the Procurve Honda team (based in Mataró, on the coast just north of Barcelona) which, in the absence of BRQ, will become the top Honda team in the nationally televised Spanish Formula Xtreme Championship.

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Eric Bostrom will race a ZX-6RR in the AMA Supersport race at Daytona and will race an over-bored ZX-7RR Superbike in the 2003 AMA Superbike series.

“For sure, Eric will ride the 600 at Daytona,” said Kawasaki Road Racing Team Manager Michael Preston Friday, November 22. Preston made the announcement at Kawasaki’s 2002-2003 Motorsports Celebration held at Oakley’s world headquarters in Foothill Ranch, California.

When asked if his team will take advantage of the over-bore allowance in the 2003 AMA Superbike rules, Preston said, “Absolutely. He’s going to campaign the Superbike, make an assault there and see if we can’t get that Championship.

“(The new engine) it’s in development. The rules are what, three-weeks-new? So we’re scrambling to get stuff ready to go. So like I say, it’s in the development process. I’m not sure if we’re going to have everything ready or not for (the Dunlop tire test at) Daytona. We’re still waiting for some pieces, and we want to make sure that we test them really good on the bench. And as you know, we’re running out of time fast. Daytona is very fast and can be very dangerous if we have a problem. So we don’t want to set Eric down on something that hasn’t been tested thoroughly on the bench and stuff.”

Kawasaki recently held a multi-day test at Thunderhill Race Park, a club racing track in Willows, California, but did not run the updated Superbike. “We were just shaking down some of the new 600s,” said Preston. “We just want to see how they work, just kind of shake ‘em down. We’ve got all new cowlings and new bikes, just making sure nothing rubs wrong and everything goes right so we can have a smoother run down at Daytona.

“(Bostrom) was riding his 600. It’s been a while since he’s been on it. Again, he was a Champion, so he’s definitely got a lot of experience that can help the other guys, too.”

Tommy Hayden and Tony Meiring will campaign Kawasaki ZX-6RRs full-time in AMA Supersport and the 636cc version of the ZX-6RR in AMA Superstock in 2003.

“I like it a lot,” said Hayden of his new Kawasaki 600. “It’s definitely a lot more different than I expected, but the potential the new bike has is really good. We’re pretty far away from what we’re going to have at the Daytona tire test, and even then, I think the potential of the bike is unreal. It felt really good!

“We went through a lot of basic stuff, getting comfortable on the bike. I learned a lot, and we’re going to be way ahead going into the tire tests in a couple of weeks. I’m glad we got a couple of days in.

“The (radial-mounted front) brakes are really good. I was really impressed. We tested the whole time on stock pads and everything, and they worked perfect. It’s as good as anything I raced with before. So that’s pretty good to have that stock.”

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

The 2003 AMA Superbike Championship will end September 21 at the Barber Motorsports Park in Leeds, Alabama, near Birmingham. That announcement was made moments ago by AMA Pro Racing CEO Scott Hollingsworth at the AMA awards banquet in Las Vegas, Nevada.

Hollingsworth did not state if the event would be a double-header race or not.

More details as they become available.

The updated 2003 AMA Superbike Championship schedule:

March 5-9 Daytona International Speedway, Daytona Beach, FL

April 4-6 California Speedway, Fontana, CA
(Doubleheader)

May 2-4 Infineon Raceway, Sonoma, CA – TENTATIVE
(Doubleheader)

May 16-18 Road Atlanta, Braselton, GA – TENTATIVE
(Doubleheader)

May 30 – June 1 Pikes Peak International Raceway, Fountain, CO

June 6-8 Road America, Elkhart Lake, WI
(Doubleheader)

June 27-29 Brainerd International Raceway, Brainerd, MN – TENTATIVE

July 10-13 Mazda Raceway Laguna Seca, Monterey, CA **

July 25-27 Mid-Ohio Sports Car Course, Lexington, OH
(Doubleheader)

August 29-31 Virginia International Raceway, Alton, VA
(Doubleheader)

September 19-21 Barber Motorsports Park, Leeds, AL

**AMA & WSB combined weekend

Dates and Locations Subject to Change

From a press release issued by Foggy Petronas Racing:

Foggy PETRONAS Racing ventured to Misano in Italy this week to continue its testing programme.

Both Troy Corser and James Haydon were able to work steadily with both of their Foggy FP1 bikes through the varied testing schedule. This included assessment of modifications for the temperature management systems, further chassis and engine development and a series of tests with aerodynamic parts, although progress was slow at times due to changeable weather conditions and intermittent showers over the three day test.

Carl Fogarty commented, “The overall test has been very positive with Troy and James able to improve their lap times and bike set-up each day. The track here at Misano doesn’t dry out quickly though which lost us valuable running time, but we have still made steady and worthwhile progress. The team is doing a great job and it’s been really good to be here with everybody for the last three days.”

“We probably didn’t get to work though as much of the testing programme as we’d hoped, but I’m really pleased with the work we have done and the results achieved,” commented Troy Corser. “Ideally you need dry conditions to fully test the bike at this stage of development and this track isn’t good at shedding the rain we had. You can really only get a good and safe wet set-up once you have found the right dry set-ups, and we’re still working on that, but the steps we’ve made over the last three days have been solid.”

James Haydon said, “I’ve found this test really encouraging, particularly by having reduced my lap times day after day. Even on the first day of the test we are achieving lap times that were closer to the lap record at a circuit, than we have achieved on the first day at any previous test. It’s frustrating that I couldn’t run more laps due to the rain as this circuit is one that it is very important to get a feel for, as the riding line is not always where you think it will or should be. The new engines we had felt good – strong and consistent – and I’m confident we’re making clear progress.”

Copyright 2002, Roadracing World Publishing, Inc.

By David Swarts

Anthony Gobert recently completed a two-day test on Ducati Austin Racing’s 2002 Ducati 998RS machines at the 1.7-mile Motorsports Ranch road course in Cresson, Texas, 14 miles outside of Fort Worth.

“Awesome, actually!” said Gobert, when asked how the test went. “It’s quite a good facility. It’s a very safe track, no barriers, nothing to hit forever, really. The track itself is a little bit bumpy on some of the exits of corners, which takes a little bit of the fun away from it, but apart from that, I had a great time.

“I sort of got used to the Ducati a bit more over the two days. To be honest, I didn’t get to do as much riding as I would’ve liked to over the couple of days. The bikes were getting a little long in the tooth, and we seemed to have a couple of little problems with the bikes here and there. That kind of stopped me from doing as many laps as what I would have to have done. But all-in-all, it was a successful test.

“I’m really enjoying working with Vic (Fasola, Gobert’s new Crew Chief). I’ve always had a lot of respect for him from seeing how good Aaron Yates’ bikes worked. I was looking forward to working with him. We kind of went over a lot of things on the bike and tried a lot of different stuff, basically kind of feeling each other out. It’s pretty cool because Vic and I always seemed to end up at the airport together on the same flight back to Ontario (International Airport, in California). So I’ve had a little bit of time to talk to him and gel with him before. Everything’s working awesome!” Gobert also confirmed that former Vance & Hines Ducati crew member Owen Coles has also joined the Ducati Austin Racing squad.

“The new bikes just got sent from Italy a couple of days ago. I’m really, really excited about that. I can’t wait to ride the new bikes,” continued Gobert. “Hopefully, they get through customs and all that with no problems. Fingers crossed, hopefully they’ll be here for the (Daytona Dunlop tire) test.

“I’m not sure what level of equipment we’re going to receive, but I hear what we’re going to get is pretty good. I think the Ducati is the Ferrari of the bike world. I’m just so excited to be back on a Ducati.”

When asked if his team had any more tests planned prior to heading to the Daytona tire tests, Gobert said, “Yeah, we’re probably going to go back to Texas. We were going to go test in Florida, but it was quite successful testing in Texas. It was pretty cold in the mornings; we couldn’t really get anything done until 10:00 or 11:00 in the morning. But we’ll probably go back there. At least that way I can back-to-back the bikes, and it’s close for the guys and everything. Yeah, we’ll go there for a couple of days for a bit of a shakedown test before Daytona and hopefully come out swinging for the tire test.

“My brothers, Alex and Aaron, just got back over here. So it’s awesome to have them back. Pro Circuit is one of my sponsors, and they built up a 450 Honda (motocrosser) for me. I’ve been having a lot of fun on that, and Alex just got a new 450 Honda as well. We’ve been having a good time riding out at Elsinore and stuff. I really enjoy riding with my brothers. So we’re having a good time at the moment.”

From a press release issued by SBK International:

Misano’s Test Scuderia NCR

TEST DAY AT MISANO FOR SCUDERIA NCR
(Misano 2002, November 20)

Testing day at Misano for Scuderia NCR, looking at the final agreements with the riders for 2003 season. Taking advantage of a stop in the atrocious weather conditions of the last days Regis Laconi and Simone Sanna rode for their first time the 998RS NCR Ducatis Nortel Networks.

The French rider never rode before a Ducati, but he found immediately a good feeling with a total of 53 laps and a fastest lap of 1:37.7 with the bike in race set up. At the end of the day Laconi was satisfied: “I haven’t had any problem to adapt myself to the Ducati and, despite the track was very humid in several points which never dried during the day I rode fast, with lap times like June’s race, with very different temperature. After the first set up adjustment I found immediately the right feeling, because the bike gives you confidence and also the pit crew looks like they have a good structure.”

Absolute debut on a four stroke bike for Simone Sanna (24). The rider from Borgo San Lorenzo, very close to the Mugello Circuit, always rode in his career the small 125 two stroke, on which he won three rounds in GP World Championship. After the obvious hesitancy in the first laps, he got to gain a good feeling with such a different machine, riding faster and faster to a better laptime of 1:38.4 in a 40 laps test.

“I’m really satisfied after this day,” said Sanna at the end. “I started with the aim to understand if I could agree a 4 stroke bike and I leave Misano really happy. During the first laps I feel the bike enormous and heavy, I hadn’t any idea how to use the gearbox ratios, in the middle of corners I was feeling myself very slow looking a 125 riding style. Then I rode for a couple of laps close to Laconi and I understood several of the riding differences between the two bikes: So I started to be at my ease lap by lap. Today the weather conditions weren’t ideal, the track was cold and in several points not dry, so for sure I believe to have good possibility to do better. That doesn’t mean that I could be immediately competitive, I have to ride for miles and miles and to stay a lot on the bike, but I’m confident that I started in the correct way.”

At the end of the day Alex Gramigni, too, rode for some lap test, but at that time the conditions was impossible, with cold and a wet wind and no visibility. So it would be stupid to speak about laptimes; however the 1992 World Champion of 125 class showed to be still a very fast rider, scoring a laptime of 1:39.9 just after 5 laps.

Satisfied at the end of the day Stefano Caracchi, too: “That’s been a very satisfying test for both the riders, with a track in bad conditions, the bike no more used after Imola and tyres very close to the standard product. We was looking just to be confirmed of our opinions, and we have had the confirmation, with very good results, despite the bad conditons, both for the expert Laconi as well for Sanna, at his first experience on a Superbike so different from a 125GP. Also Gramigni shows that he’s not a rider good for a old folks’ home, despite the stop in the last season. In the next day we’ll close the final 2003 Team structure, ready to start for the next winter.”

From a press release issued by Raven Communications:

Sirens Take 5th in Lightweight Superbike in Inaugural Year

CHARLOTTE, N.C.- In only their first year as a team, the Sirens took fifth in points for the Lightweight Superbike class of the WERA/GMD Computrack National Endurance Series for the 2002 season.

The Sirens competed on the #77 Suzuki SV650 in all nine rounds of the National Endurance Series, culminating in the rain-soaked Grand National Finals at Road Atlanta.

Audrey Ghia of Durham, N.C., and Beth Wyse of Charlotte, N.C., were the primary riders for Sirens, sharing the bike for the four-hour races and even one six-hour race. Guest riders throughout the season included James Norwood, a 55-year-old medical doctor from Lascassas, Tenn., and Jeff Bostrom of Nevada City, Calif., who regularly competes in the AMA 750 Superstock Series.

Despite facing multiple mechanical failures and their fair share of crashes, the Sirens persevered to take a top-five finish in the points championship, ending the season with 553.69 points.

“It’s been a tough year, a learning year for sure,” commented Ghia. “I think what it comes down to is that Beth and I were just too stubborn to give up when others would have quit! We owe a lot of our success to the great pit crew members we’ve had this year. They always got our bike fixed when we broke, and got us back out on the track quickly after pit stops.”

For 2003, the Sirens will once again be competing in the Lightweight Superbike class. Their goal is to be one of the top three teams.

“We’ve had a full season to learn what it takes to be competitive in endurance racing,” said Wyse. “We’ve become better riders, we’ve learned to work cohesively in the pits and we have really grown as a team. We expect to be on the podium next year.”

The Sirens are sponsored by the Ed Bargy Racing School, ThePlasticDr.net, Vesrah, SilkoleneStore.com, RacerSupply.com, Bridgestone, DB Motorsports, Lockhart-Phillips and Penske.

More information about the Sirens, including full results from the 2002 season and biographies for Ghia and Wyse, can be found on the Internet at www.sirenamoto.com.