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

Castrol Suzuki won the 65th Bol d’Or 24-hour race in France Sunday, September 16 and in doing so wrapped up the 2001 FIM SuperProduction World Cup with the team’s fourth overall race win. Castrol Suzuki’s Laurent Brian, Brian Morrison and Christian Lavielle rode their GSX-R1000 flawlessly for 799 laps while the 55-bike field, full of factory-supported Superbikes and endurance regulars alike, suffered small problems to increase Castrol Suzuki’s advantage.

Castrol Suzuki’s main challenger for the race was the factory-supported Elf Honda team. William Costes, Fabien Foret and Sebastien Gimbert rode the Elf Honda RC51 Superbike fast, at times two seconds per lap faster than Castrol Suzuki, but clutch problems dropped Elf Honda to 22nd at one point in the race. Elf Honda climbed back up to second place overall but could not make up an eight-lap disadvantage to Castrol Suzuki.

2000 World Endurance Champions Whirley Phase One finished third overall and second in the SuperProduction class on a Suzuki GSX-R1000 ridden by Igor Jerman, Olivier Ulmann and James Ellison. Whirley Phase One was 45 seconds behind Elf Honda at the finish.

2001 World Endurance Champions Wim Motors suffered their first DNF of the season, suffering from fuel and electrical problems.

Herman Verboven Suzuki finished 21st overall and sixth in the Superbike category on a Suzuki GSX-R750 ridden by American Andrew “Woody” Deatherage, Danny Schildermans and Benjamin Pister while regular team riders Michael Barnes and Jeff Vermeulen remained in the United States, unable to fly to France due to the air travel restrictions imposed following the terrorist attacks on the World Trade Center and Pentagon.

Bol d’Or 24-hour Final Results:
1. Castrol Suzuki (Laurent Brian/Brian Morrison/Christian Lavielle), Suzuki GSX-R1000, SP, 799 laps

2. Elf Honda (William Costes/Fabien Foret/Sebastien Gimbert), Honda RC51, SB, 791 laps

3. Whirley Phase One (Igor Jerman/Olivier Ulman/James Ellison), Suzuki GSX-R1000, SP, 791 laps

4. Free Bike Performance (Mathieu Lagrive/Bertrand Sebileau/Cyril Fernandez), Yamaha YZF-R7, SB, 790 laps

5. Yamaha Motor France (Jean Marc Deletang/Mark Willis/Thierry Paillot), Yamaha YZF-R7, SB, 783 laps

6. Junior Team LMS (Frederic Jond/Olivier Four/Pierrot Lerat Vanstaen), Suzuki GSX-R1000, SP, 779 laps

7. Moto Shop 35 (Christian Haquin/Michel Amalric/Frank Schuller), Kawasaki ZX-7RR, SB, 779 laps

8. Zong Shen B (Stephane Mertens/Warwick Nowland/Cristobal Fernando), Suzuki GSX-R1000, SP, 778 laps

9. GMT94 (Sebastian Scarnato/Arnaud Van Den Bossche/Frederic Protat), Suzuki GSX-R1000, SP, 775 laps

10. Police Nationale (Gwen Giabbani/Christophe Roche/Franck Gebelin), Kawasaki ZX-9R, SP, 768 laps

Fastest Lap: Elf Honda, 1:41.033, 94.086 mph (151.435 kph)

From a press release issued by Ducati:

Craig Connell withdraws from Formula USA

Pompton Plains, NJ, September 17, 2001: AMS Ducati Performance Racing are withdrawing from the Formula USA series after their sole rider, Craig Connell, was injured at the fifth round held at Portland International Raceway on September 9. The Australian rider suffered a break at the socket of his right arm and broken ribs in the unavoidable crash, caused by a fallen motorcycle. Famed Californian surgeon, Dr. Ting, has since treated him and successfully inserted a plate over the damaged joint. He expects a full recovery for Craig.

“It was one of those weekends you rather forget,” said Team Owner Jeff Nash. “Obviously we are disappointed but we are happy to know Craig is alright and will recover from the injuries.”

At the time of the crash, Connell was sitting third in the point standings and was leading the series for the first three rounds.

AMS Ducati Performance Racing would like to thank their sponsors and fans for their well wishes and offers of support.

From an AMA Pro Racing press release:

MOORE WINS GENUINE SUZUKI ACCESSORIES 750 SUPERSPORT CHAMPIONSHIP

PICKERINGTON, Ohio — Jimmy Moore had a breakthrough season in 2001. The 33-year-old racer from Eugene, Ore., not only won his first AMA national this year, but he went on to earn his first AMA national title — the 2001 Genuine Suzuki Accessories 750 SuperSport Championship. With the cancellation of the Willow Springs round of the AMA Chevy Trucks U.S. Superbike Championships Moore’s 53-point lead in the series gives him an insurmountable lead with just a single race remaining.

Moore, who rides for Corona Extra/EBSCO Suzuki, won three 750 SuperSport events this year and earned the pole position four times. With a race remaining, Moore already has five podium finishes in nine races.

“I am very excited and happy about winning the AMA 750 SuperSport National Championship both for the Corona Extra/EBSCO Suzuki team and myself,” said Moore. “It took a huge commitment from all of our sponsors and the team to accomplish this goal and I am grateful. This is a dream come true. However, because of the tragedy that has struck our nation, the victory celebrations will be difficult. I hope that the people whose lives have been directly affected by this disaster, will someday be healed. Although I am confident that we would have remained victorious either way, I am thankful for the AMA’s decision not to run the Willow Springs race in light of the situation.”

Moore headed a talented field of 750 SuperSport riders. The class has been very competitive in terms of the number of riders capable of winning. Moore, along with Mike Ciccotto, Brian Parriott, Chris Ulrich and Ben Spies, were all first time winners in the series this year. Jason Pridmore, a former champion of the class, was the other winner in the series this season.

Moore becomes the 14th champion in the 750 SuperSport Series which began in 1988. He joins an impressive list of notable riders such Doug Polen, Scott Russell, Jamie James and Tom Kipp.

Unlike many of his fellow competitors, Moore did not start racing until he was in his mid-20s. When he debuted in AMA pro ranks in 1995 — he was already 27.

“I wasn’t smart enough to know better, that starting out (racing) at 25 might be a little too late,” said Moore, in an interview earlier this year with the Manchester (N.H.) Union Leader newspaper. “I had never raced anything in my life. I sort of took to this pretty easily.”

Moore paid his dues in the pro ranks in the early years finding it tougher than he thought it was going to be. He persisted though and gradually climbed the pro ranks. He was 18th ranked in the 750 SuperSport Series in 1997, sixth in 1998 and third in 1999 and 2000.

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.”