Copyright 2001 Roadracing World Publishing, Inc.

NHIS Motorcycle Safety Director Jerry Wood said Tuesday that he was shocked that AMA officials did not allow riders to take a short practice prior to starting the rain-delayed 600cc Supersport race at Loudon on Sunday. The resulting argument over five laps of practice kept 600cc Supersport regulars in the paddock while AMA officials ran the race with 12 mostly-local riders.

Wood spoke in a phone interview from his shop in Searsport, Maine.

“I was leading around the jet-blowers and as I was driving the truck along I was figuring that the next thing we do is practice,” said Wood. “So when I came in I told (AMA Superbike Operations Manager) Ron Barrick that the track was ready for a short practice session. And I was baffled when he told me that there wasn’t going to be any practice session. I couldn’t believe that was their decision, to come up with no practice. That’s just not right.

“A practice is a common-sense thing. Because the track has been rained on all day, we’ve dried it off, and short practice will burn the line in and get rid of any residual moisture that’s left. I was really disappointed.”

The decision to refuse rider requests for a short practice session was made by AMA Pro Racing Director of Competition Merrill Vanderslice. When rider Grant Lopez, (who desperately wanted to ride) tried to mediate the dispute and convince Vanderslice to allow five laps, he was angerly rebuffed by Vanderslice, who said of the riders, among other things, “They don’t run the AMA, we do” and “It’s us against them.”

From a press release issued by Rausch Creek Motorsports Park:

“Rausch Creek Motorsports Park will not be open in 2001 for spectator events.

“To avoid further confusing announcements about the opening of the road course, the management at Rausch Creek has decided to cancel the remainder of this year’s events.

“Originally slated to open in May of this year, Rausch Creek has experienced a variety of events that factor into the decision to postpone what was to be the inaugural year. Our original construction schedule had us paving the
road course in the fall of 2000. Serious safety issues had to be addressed prior to the commitment of a final design, and those issues prevented us from paving at that time. Then, with the long winter, we realized we would be very hard pressed to meet the date for our May opening. A variety of smaller delays, including smaller design changes and machinery breakdown, have also contributed to the postponement of our inaugural year.

“Andrew Stutzman, General Manager, had this to say, ‘We found ourselves pressured by the original dates we had set to open, and felt as if we may be making small compromises just to get the track open. The last thing we want to do is compromise anything, let alone the safety and longevity of Rausch Creek, so we decided to back off from such ambitious goals, and allow ourselves the time to complete the project so that it exceeds our expectations, instead of just meeting them.’

“Quinn Lickman, Construction Manager for Rausch Creek, added, ‘We are maintaining close to the same pace (construction) we have all along, only slowing down to make sure all the small details are completed. We honestly just underestimated the amount of material we had to move to build the track. The actual time it will take to pave the track is relatively short compared to the time needed to complete the construction of the verges and safety zones. In addition, we must be very careful how we address the drainage issues for the track. It is important that we find the perfect balance between providing more than adequate run-off, and draining the water away from the track properly. While the racers and spectators will enjoy the elevation that Rausch Creek has to offer, it does increase construction difficulties.’

“The construction is still proceeding and we are looking forward to having the surface paved by late summer. This will allow us to host some practice days and official testing that are required to hold larger, future events in 2002.”

In response to the above release issued by Rausch Creek, track designer Alan Wilson of Wilson Motorsport Inc. sent this letter:

“You have received a press release from Rausch Creek Motor Sports Park concerning the delay of racing activities until the start of the 2002 race season.

“The reason for my letter is to address the statement that part of the delay was due to ‘serious safety concerns’.

“This is not true.

“Delays to this project were many, although the biggest problem was not in the time taken to build the facility but in unrealistic expectations as to when it would be completed. In fact, the time taken to design and construct is very much in line with that required for any of the other facilities in which I have been involved. (Typically 18 months from start of the design process).

“In this case, inexperience on the part of the track management has lead them to suggest that safety problems, among others caused the delay. Their reason for this was well intended in that they chose to use ‘safety’ as a reason so as to ensure their customers that the track was being built to the highest possible safety standards and that attention to this resulted in the delay. (They obviously hoped this would reduce some of the inevitable criticism that may result from the cancellation of events in 2001.)

“Unfortunately, in their inexperience they did not realize that any reference to safety concerns could, and most probably would be taken by many to suggest that Rausch Creek may have safety issues when in operation.

“This is very definitely not the case.

“As you may be aware, I have designed several tracks used extensively for motorcycle events, including GingerMan, Carolina Motorsports Park, Pikes Peak and Las Vegas, and I am very proud of the safety record that each of these facilities have been able to maintain. I have also designed the new Alabama circuit which has already received high praise from FIM Safety officials for its safety features. Consequently I am extremely concerned that Rausch Creek could be tarnished before it even opens by any suggestion that it may have safety issues.

“In designing a track I always require that the minimum safety zone alongside the edge of the track be at least 100 feet, with more required as necessary by high speed approaches, fast corners or downhill braking zones. I also require that all safety zones have grades similar to the cross and longitudinal grades of the track in order to eliminate downhill runoff areas that contribute to loss of control. (In fact, the Alabama track is probably the first in the world where all run-offs meet this criteria). I have also specified that all my new tracks incorporate emergency access roads along the outer edges of the safety zones so that no ambulance or emergency vehicle need ever run on the track surface or in the verge close to the asphalt.

“It is these three elements which added complexity to the construction of Rausch Creek. This track has many different grade changes, each of which has necessitated particular attention to cut and fill, grading and drainage to ensure that my standards are met. Rausch Creek management have been extremely cooperative in undertaking the work required, much of which was not recognized when the project was first begun (and when track rental commitments were first made).

“This project has grown far beyond its initial scope and promises to become one of the most challenging, enjoyable, and I hope, best motorcycle road racing courses in the country. I can assure you that it will be as safe as we can possibly make it and that it will serve as an example to other facilities of how to incorporate safety and the racing needs of motorcycles into a difficult, challenging and interesting terrain.

“I have included a disc with a number of photographs taken during my most recent visit to Rausch Creek (June 12). This will show the current state of construction which is far more advanced than it may look, especially when compared to some of the original terrain (I have included some early pictures for comparison). I will gladly discuss these pictures with you to help you get a better understanding of the layout, the construction challenges that have had to be faced and our expectations of how it will look when complete.

“Finally, I would like to congratulate you on the efforts you have made with regard to the Air Fence program. Although I try to design my tracks so that Air Fence is not necessary, I recognize the vital role it can play and applaud your efforts. I was however disappointed to note in the current edition of Roadracing World that some tracks have proved less than co-operative in installing Air Fence (at least without direct AMA involvement) on the grounds of liability. In my opinion this is not a valid reason for failing to install a proven system. I would be interested in learning which tracks have not co-operated as I may be able to help in persuading any with whom I may also work in my role as Safety Consultant to the SCCA and through my very close relationship with the major insurance companies.

“I hope that you will understand my concerns that the safety elements of the design of Rausch Creek are not an issue and that integrating the basic safety standards that I have designed (and will continue to detail) into the project is an ongoing and normal part of the design/construction program.

“I would be happy to discuss this matter and any other safety issue related to track design or safety system installation with you, at your convenience.

“Sincerely

“Alan Wilson, President”

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This just in from the AMA:

“MLADIN FINED AND LOSES LOUDON POLE POINT FOR DETRIMENTAL CONDUCT

“PICKERINGTON, Ohio — Yoshimura Suzuki’s Mathew Mladin has been fined $5,000 and penalized a Superbike championship pole position point for detrimental conduct during a post-qualifying press conference at New Hampshire International Speedway on Saturday, June 16.

“When asked a question about his record-setting qualifying run, Mladin instead opened the press conference using profanity at times to criticize New Hampshire International Speedway, an AMA Pro Racing official, a newspaper reporter and fellow competitors.

“AMA Pro Racing deems Mladin’s actions in the press conference as inexcusable. The public form (sic) of a press conference is not the place to raise personal issues with AMA Pro Racing officials, newspaper reporters, fellow competitors or use foul language.

“Mladin leads the AMA Chevy Trucks U.S. Superbike Championship with 230 points.”

On Monday at New Hampshire International Speedway in Loudon, New Hampshire, AMA Pro Racing Director of Competition Merrill Vanderslice banned former AMA Pro Racing Safety Director Dan Lance from hot pit access at future AMA Pro Racing events and ordered him not to talk to any AMA officials, according to Lance. Six hours prior to post time, Roadracingworld.com contacted AMA Media Relations Contractor Larry Lawrence at Loudon and asked him to comment. Lawrence said he would check on the situation and call back. But at post time, Lawrence had not called back.

Lance, who is currently a representative for Alpina Air Fence, Factory Pro Tuning, Motion Pro, and Braking USA, said that he was told by Vanderslice in the paddock during Monday’s rain-delayed race program at Loudon that Lance would no longer be given access to any “hot area” at an AMA race.

Vanderslice is apparently upset over a Letter To The Editor written by Lance and published in the July issue of Roadracing World, which is critical of the delay on the part of AMA Pro Racing in obtaining and deploying Air Fence, along with posts Lance made on the www.wera.com BBS.

In a phone interview with Roadracing World, Lance said “(Vanderslice) told me, ‘You are AMA bashing, and I’m tired of it. From now on, don’t expect any hot access; you won’t have it. I don’t have to work with you, and you can’t talk to any AMA officials.’ Then he went into a little tirade about me shutting the f—k up, in so many words.”

Lance, known for his large, waxed mustache, continued, saying, “He wanted to throw me out then, but he couldn’t because I was working for the racetrack and had credentials through them.”

In addition to his job as a product and sponsor representative, Lance was working as part of the safety crew at Loudon, the same track where Lance started his 15-year passion as a safety worker for motorsports. In that career, Lance has worked as a safety official with CART, IRL, NASCAR, SCCA, WERA, and most recently with the AMA. “He told me, ‘The AMA makes the man. The man doesn’t make the AMA. You would probably not be a recognized person in this industry if it were not for AMA Pro Racing.’ If you look at my resume that (working for the AMA) was my last job, not my first job,” said Lance.

Lance held his full-time position as the AMA’s highest safety official for four days before quitting this Spring. Lance says the fact that the AMA opened his mail, while offensive, wasn’t what motivated him to quit. “They had told me that they were going to purchase Air Fence for this season,” explained Lance. “They told me that I would have it by Sears Point. Then they said it would possibly happen later this year or next year. I told them that if they couldn’t raise the money for Air Fence, that I could and you’re not gonna be happy.

“I have no allegiance to the AMA. My only allegiance is to my associates that are the racers, the mechanics, and the men in the industry that work for the sport. I won’t be held back for saying the truth. What I do, I do for these guys. I owe it to them. It was when I lost Jamie (Bowman) at Laguna last year. I promised him, as I loaded him into the helicopter, that this is what I would do. He was a good friend. I no longer wanted to call a parent to tell them that their son isn’t coming home, or can you come visit your son for the last time.”

Vanderslice also accused Lance of “AMA Bashing” in an e-mail Vanderslice sent Lance following a series of posts on wera.com, Lance said.

“I was never reprimanded,” stated Lance. “I have letters of recognition and ‘thank yous’ from racers, racers’ families, and promoters saying ‘We’re glad to have Dan Lance with the AMA’ and one guy saying thank you for saving my brother’s life. Stuff like that.” According to Lance, when he told AMA Pro Racing Superbike Operations Manager Ron Barrick of his banishment Monday afternoon at Loudon, Barrick told him, “That’s too bad. I really appreciate having you around with your experience.”

“I don’t know where I f—ked up except when I quit when they lied to me and said that they were going to get Air Fence,” said Lance. “I do not believe I have said any untruths in any of my comments, which (Vanderslice) believes are AMA bashing because they’re contrary to his views. I still stand in front of everyone and say that if I have said an untruth to bring it forward. I’m willing to stand and be counted as making a mistake, but I don’t believe that I’ve said anything yet that is an untruth.

“There’s other inside sh-t, that is general knowledge in the paddock, but the AMA reading public, from the press, has no clue. They think the AMA is telling the truth when we in the paddock know that certain programs were not going forward and being dragged around.

“I called (AMA Pro Racing CEO Scott) Hollingsworth and told him that I’m going to go forward and protect myself,” said Lance of a voice mail message that he left Hollingsworth Monday. “I’m not going to lose any credentials or access at the racetrack. I told him that I couldn’t legally be denied. I don’t believe (Vanderslice) can restrict trade in our workplace, which may be an AMA-sanctioned race but is still a workplace for vendors and also for contingency sponsors. I told them that unless Merrill says something by the end of the day (Monday, June 18) that I’m going to talk to my friends in the Press.

“I’ve always said the truth as I see it. I won’t be bullied, and I won’t shut up. It’s my right as an American to have free speech and free access. F–k the sons o’ bitches. I’m willing to go balls to the walls. I can’t see how he can refuse me. If I have to hire a lawyer and do an ‘Edmondson’, I will. “

The AMA and AMA Pro Racing (a.k.a. Paradama) recently settled a lawsuit by paying former joint venture partner Roger Edmondson $3 million. U. S. Federal Courts ruled in that case that the AMA had converted, or stole, Edmondson’s half of the AMA Pro road racing business.

The AMA has steadfastly maintained that Edmondson was a contract employee, not a joint venture partner, despite the courts finding otherwise. In final settlement negotiations, AMA lawyers asked that neither side comment on the settlement until the legal papers were signed several days later. But the AMA then immediately issued a press release again claiming that Edmondson had been a contract employee.

From an AMA press release:

“On Tuesday, June 19 at 9:00 p.m. (EDT), the Loudon Lockhart-Phillips USA Formula Xtreme race will be shown on Speedvision’s popular Two-Wheel Tuesday night of programming.

“The Loudon Superbike race re-airs Saturday, June 23 at 5:00 p.m. on Fox Sports Net.”

Copyright 2001 Roadracing World Publishing, Inc.

In the fateful press conference that led to him being fined and losing a point, reigning Superbike Champion Mat Mladin expressed displeasure with what he felt was inaccurate reporting in a newspaper article. Roadracing World taped the press conference and has retained the tape recording for reference. Citing what he felt was unfair press at the press conference following final Superbike qualifying, Mladin said, “Obviously all you guys are going to get this on tape, so, hopefully, nothing that’s going to be said in here is going to be misquoted. There’s been a lot of misquotes in newspapers and stuff. I’ve got one of them here. I don’t know if the guy who wrote this is here, ‘Mat Mladin Zips Around, Finished Second But Refused to Talk To Reporters Afterwards.’ This is a bit of a joke, because it’s not the case. I had a few reporters come and see me under the tent out there. Pretty tired of seeing stuff that actually isn’t happening. I don’t know who organized these press conferences, obviously probably Larry Lawrence of the AMA. Most of the time we don’t have press conferences on Friday, only some times we have them, so there’s a lot of disorganization. So nobody knows what’s going on. That’s why I wasn’t here.”

Mladin went on to say, “I caught a lot of flack from a newspaper interview that was done on Friday. What I’ll say about that is that I stated my opinion, and what I think is right. As far as I’m concerned, no money has been spent on this track in the last 12 months to fix it up for us. Money’s been spent to fix it up for NASCAR, but not for us. I’ll tell you now, I’m tired of reading some shit.”

The top three Superbike qualifiers were all critical of the track at NHIS. “As far as the race track is concerned, it’s the same track we’ve always been coming to and it’s dangerous as always,” said Kawasaki’s Eric Bostrom. “Last year we got a bad rap because someone was trying to say that it’s OK to run on this track. We are the professionals doing the bike racing and we have the best opinion for what’s the safest.”

Yoshimura Suzuki’s Aaron Yates said, “Every year the tracks get rougher, more time on them, more cars and everything else, the bikes get faster, the tires get better and you’re just going faster and faster. Usually our speeds are faster and faster in the turns so when you fall you’re going faster and when you hit something there’s just nowhere to go out here when you fall.”

Pole-sitter Mladin said, “180 horsepower on this tiny, little racetrack, we could put up with a couple of corners, but not every corner. There’s only one spot you can fall off here and not hit something.”

Mladin also said that his record lap at 1:09.561 could have been better, explaining “The lap that I set for track record was balked by Eric Bostrom and Larry Pegram,” referring to them as “Wallies” and suggesting they go back to club racing to learn the basic rules of road racing. “Some of these factory riders need to learn how to get out of the way when they’re coming into the pits. If they’re doing a 14 or something and they’re coming into the pits and someone is doing a 9, they’re going to get caught real quick. Other than that, it all went pretty well. I put a second fast lap up on the same tire and did the same lap time; it was the best I could do.”

Apparently Mladin alone got penalized for criticizing the track because he used the word “shit.”

Roadracing World has requested that AMA Pro Racing release an official list of words which, if used in a press conference or on the podium, will cause riders to be fined or penalized in some other way.

Suzuki Motor Company issued the following press release regarding the company’s plans for what is now the 500cc Grand Prix World Championship, which will allow 990cc four-strokes starting in 2002. Behind the scenes, the company is already looking at riders with 1000cc four-stroke experience and potentially race-winning speed to ride the new machine.

The text of the press release follows:

“SUZUKI TO JOIN FOUR-STROKE GP RACE

“Barcelona, Spain, Saturday, June 16, 2001

“Suzuki today announced that it has begun development of a four-stroke racing prototype for the new Grand Prix regulations, and expects to begin testing the new machine before the end of this year.

“The prototype machine – an ultra-compact all-new 990cc 16-valve V-four engine mounted in the existing World-Championship-winning chassis – is
code-named the “XRE0”. XR is Suzuki’s code for its racing machines, while E is Evolution and 0 the model number of the bike. Suzuki’s target is to have the machine ready for a full competitive season in 2003.

“Engineers conservatively predict more than 210 horsepower from the new engine, which will use electronic fuel injection.

“The design was established after intensive study and computer simulations started in February 2000. The V-four engine size is similar to the current two-stroke engine, fitting into the same chassis, and offers other advantages in efficiency, reliability and performance.

“The development programme over the coming months sees further intensive computer simulation study in parallel with actual design and engineering. Testing of a complete machine is planned for September this year, and during 2002 the four-stroke development will continue separately from the active racing team. Suzuki is already using data gathered by the factory GP team last year, along with comments from reigning World Champion Kenny Roberts Jr, to guide early development of the new XRE0. When required, the GP team and riders will be invited to assist the four-stroke development programme.

“The factory team will continue to campaign the successful two-stroke RGV500-Gamma during 2002, the first season of new regulations that allow 990cc four-strokes to compete alongside 500cc two-strokes in the premier class. The RGV-GAMMA was improved for 2001 season and has room for further
development. Suzuki expects it to be competing for the World Title in 2002. In 2003, Suzuki proposes to switch the factory team to the new
four-stroke.

“Suzuki’s reaffirmed commitment to the Grand Prix World Championship continues a long and successful World Championship racing tradition
spanning more than 40 years. 2003 will be Suzuki’s 34th season as a 500cc cornerstone, and the factory has won six 500cc World Championships, seven consecutive manufacturer titles, and recorded 88 race wins.

“THE FOUR-STROKE CONCEPT

“Suzuki laid down the following concepts for development of its all-new racing prototype four-stroke.

“1) Ideal race machine package. The title-winning 2000 RGV-GAMMA is the outcome of Suzuki racing technology evolved over many years and many
hundreds of races. The 2000 RGV-GAMMA has an ideal balance of engine and chassis, and is very light and compact.

“2) Compact design with two-stroke engine dimensions. After researching the implications of the new four-stroke GP regulations, Suzuki selected a V-four as having the best balance of characteristics. These include engine performance, weight, compactness, reliability and fuel consumption. The engine size has also been influenced by the RGV-GAMMA’s two-stroke V-four engine, and designed to be compact enough to fit on the RGV-GAMMA frame, maintaining the ideal balance.

“3) Electronic Fuel Injection System. Suzuki introduced its fuel injection system on the 1996 TL1000S, a high-performance sports model. Since then it has been adopted on all the Suzuki’s high-performance sports models, including the GSX-R series and the Hayabusa. Well-proven and highly effective, an advanced version of the same system will be used in the forthcoming GP four-stroke. Further development of the fuel injection system for racing use will in turn be used in future production motorcycles.

“4) New GP machine specification.
“Engine Type: Liquid-cooled, 4-stroke V-four 16-valve engine
“Engine Displacement: 990cc
“Fuel Delivery System: Electronic fuel injection system
“Max engine output: More than 210ps
“Frame: Aluminum Twin Spar”