Kawasaki is testing at Willow Springs International Raceway today, with riders Eric Bostrom and Tommy Hayden.

From a press release:

AMA ANNOUNCES DATES FOR 2002 AMA VINTAGE MOTORCYCLE DAYS

PICKERINGTON, Ohio — The American Motorcyclist Association (AMA) has announced the dates for next year’s AMA Vintage Motorcycle Days events.

AMA Vintage Motorcycle Days West will be held April 26 – 28, 2002 at Sears Point Raceway in Sonoma, California. AMA Vintage Motorcycle Days will be held July 19 – 21 at Mid-Ohio Sports Car Course in Lexington, Ohio.

The AMA previously had announced that Spanish motorcycles will be the Featured Marque at both 2002 AMA Vintage Motorcycle Days events — marking the first time the Association has awarded the distinction to the motorcycles of an entire country, rather than a single manufacturer. Both events will feature an exhibit
of classic Spanish motorcycles and memorabilia, hosted by the Spanish Motorcycle Owners Group (SMOG).

Motocross legend Jim Pomeroy, who was inducted into the Motorcycle Hall of Fame in 1999, will serve as Grand Marshal of both events. Riding his Bultaco to victory in the 1973 World Motocross Grand Prix, Pomeroy became the first American to win a world-championship motocross event — and the first rider to win a Grand Prix on a Spanish motorcycle.

The first annual AMA Vintage Motorcycle Days event was held in 1992; the inaugural AMA Vintage Motorcycle Days West event was held in 1997. Motorcycles previously honored with the “featured marque” distinction include BSA, Honda, Norton, Penton, Vincent and, most recently, Indian.

The AMA will announce more details about the 2002 AMA Vintage Motorcycle Days events in the coming months. For more information, visit www.AMADirectlink.com or call 1-800-AMA-JOIN.

From a press release:

HARLEY-DAVIDSON DELIVERS THE NEW V-RODÔ TO U.S. DEALER NETWORK

All-New Bike Will Arrive in Showrooms this Week

MILWAUKEE, WI (November 27, 2001) – The trucks are rolling and the initial shipment of Harley-Davidson’s VRSCA V-Rod will begin to arrive in showrooms in the U.S. this week. Equipped with the all-new Harley-Davidson Revolution liquid-cooled 60° V-Twin powerplant and custom, dragster-inspired looks, the V-Rod is pure American muscle.

The Harley-Davidson VRSCA V-Rod was introduced during this summer’s Harley-Davidson Dealer Expo in Los Angeles, and has been praised by the press and public for its groundbreaking styling, strong and smooth powertrain, and innovation. The V-Rod has already won the Motorcycle Design Association Open Class Trophy, a Popular Science “Best of What’s New Award”, Popular Mechanics Magazine design and engineering award, and the Motor Cycle News (England) Bike of the Year Award. Manufactured at Harley-Davidson’s Kansas City assembly plant, the V-Rod is the first model in an entirely new line of performance custom motorcycles.

Harley-Davidson Motor Company, the only major U.S.-based motorcycle manufacturer, produces heavyweight motorcycles and a complete line of motorcycle parts, accessories and general merchandise. For more information or to find the dealer nearest you, visit Harley-Davidson’s web site at www.harley-davidson.com.

The parking lot of Taco Bell? The field behind Scotty’s house? Next to the AMA museum in Pickerington, Ohio? On the lawn in front of the JamSports building in Chicago? Where?

Enough frivolity: The latest press release on Clear Channel Motor Sport’s relentless march toward locking up every decent stadium that has hosted a Supercross race in the U.S. follows:

Minnesota’s Metrodome Signs a Three-Year Supercross Deal with Clear Channel Entertainment

AURORA, Ill. (November 28, 2001) – Another major stadium has been added to the list of venues that have signed multi-year agreements with Clear Channel Entertainment’s motor sports division for the 2003 Clear Channel Entertainment Supercross Series, as Minnesota’s Hubert H. Humphrey (H.H.H.)
Metrodome has agreed to a three-year agreement with Clear Channel Entertainment. Clear Channel’s EA SPORTS Supercross will extend its eight-year tradition of thrilling supercross fans in the Twin Cities into 2005.

The Hubert H. Humphrey Metrodome is owned and operated by the Metropolitan Sports Facilities Commission (MSFC). It opened in 1982 and is the home of the Minnesota Vikings, Minnesota Twins and University of Minnesota Gophers.

Since 1982, the combined attendance at Metrodome events exceeds 55 million people, making it the most versatile and heavily used stadium in the nation.

Standing 16 stories high, with 64,000 seats and 115 suites inside a heated dome, the upper Midwest has no better choice for stadium events of such epic proportions as EA SPORTS Supercross.

Dennis Alfton, director of operations for the MSFC, said, “Clear Channel Entertainment’s Supercross event has become a Midwest tradition every winter since 1994. Since Clear Channel Entertainment brought EA SPORTS Supercross
to the Metrodome, the event has averaged 56,002 fans, coming from everywhere in the Midwest including Minnesota, Wisconsin, Iowa, the Dakotas and Canada.

The excitement and enthusiasm that surrounds this event is one that the Twin Cities is elated to continue through its long term relationship with Clear Channel Entertainment.”

“This is another chapter of terrific news for supercross enthusiasts everywhere, and another demonstration of a great stadium management team
securing the best in motorcycle entertainment. The supercross in the Metrodome has always been a terrific event in the heart of the season, and
the Twin Cities’ three-year commitment to our supercross is an honor,” said Charlie Mancuso, president of Clear Channel Entertainment’s motor sports division.

From Ducati press materials:

998S BAYLISS

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To celebrate the victory of the Riders’ World Superbike Championship 2001, Ducati is dedicating a 998S replica to Troy Bayliss. The bike will be sold only through the Internet. 300 units are forecast. In case of a higher number of orders, Ducati is available to increase production up to a maximum of 500 units.

Bologna, Motorshow ‘01: The WSB Championship 2001 was yet another extraordinary season for Ducati. The new Testastretta engine of the 996R led Ducati to conquering both the constructors’ championship and the riders’ championship, with Troy Bayliss.

The Australian rider has captivated the hearts of all racing enthusiasts thanks to his riding ability and personality.

In order to celebrate the fantastic performance of the new world champion, Ducati prepared a limited edition series of the 998S Testastretta – a replica of the bike Bayliss rode in the past season.

What makes this special version really unique is Troy Bayliss’ signature, which the world champion has affixed by his own hand to each individual fuel tank.

The 998S Bayliss will be sold only through the Internet. The sales forecast is around 300 units. However, in case of surplus orders, Ducati will be available to increase production up to a maximum of 500 units.

All bikes come with a numbered plate and a Certificate of Authenticity. Orders may be entered at www.ducati.com starting from 17 December 2001.

Key in hand price will be 23,000 Euro.

The 998S Bayliss will have the following features:

 998cc Testastretta engine, 136 HP at 10,000 rpm, 10.31 kgm at 8,000 rpm, sand-cast low-sump crankcase (same as the 996R engine, derived from the world champion bike);

 Carbon fibre belly-pan;

 Braking system with P4-34 brake calipers (four 34-mm diameter pistons) with four brake pads;

 New 4.5-mm thick brake discs;

 15-mm diameter brake master cylinder;

 Fully adjustable TIN-coated Öhlins fork (vs. the 998S’s Showa fork);

 Fully adjustable Öhlins rear shock absorber with preload, compression and rebound adjustment;

 Öhlins steering damper;

 Throttle body with one single injector placed above the throttle;

 Each individual fuel tank is signed by Troy Bayliss


The 998S Bayliss for the North-American market will have some differences in terms of:

 Engine – It will have the new 998cc Testastretta engine, 123 HP at 9750 rpm, 9.89 kgm at 8000 rpm, die-cast high-sump crankcase (same as the standard 998 model);

 Fairing – Side fairings, belly-pan, front shield, airbox, heat guard under the seat, mud guard, all in carbon fibre.


The difference in terms of engine was necessary for the respect of the different homologation regulations in North America. In fact, the 136-HP Testastretta is not street-legal according to North-American regulations and Ducati decided to offer the carbon fairing parts (same as on the 996R) on the American version to compensate for the somewhat lesser power.



998S BOSTROM

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155 units for North America already sold out. 155 for Europe and 155 for the rest of the world, bound to a big success.

Bologna, Motorshow ‘01: During the WSB Championship 2001, Ben Bostrom’s spectacular riding style rewarded him with excellent results, among which five consecutive wins which enabled him to equal the record set by Carl Fogarty.

The Californian rider has scores of fans, especially in the USA.

For this reason, Ducati decided to produce 3 limited series of 155 units each (his racing number) for the markets of North America, Europe and rest of the world, based on the 998S Testastretta.

The limited series for the American market was officially presented on 26 October 2001, at the Ducati Revs America gathering, in Las Vegas.

All the 155 units of this series, which were immediately sold out, have some differences Vs the ones for Europe and rest of the World in terms of:

 Engine – It is the new 998cc Testastretta engine, 123 HP at 9,750 rpm, 9.89 kgm at 8,000 rpm, die-cast high-sump crankcase (same as the 998 standard);

 Fairing – Side fairings, belly pan, front shield, airbox, heat guard under the seat, mud guard all in carbon fibre.

The difference in terms of engine was necessary for the respect of the different homologation regulations in North America. In fact, the 136-HP Testastretta is not street-legal according to North-American regulations and Ducati decided to offer the carbon fairing parts (same as on the 996R) on the American version to compensate for the somewhat lesser power.


The 998S Bostrom for Europe and rest of the World will have the following features:


 998cc Testastretta engine, 136 HP at 10,000 rpm, 10.31 kgm at 8,000 rpm, sand-cast low-sump crankcase (same as the 996R engine, derived from the world champion bike);

 Carbon fibre belly pan;

 Braking system with P4-34 brake calipers (four 34-mm diameter pistons) with four brake pads;

 New 4.5-mm thick brake discs;

 15-mm diameter brake master cylinder;

 Fully adjustable TIN-coated Ohlins fork (vs. the Showa fork of the 998S);

 Fully adjustable Ohlins rear shock absorber with preload, compression and rebound adjustment;

 Ohlins steering damper;

 Throttle body with one single injector placed above the throttle


All bikes come with a numbered plate and a Certificate of Authenticity. Orders for the units destined to Europe and to the rest of the World may be placed at the nearest Ducati Store or Ducati Dealer starting from 5 December 2001.

Key in hand price will be 23,000 Euro.



DUCATIMONSTER 620 DARK i.e.

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After the presentation of the 02 range, introducing new technical developments on all models, Ducati presents the new Monster 620 Dark i.e..

Completely renewed, just like the other members of the family, the new Monster 620 Dark i.e., has nothing in common with the old 600 Dark, except for the color.


THE PRODUCT

The new arrival was completely re-designed, on the basis of the experience gained from the S4.

The most important changes have been made to the chassis and the engine, which now boasts electronic fuel injection on all models.

The price remains competitive, offered to the public at 7200 euro.

What’s new in brief

– Immobilizer
– New multi-purpose electronic instrument panel
– New airbox (derived from the S4)
– New exhaust pipes
– New mufflers
– New frame derived from the S4
– Electronic injection
– New 5.9 ECU
– New rear suspension layout derived from the SBK
– New Sachs adjustable rear shock absorber
– New front fork
– New technological polymer tank

PERFORMANCE


Power delivery on the newly injected 620 i.e., has changed radically, and allows a smoother power output and more comfortable ride for city use. At the same time it provides excellent response on more demanding country roads.

ENGINE AND TECHNICAL FEATURES

The newest feature is undoubtedly the new electronic fuel injection engine featured on the Monster 620 i.e. which, with 9 H.P. more than the previous version, resulting in a broader rpm range and an increased top speed, besides providing increased torque for greater flexibility in all situations.

Of course, for those who just got their license, there is also the 25 kW 620 i.e. restricted power version.

Even the valves have been increased in diameter on the 620 i.e. which, together with the new greater volume airbox, improve the engine’s breathing, reducing fuel consumption and emissions.

Of course, the 620 i.e. Dark also complies with the Euro 2 emission standard, featuring a catalytic converter.

CHASSIS

It is impossible to think of a new engine without pairing it up with a suitable frame.

In fact, this year Ducati, based on the success of the S4, has chosen to use a frame deriving from it on the entire range, which guarantees increased torsion stiffness by more than 30%; the new 620 i.e. Dark also benefits from this move.
This means safety and stability when faced with the most demanding road conditions.

The 620 i.e. Dark has a new frame, but with a reduced seat height that is suitable even for the growing number of enthusiasts among women.
Starting this year, however, it is possible to request a higher seat.

The new front fork was redesigned with an appropriate setting, ensuring greater stability on curves and safer, more precise handling.

The rear suspension, which features a new Sachs rear shock with adjustable rebound damping and spring pre-load, now follows the set up of the award winning Superbike range.

SAFETY

Ducati has always been aware of the need for exceptional dynamic safety.

The Monster 620 i.e. Dark come, in the Italy version only, with a new braking system with two 320 mm front discs which, thanks to the redesigned front forks, help to keep the bike stable in all braking conditions. The steering shaft has been enlarged from 25 to 40 mm resulting in increased stiffness and safety of the front end through turns.

Even the entry-level version of the 620 is standard-equipped with immobilizer.

ERGONOMICS

The already excellent ergonomics of the Monster have been further improved in order to use the new models to their fullest on long trips but also to make them agile and usable in the city.

The new riding position, taken from the S4, is now integrated with new, more ergonomic and functional switch units, which enhance the entire range (except for the 600 Dark).

INSTRUMENTS

To highlight Ducati’s attention to detail, the Dark features a newly designed multi-functional electronic instrument panel.

Even while riding, on the digital display it is possible to view the oil temperature or the clock thanks to a special button.

Furthermore, it is possible to change the brightness of the instrument panel light, should it be too intense at night and, on the display, service is recalled at the scheduled time.

The trip meter and the odometer feature liquid crystals and the immobilizer, which is standard, is built into the instrument panel with an automatic initial setting.

Barnacle Bill Burns has donated a brand new, made-to-order set of custom road racing or dirt track leathers to the Roadracing World Air Fence Fund, to be raffled off.

Raffle details will be released shortly.

Details on Barnacle Bill Custom Leathers are available from Barnacle Bill himself at (859) 336-7375.

From a Honda press release:

Honda Racing News

HRC Grand Prix test – Jerez 29.11.2001. Third and final day.

Weather, sunny; temperature, 23 degrees C; track conditions, dusty and bumpy in places.

HRC Complete Successful Three Day RC211V Test at Jerez

The final day of the three day HRC RC211V test session at the 4.423km Jerez circuit, in Southern Spain, ended on a high note as the team completed the test programme to the satisfaction of both engineers and the riders.

The test, the first for the grand prix team with the RC211V 5-cyl 990cc Honda, gave the engineering staff sufficient positive feedback to take the project forward on schedule.

On the final day team riders Valentino Rossi and Tohru Ukawa agreed the development programme was heading in the right direction, both men are very happy with the progress the machine has made over the three days spent at Jerez.

Valentino Rossi: “Today we tried a lot of things focusing our work on suspension settings, tyres and power delivery. But we didn’t find the best solution to some things. We changed the linkage on the rear suspension and this helped with the problem of the bike hopping under strong engine braking.

“Anyway, I’m very satisfied with the test because the bike has huge potential. Now we have to work hard and analyse the data and test results. I’m sure for the next test we will be ready with solutions. Machine development has been positive and I’m looking forward to the next test.”

Tohru Ukawa: “This was a good start to testing the RC211V. In the test I bettered my best lap time on a 500 around Jerez, a good result. Now I’m changing my riding style slightly to suit the RCV in order to find a good position on the bike. When I moved from the 250 to the 500 I had to change but this is a big step from the NSR500 to the RCV.

“Over the three day test I covered about 200 laps and we tested everything we came here to test. Today I concentrated on suspension and tyres and I’m satisfied with what we achieved. Now I want to test the RCV as often as possible. The machine has great potential, its better every time I ride it.”


Noriaki Nakata, Team Manager, HRC: “This was the first test for the RC211V at a GP circuit, apart from the Suzuka test in August, and also the first for the current GP riders as the weather at Suzuka was not good enough to allow them to test.

“So this test was so important for us and thanks to the fantastic weather over the three days it turned out to be a very satisfying and meaningful one. Our goal for the test was not to find the best set up for this track but to find a basic, fundamental set up for the RC211V. We have achieved our goal.

“Both riders, Valentino and Tohru, took part with huge enthusiasm and, in their own individual ways, they have given us much invaluable information and suggestions about what we need to do to improve the machine for the future. But for now we have a very good overall impression of the machine.”

Koji Nakajima, Director, HRC: “We had a lot of things to test in a very broad area as this was the very first overseas test for the RC211V and also for Valentino and Tohru. We have made all the planned progress.

“As the RCV is a totally new machine what is important now is not the lap time but to uncover any problems machine may have and in this test we identified them all. We will correct these in future overseas tests and bring the RC211V to the IRTA test next year in completed format. We have found the right direction to take and at this test in order to be ready at the opening round of the championship next April.

“Speaking about Daijiro Katoh I’m very pleased with him making such a brilliant first step with the NSR500. I expected him to do so. Of course he’s just started on the 500 but he seems not to be satisfied with his performance. I’m very much looking forward to watching his progress from now on.”

Daijiro Katoh ran 52 laps at Jerez today working hard to find solutions to his problems of finding good chassis and suspension settings for the NSR500 caused by his slight frame and light weight.

Despite his problems Katoh was the fastest man at the three day test. He set a lap time of 1:42.4 today, well inside the existing lap record of 1:43.779 set by Valentino Rossi in May of this year, while riding an NSR500.

Daijiro Katoh: “Today I concentrated on suspension settings for the bike but I couldn’t find one to suit my style. I have a lot of chattering, both front and rear. The engine was better today and I’m beginning to get comfortable on the bike. At the Barcelona test, on December 6-7, I’ve got a lot of work to do.

“I can say the test has gone very well but many things can be better. I would like to be in complete top form when we get to Suzuka. We have a lot to learn about the bike and I can’t wait to ride it again.”

Team Kanemoto Honda rider Jurgen van der Goorbergh picked up the pace on the team’s NSR500. The Dutchman improved his time over yesterday as he began to get more comfortable on the 185 PS plus V-4 two stroke.

Van der Goorbergh has no experience of a factory 4-cyl machine and has steadily built up speed on the bike over the three day test while testing the Bridgestone tyres the team will race with in the 2002 grand prix season.

Jurgen van den Goorbergh: “Today was about the same as yesterday for me, just a little better. We didn’t do too much yesterday but today we tested different profile front tyres and found some that suit my style. The changes we made to the front forks also helped us with tyre performance.

“Of course we’re not there yet. Over the three days we did not do too many laps. Everything is new to me, tyres, the bike the team and the way they work. The lap times improved over the three days, nothing special but I’m really pleased we came here.

“We have learned a lot of very valuable information for Bridgestone which will help them with development. We are still behind the opposition at the moment but I’m sure we have given them enough feedback to work with and improve. We couldn’t really do more as our NSR has an awful lot of miles on it.”

The Honda Gresini 250cc world championship team of Emilio Alzamora and Roberto Rolfo put their NSR250 Hondas through a hard day’s work at Jerez, Alzamora testing new suspension systems and tyres while new man Rolfo continued to acquaint himself with the characteristics of the Honda.

Emilio Alzamora: “Not so bad. I really like the way the new suspension behaves, especially in the fast corners. The bike runs over the bumpy sections of this track very smoothly, I’m impressed. The bike is also better entering the corners, much more predictable. I like it.

“The complete test has been good for me. Today I did several laps at 1:44.9, which is good as I made the time alone on the track. We will test again at Barcelona on December 6-7 and use the information we gained here and try to improve further. It has been a very positive test for me all round.”

Roberto Rolfo: “I’m really happy as I have a good feeling on the bike today, for the first time in the three days. On the first day I concentrated on the riding position, just to get comfortable on the bike before serious testing. On the second day I tried to find good machine settings but made mistakes, and had a small crash.

“Today I believe we have found a good base setting for me to work from in future but it was very difficult in the beginning with the position and settings to suit my style. But I also have to the characteristics of the bike and use the strong points.

“I’m particularly happy with the team and the way they work. I put in 60 laps today and my best time was 1:46.2 and I can run in 1:46s all day. I could have gone for one fast lap but it would not mean much. The important thing for me at this test was to learn about the NSR and the team, and get comfortable on the bike. Everything has been really positive at this test. I should be happy.”


Lap times:

Valentino Rossi, RC211V, 1:43.1, 49 laps

Tohru Ukawa, RC211V, 1:43.00, 58 laps

Daijiro Katoh, NSR500, 1:42.4, 52 laps

Jurgen van der Goorbergh, NSR500, 1:44.1, 37 laps

Emilio Alzamora, NSR250, 1:46.9, 54 laps

Roberto Rolfo, NSR250, 1:46.2, 61 laps

From a press release:

HONDA RACING NEWS

HRC Grand Prix test – Jerez. 28.11.2001. Day 2.

Weather, sunny; temperature, 22 degrees C; track conditions, new surface bumpy in places.

Rossi and Ukawa Chase Machine Stability at RC211V Test

The second day of the three day HRC test session for the new Honda RC211V four-stroke GP machine saw the team concentrate their efforts on machine
stability. The team riders tested an array of suspension settings, tyres, brakes and engine parts during the day.

Team riders Valentino Rossi and Tohru Ukawa put in a total of 136 laps between them round the 4.423km Jerez circuit as they searched for the ideal machine set up for the RC211V Honda.

Italian Rossi, the 2001 500cc World Champion, and his team worked particularly hard on several aspects of the RCVs performance. Rossi did not improve on his time of yesterday ending the day with a best lap time of 1:43.3 from his 60 lap stint on the 990cc V-5 Honda.

Valentino Rossi: “I think the results with the new bike are good. Since the Suzuka test the riding position is much better making it easier to ride, traction is better, and also engine power.”

“Yesterday we tried to get a good feeling on the bike and find good settings. Today we continued in this way but the lap time was not so good. The problem with the bike is the engine braking entering the corners, the engine brakes very hard and makes the bike nervous. The bike is also difficult in mid-corner it slides a little when you accelerate hard.

“The track surface is new and I have not ridden on it before so I’m not sure what the problem is. This is probably the tyre and Michelin will be working hard on this.

“Tomorrow I will ride the NSR500 two-stroke for some laps to try and understand the grip problem as I know the characteristics of that bike better than the RCV and it will help us. We have many options with the RCV and we have to try them all.

“We have a test at Phillip Island before Christmas and we will do a lot of work there. Testing is always better in hot weather and we are sure to get it down there.”

Japanese star Tohru Ukawa put in 76 laps on his V-5 and concentrated on suspension settings, tyres and brakes, trying to get the machine to run into the corners smoothly. Ukawa eventually lapped the Spanish circuit at 1:43.6.

Tohru Ukawa: “The lap times were not faster today, the two-stroke and four-stroke running about the same times. We tried many things today and the machine set up was not quite right for me.

“Sure the RCV is faster than the NSR and has a lot of potential because it’s so easy to ride. The engine braking is very strong and a little difficult to handle after the two-stroke engine which gives you nothing. The braking is so strong the rear wheel hops on the entrance to the corner. This makes the bike unstable. But we have already improved this aspect from the last time I tested the bike.

“Tomorrow we will work on the suspension and tyre combination and try to fix the stability. I need to get on the throttle faster and be more aggressive We are going in the right direction and I’m confident we will improve even more tomorrow.”

Honda Gresini team rider Daijiro Katoh was in superb form on the team’s NSR500 two-stroke machine. The 250cc World Champion has taken to the 500 like a duck to water, totally unfazed by the 185 PS plus power of the machine.

The diminutive (1.62mts) Japanese weighs only 58 kilograms and has spent most of his time finding base machine settings from which to work from in future. Suspension settings, riding position and weight distribution his main objectives.

Daijiro Katoh: “Basically I need time on the bike to get it to work the way I want it to. The set up was not right for me today but it was better than yesterday. We haven’t changed much on the bike yet. Simply because it’s so new to me I have to take it step by step. I’m not happy with the results so far, I know I can do better.”

The Honda Gresini 250cc World Championship pairing of Spaniard Emilio Alzamora, the former 125cc World Champion, and young Italian team-mate Roberto Rolfo, new to the team for 2002

Emilio Alzamora: “I tested the new carburettors today and I was in and out of the pit a lot. But we got some work done and the bike is better. Tomorrow I have to test new front and rear suspension and then the tyres with the new set up. So I needed to get the bike working well for that.”

Roberto Rolfo: “The bike is so much different to the Aprilia I raced last year. I’m not yet completely comfortable on the bike, it’s so much smaller than the Aprilia. I am taking things step by step. The engine is much better off the corners and easier to ride than my last year’s bike. I had a small crash at the first corner today but I’m OK. Tomorrow I will try and learn more about the bike before I go for really fast times.”

Team Kanemoto Honda continued testing their NSR500 on Bridgestone tyres. Team rider Jurgen van der Goorbergh putting in two and a half hours track time developing race tyres for the coming season. The Dutchman was in fine form but at the end of his final session, on the planned last lap, he slid off the NSR, luckily escaping injury.

Jurgen van den Goorbergh: “Everything is beginning to come together. I’m getting a better feel for the chassis and also with the power of the bike, very steady improvement over yesterday.

“We are obviously tyre testing as well as me getting a feel for the bike. One rear tyre I particularly liked was consistently fast. Unfortunately I didn’t change the front at the same time and it was shot at the end of the session. On my very last lap, just before coming into the pit, I crashed at the slow corner at the end of the straight. The front turned in and I was off. I’m OK but it’s a bit annoying all the same.

“I’m happy enough, I’m getting a better feeling for the bike each time I get on it. The power delivery is much different on the four to the triple I raced last year, not necessarily in a better way, just different.

“Tyres are the big thing here, we have no experience on this track surface so we have been running many laps trying various tyres today.”

Lap times:

Valentino Rossi, RC211V, 1:43.3, 60 laps

Tohru Ukawa, RC211V, 1:43.6, 76 laps

Daijiro Katoh, NSR500, 1:42.6, 55 laps

Jurgen van der Goorbergh, NSR500, 1:45.3, 38 laps

Emilio Alzamora, NSR250, 1:45.00, 48 laps

Roberto Rolfo, NSR250, 1:46.7, 26 laps

250cc Grand Prix racer Sean Wray married Lisa A. Wilson on October 27, in Wolfeboro, New Hampshire.

This just in:

As the U.S. importer and distributor for Corner leathers of Italy, Top Gear Motorcycles would like to announce its support for your efforts to increase racer safety.

For ALL Corner suits sold to licensed racers or future racers enrolled in Novice classes between this date and December 31, 2002, Top Gear Motorcycles will donate $50 to the Roadracing World Air Fence Fund. This offer is available to both road racers and dirt trackers.

As former racers and part-time turnworkers, we have had many opportunities to witness the effectiveness of Air Fence systems and the needless injuries created, in part, by their absence. We are hopeful our contributions will be beneficial, and wish you the greatest success in your efforts.

Cameron Hunter Crombie
OMRRA #346
Top Gear Motorcycles LLC
1121 Bailey Hill Rd. #8
Eugene, OR 97402
(541) 683-4670, FAX (541) 683-5004
[email protected]