A fully modified
winning Formula Extreame sportbike like this Erion Racing CBR926
Honda was 1-second slower around a race track than a factory Honda
SP-2 Superbike in 2002, yet the AMA wanted it to be detune if
it raced in their Superbike class beginning in 2003. While in
the Extreme class got even faster with overbores to 1150cc and
up, continuing to steal glory from the premier Superbike class!
Now for 2004 the Open Extream bikes will be eliminated altogether.
AMA SUPERBIKE RULES FINALIZED
PICKERINGTON, Ohio (Aug. 18, 2003) -- The AMA
Pro Racing Board of Directors has ratified technical rules for
the 2004 AMA Superbike Championship season and have approved,
but not released a preliminary set of rules for support classes
including Supersport, Superstock and Formula Xtreme. A refinement
to the 2004 class structure has also been approved but not releases
as of yet..
are the principal tecnnical regulations for AMA Superbike:
injection throttle bodies:
Multi-cylinders – Restricted to stock throttle bodies and
air intake boxes.
Twin-cylinders – In addition to the stock throttle bodies,
one alternate, AMA-approved throttle body type/set is permitted
as well as aftermarket air intake boxes.
Multi-cylinders – Limited modifications are permitted but
such items as stock camshaft lift, stock valve sizes and lightly-modified
stock crankshafts are required.
Twin-cylinders – The same limited modifications as multi-cylinders
are permitted except for the following items:
o Valve sizes and material are unrestricted.
o Camshafts are unrestricted.
Multi-cylinders – In addition to the stock set of gear ratios,
one alternate, AMA-approved set of ratios is permitted. Primary
drive ratios must remain stock.
Twin-cylinders – The same rules as multi cylinders apply.
Multi-cylinders – Limited modifications to the stock frame
are permitted such as gusseting for additional strength.
Twin-cylinders – The same rules as multi-cylinders apply.
Multi-cylinders – The minimum total motorcycle weight (less
fuel) is 370 lbs.
Twin-cylinders – The same 370 lbs. minimum weight applies.
AMA Pro Racing CEO is confident the new technical rules will help
achieve the objectives of continuing to deliver close competition
and quality entertainment, maintaining adequate control of costs,
and encouraging increased participation from major motorcycle
manufacturers. “With the input of all major stakeholders,
we have created a set of rules that will provide the ideal marketing
platform for continued growth,” said Hollingsworth. “The
United States represents the world’s most important motorcycle
market and we’ve opened up the door for more companies to
use motorcycle racing as a means to promote their products.”
of the final AMA Superbike rules included measures taken to improve
parity among the two primary engine configurations. “Keeping
the twins competitive and opening the door for increased manufacturer
participation was a primary goal for 2004,” said Hollingsworth.
“We expect performance of the next generation multi-cylinder
models to advance even further and it’s imperative that
we adjust the rules structure to account for this ongoing development.
We have created an environment that provides opportunity for all
manufacturers to showcase their products and remain legitimately
Pro Racing Changes Road Race Class Structure AGAIN for 2004! Tries
to eliminate one class fiasco, creates 2 more in its place.
AMA Press Release - PICKERINGTON, Ohio, April 21, 2003:
Reflecting the changing motorcycle marketplace, needs of the manufacturers,
benefit to racers and the interests of fans, AMA Pro Racing has
revised its class structure for the AMA U.S. Superbike Championship.
The new class structure will be implemented beginning with the next
“The task of developing an all-new class structure is an extraordinarily
complex process and it is impossible to satisfy everyone,”
said Scott Hollingsworth, CEO of AMA Pro Racing. “Our primary
objectives are to deliver the best possible show to our fans while
focusing on the market development of professional motorcycle racing
in the United States.”
The new classes include Superbike, Supersport, Formula Xtreme and
Superstock and are outlined as follows:
Superbike: 900cc-1000cc four-stroke, any number
Supersport: 600cc four-stroke, twin and four cylinders.
Formula Xtreme: 600cc four-stroke, four cylinders;
750cc four-stroke, twin cylinders;
250cc-330cc two-stroke. All highly modified.
Superstock: 750cc-1000cc four-stroke, four cylinders;
up to 1350cc air-cooled twin cylinders
This class structure has been approved by the AMA Pro Racing Board
of Directors for 2004 season implementation. Technical rules within
this class structure are subject to a 30-day public comment period
upon publication and all AMA Pro Racing credential holders are invited
to submit comments for consideration. New technical rules are expected
to be issued in early May.
AMA Superbike Rules Fiasco for 2003?
October 2002: The 2003 racing
season will see SBK World Superbike switching to its new 1000cc
rules formula for all production superbikes of 2, 3 and 4 cylinders.
It's a rule that may or may not have been justified, in that Yamaha's
Noriyuki Haga would probably have won the 2000 World Championship
on Yamaha's R7 750cc 4 cylinder Superbike had Nori not been disqualified
from the last race in the season while leading the Championship.
Yamaha, in turn, withdrew from the WSB Championship in 2001, leaving
it to the domination of the 1000cc twins of Ducati and Honda who
fielded the best developed bikes with the world's best riders.
While over in the Kawasaki and Suzuki factory camps the other
two manufacturers lost interest in development and their bikes,
with not nearly as competitive riders, could no longer get on
the podium. That and the fact the World Championship race tracks
are usually newer, faster GP caliber tracks where the bigger 1000cc
bikes did have an advantage in speed.
Superbike saw the writing on the wall: the Japanese manufacturers
with 750cc Superbike were bailing on the WSB Championship and
to keep the series from turning into a 1000cc twins class, they
needed to let in 1000cc fours which were readily available production
bikes from he Japanese manufactures, and privateer teams could
much more affordably turn them into somewhat competitive race
bikes for about $50,000 a pop, compared to buying a front line
factory Ducati or Honda V-Twin.Over in America where highly modified
1000cc fours are used in the AMA 's popular Formula Extreame class,
the big fours run
lap times about a 1-second a lap slower than the highly developed
Superbike when weekend lap times are compared at an AMA Nationals.
So SBK has also included an air restrictor plate regulation in
World Superbike rules, placing a set size hole in a particular
engine configuration's induction system to regulate air flow as
needed to keep the different twins, triples and fours as equal
as possible in performance.
Superbike Championship adopted the straight 1000cc rule formula
for all cylinder bikes this 2002 race season, and teams fielding
bikes like the Yamaha R1s and Suzuki GSXR1000s are highly competitive.
But they still didn't get to win many races against the two top
British Ducati teams with the top British riders on factory Ducati
superbikes. The best riders on the best developed factory supported
bikes will always win in and series.
On the other
hand in America, the tracks are generally older, narrower and
tighter (not up to GP standards). And the 750cc 4 cylinder machines
in the AMA National Superbike Championship fielded by American
Suzuki, Yamaha and Kawasaki and have remained highly competitive
in the hands of top riders like Matt Mladin and Aaron Yates, Anthony
Gobert and Eric Bostrom. While the 2-year old Ducati 1000cc twins
ridden here by riders at the end of their careers were hardly
podium contenders. Especially against American Honda's latest
1000cc SP2 twins ridden by their premier riders Nicky Hayden,
Yvon Duhamel and Kurtis Roberts.
Formula Extreame Class is highly popular in America because 3
of the Japanese manufacturers, Yamaha, Suzuki and Honda offer
top selling 1000cc class fours that their satellite teams race.
Plus Yamaha and Honda don't have 750cc fours to sell in America.
The Formula Extreame class is also one of the AMA's most popular
classes, both for fanappeal, entry fees and television money,
so they don't want to follow SBK World Superbike and combine 1000cc
fours into the Superbike class. So no one at the AMA wants to
kill off the Formula Extreame Class by combining it with Superbike.
in lies the AMA's dillema: how not to kill Formula Extreame yet
let 1000cc fours into the Superbike class? The people involved
in the AMA's professional racing rules committee just won't bite
the bullet and dump Formula Extreame to combine it with Superbike.
Or go ahead and adopt the new SBK restrictor rules to keep all
the bikes equal on a world basis. Instead, the AMA
wants to keep Formula Extreame as it is with fully modified 1000cc
fours. And somehow they think placing engine modification restrictions
(like stock cams and valve trains, etc, which they can't declide)
on the 1000cc fours to be included in the Superbike class will
help differenciate the fours cylinders in Superbike between those
in Formula Extreame.
they (the AMA) have been too stupid to comprehend that fully modified
Extreame bikes are already slower than Superbike, and restricting
the new 1000cc four cylinder Superbike with stock valve trains
and other components is a formula for mechanical disaster in professional
class racing, as well as making the bikes less competitive against
the factory 1000cc V-Twin Superbike than they already are.
this whole AMA fiasco is that we are into the month of October,
just months away from the start of the new 2003 race season, and
the AMA still not has released its engine rules for the 2003 season.
But the American factory distributor and support teams needed
to have their 2003 rider, budget and development testing programs
in place back in August. None one knows what the rules are for
2003, what type of bikes they'll be racing, and if they'll have
time to test and develop them their new bikes before Daytona.
If the AMA had only adopted the new SBK rules which were published
a year ago, everyone would have known months ago what to plan
for in 2003. And we might hope to still see AMA Superbike racing
with SBK bikes at Laguna Seca. Now that is highly unlikely.
Yamaha has already been forced to announce they will not be returning
to AMA Superbike in 2003, and instead they will just compete in
Formula Extreame through the Graves Motorsports Yamaha support
team. Yoshimura Suzuki just might do the same if they can't build
full-on GSXR1000cc Superbike. The AMA Superbike Class will probably
be turning into a Honda SP-2 V-Twin parade with their top riders
Kurtis Roberts, Miguel Duhamel and Ben Bostrom. Poor Eric Bostrom
on the lone Kawasaki ZX7 Superbike won't stand a chance.
The AMA has
proved over and over again over the past 20 years an Amateur based
organization with employees on fixed salaries, with no financial
incentive attached to their job performance, have no business
running professional racing in America.
10/13/02: In speaking to AMA Formula Exreame race team
owner Chuck Graves, Chuck tells us that the AMA is expected to
make an announcement this week that the current AMA Superbike
rules will not change much for 2003, staying at the old formula
1000cc twins and 750cc fours in anticipation of all the Japanese
manufacturers having all new 1000cc e four cylinder production
sportbikes bikes for 2004 when the Superbike displacement rules
isn AMA will follow suit.
SBK World SuperbikeTechnical Regulations Get it Right
12/20/02: The technical regulations governing
air-restrictor sizes, numbers and positions for the 2003 SBK World
Superbike class have been altered by the Superbike Commission.
Four-cylinder, 1000cc machines will be affected by the ruling
in 2003, with all engine formats included in the new regs for
2004 Superbike racing should get even closer after the adoption
of air restrictors across all engine formats in 2004
According to a press release distributed on 20 December 2002,
the adoption of air restrictors in the SBK
class has been altered to put the restrictors directly in the
path of the engine inlet ports, downstream of the
fuel injector or carburettor bodies. The wording of the new regulation
is as follows:
The Superbike Commission, composed of Messrs. Claude Danis (FIM),
Paolo Alberto Flammini (SBK
International), Takanao Tsubouchi (MSMA) and Giulio Bardi (Team
representative), has unanimously
decided to introduce the following modifications to the Road Racing
World Championship Regulations for
Superbike (application as from 1.1.2003 only for 4-cylinder 1000cc
Art. 220.127.116.11 Restrictors
1) All the air feeding the engine must pass through the air restrictor(s).
2) If the air restrictor is NOT included in the throttle body
as homologated by the FIM, the air restrictor must
be located somewhere between the throttle valve at the throttle
body and the cylinder head (not including
the cylinder head itself). The air restrictor must have a round
aperture with a diameter no larger than 50 mm
for 2- cylinder engines (as from 2004) and 32.5 mm for 4- cylinder
engines and must be of non-deforming
metal or metal alloy with a thickness of at least 3 mm (It is
necessary to check its diameter on two (or more)
3) If the air restrictor is included in the throttle body as homologated
by the FIM, the shape of the restrictor
may be oval, but the area of the aperture must be precisely the
same as for a round restrictor, as mentioned
NB. This modification also applies for the Endurance World Championship.
For the 2004 season new rules govern the homologation regs.
Art. 2.9: FIM Homologation Procedure for Superbike, Supersport,
Stocksport and Superproduction:
New rules will apply as from 1.1.2004. Complete text available
on the FIM website: www.fim.ch, News, latest news/press releases.
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