Rider Files

The first issue of Roadracing World in October of 1990.

Editor John Ulrich is just about always running wide open, so I doubt if he even realized this, but this month is the 20^th anniversary of the launch of Roadracing World. The paper quickly grew to become the paper of record for motorcycle road racing in America.

I’ve had a number of bylines in RRW over the years and at one time I was proud to be the only writer/photographer who was contributing to Roadracing World, American Roadracing and Cycle News all at the same time.

Ulrich began at Cycle magazine before moving to Cycle World and then becoming editor at Cycle News. He then took American Roadracing, a publication at the time that was WERA’s newletter, and turned that into a national publication. He lost control of American Roadracing when that publication was sold.

He was still editor for a while, but a major blowup took place between Ulrich, the publisher and advertising department. Ulrich was forced out at AR. He won a settlement in a lawsuit that followed and started Roadracing World in October of 1990.

You can check out the online version of RRW at www.roadracingworld.com.

Happy birthday RRW.

Kevin Erion and his Two Brothers Honda Hawk not only shook up the establishment in the BOTT Modified class, his success started an explosion of Honda Hawks being campaigned by club racers across the country. The business side of Two Brothers Racing was launched servicing those Hawk racers. (Larry Lawrence photo)

The AMA’s Battle of the Twins Modified Class was a relatively quiet class featuring lightly modified Moto Guzzi, Harley-Davidson, Ducati, BMW and a few other oddball or out-dated bikes. While the main Pro Twins GP class had some star power with Jimmy Adamo, Gene Church, Dale Quarterley and Randy Renfrow, realistically the Modified class was a laid-back place where club racers could play on same track as the big boys during AMA Pro weekends.

That is before Kevin Erion came along. He shook things up. Not only did Two Brothers Racing come in with immediate success – Kevin won his very first pro event at Daytona in 1988 – they also looked the part with their team van and trailer painted up in matching colors. The crew was color coordinated as well wearing team gear, easily becoming the best looking Pro Twins Modified team on the grid.

If that didn’t ruffle enough feathers, Kevin went on to tally a class leading three national wins in his rookie year en route to the championship. How dare this young whippersnapper come into this little class and not only look good, but take away all the accolades as well.

Kevin seriously considered not racing in ’89. He’d done what he wanted to do, win a pro title, but Craig was once again conspiring to keep his little brother in the game. Craig came up the idea of taking a mild-mannered Honda Hawk (a beginner’s bike with an under-powered 650cc v-twin engine) and making it into a race bike. It was just the kind of challenge little brother Kevin could sink his teeth into.

That little Hawk GT, along with a fun advertising campaign featuring a cartoon character Hawkman taking aim at all the Ducks that ran in racing publications, helped launch the successful Two Brother Racing company. Inspired by Kevin’s success and the relatively cheap entrée into road racing the Hawk provided, the bike exploded on the club racing scene and to this day has a cult following. Two Brothers began selling parts to service those club racers and it took off from there. Eventually Kevin branched out on his own to start Erion Racing.

In 1985 Yamaha was the top dog in the big-bike production classes across the country, such as WERA’s A & B Production. Yamaha paid generous contingency money to riders on its FZ750. Then at the beginning of 1986 Suzuki introduced its GSXR750 to America, along with an even more generous contingency program than Yamaha’s, and immediately the grids of road races across the country were filled with the speedy and nimble new Gixxer.

For a time early in the ’85 season that set up an epic battle between Yamaha and Suzuki in the production classes. This photo shows perfectly the almost equal split between FZ and GSXR riders that season. On Yamaha’s you have “Rocket Ron” Ewerth (21), Jeff James, Wink Price (63), Doug Roy (209), Bob Englert (298) and novice Dennis Martin (445) on Yamahas, while Greg Tysor (67), David Harman (528), Mark McQuade (52) and Greg Goulding (directly behind #21 Ewerth) were on the new Suzuki.

Buck Clemson (21) was the odd man out racing a two-stroke Yamaha RZ500.

Yamaha won the battle on this day with Ewerth taking the victory over McQuade and James.

This WERA A Production race at Road Atlanta in May of 1986 showed the early club-racing battles between Yamaha FZ750 and Suzuki GSXR750 riders. On Yamaha’s you have “Rocket Ron” Ewerth (21), Jeff James, Wink Price (63), Doug Roy (209), Bob Englert (298) and novice Dennis Martin (445) on Yamahas, while Greg Tysor (67), David Harman (528), Mark McQuade (52) and Greg Goulding (directly behind #21 Ewerth) were on the new Suzuki. Buck Clemson (21) was the odd man out riding a two-stroke Yamaha RZ500. (Larry Lawrence photo)

(News Release)

Bill Warner riding the Wild Brothers Racing 1299cc Turbocharged Hayabusa at the Texas Mile.

DAYTON, Ohio. (October 29, 2010) — Continuing to push the performance envelope and boundaries of two-wheeled insanity that is land-speed racing, Bill Warner muscled his turbocharged, 1299cc Wild Brothers Racing Suzuki Hayabusa to 278.6 mph at the Texas Mile on October 25, a new record that upped its “World’s Fastest Streetbike” status by 5.3 mph over a July, 2010 run in Loring, Maine.

Out of 76 motorcycless and 173 cars, this dynamic duo was also easily the fastest vehicle at the Texas Mile, an annual event which is held at an industrial airport in Goliad, Texas. Competitors leave from a standing start, have a mile to reach terminal velocity and another half mile of tarmac to get their machines stopped.

Warner, a mild-mannered tropical fish farmer and marine biologist during the workweek, turns into a mad scientist on race weekends. He went progressively faster during the three-day festival of speed, posting a 255.1 mph run on Friday, 270.7 mph on Saturday–beating the old motorcycle record of 261.5 mph, set in March, 2010–and 278.6 mph on Sunday. Very modestly, he said, “I gradually made changes to the bike’s existing setup to maximize the acceleration in each gear, trying to utilize all of the available horsepower.”

“The entire weekend, all three days, I only was able to make five runs,” admitted the 41-year-old from Tampa Bay, Florida. “I usually run four or five per day, so five passes in three days is not much time to get everything dialed in. The Texas Mile track is very smooth and wide, but there is not much room to shut down. More than once, I took a wild ride off the end of the track trying to get the bike stopped.

“The wind picked up significantly after 9:30 every morning. It took two runs (one on Friday and one on Saturday) to learn to stay the hell off the track when those side winds picked up. There was one gust that laid the bike over so bad I could have put a knee down, but that’s not a good idea at 240 mph, while trying to go straight.

“The early-morning pass on Sunday that set the record started with my best launch ever. The bike got squirrely, skidded side to side and then she finally hooked up. It felt like I was shot out of a canon! The bike stayed perfectly vertical for the entire run. It was so smooth it felt slow, if that makes any sense. Shutdown was tough, but fun, the bike screeching, sliding and hopping off the track.”

Wild Brothers Racing had a great year of land-speed racing in 2010. It now holds track records at Maxton, North Carolina (272 mph), Loring, Maine (273 mph) and now Goliad, Texas (278.6 mph).

Brock’s Performance President Brock Davidson, another member of the 200 mph club, is impressed with Warner’s heart and achievements: “The thing that strikes me, is that I didn’t know Bill before this year, but he came highly recommended. With methodical, consistent, record-breaking runs, he’s proven his skill to the point where I sit back in awe and wait to see the next goal het sets outs to break.”

Warner’s Wild Bros Racing team and Larry Forstall worked on the Hayabusa’s development, tuning and technical direction, engine assembly was handled by Steve Knecum, and Walter Kudron, a 200 mph club member also, played the all-important role of Sponsor Relations Director.

The record-setting bike was set up with products and technical support from the following sponsors: Brock’s Performance, BST, RCC Turbos, Garrett Turbo Technologies/Honeywell, Ward Performance, R&D Motorsports Inc., Ohlins USA, Continental Tires, MTC Engineering, Worldwide Bearings, Knecum Performance Engines, Web Cam Inc., McIntosh Machine and Fabrication, Aerospace Lubricants, Inc., Spiegler Performance Parts, Heads Up Performance, Falicon Crankshaft Components Inc., Millennium Technologies Inc., Color Concepts, Power-Coat, Zip Sensors, Weimer Mechanical Services, Helmet House, Larry Forstall Racing, AiM Sports and Crower Rods.

A list of specifications follows. For more information about these products and the bike’s setup, click here. For more information on Brock’s Performance products, BST wheels and other sportbike performance parts, go to BrocksPerformance.com.

SPECIFICATIONS, PARTS AND SUPPLIERS
Wild Brothers Racing 1299cc, Turbocharged,
2005 Suzuki GSX1300R Hayabusa

Top Speed: 278.6 mph
Estimated Worth: $90,000
Power: 650 hp
Torque: 314 lbs.-ft.

ENGINE
Type: Liquid-cooled inline-4
Bore x Stroke: 81mm x 63mm
Displacement: 1299cc
Compression: 8.5:1
Redline: 12,000 rpm
Cylinder head: Stock
Valve train: DOHC, 16v
Cylinder head modifications: Ward Performance
Cams: Web Cam
Valves: Ferrea
Cam chain tensioner: Brock’s Performance
Cylinder: Stock, aluminum, linerless design
Cylinder bore coatings: Millennium
Pistons: MTC
Rings: MTC
Pins: MTC
Circlips: MTC
Crankshaft modifications: Falicon
Connecting rods: Crower
Main bearings: Stock
Big end bearings: Stock
Crankcase: Stock
Crankcase: modifications: Harry’s Machine
Oil pan baffle: Brock’s Performance
Transmission: 6-speed constant-mesh
Transmission modifications: R&D
Transmission bearings: Worldwide Bearings
Transmission coatings: Power-Coat
Shift shafts: Brock’s Performance
Clutch: MTC
Clutch type: wet, multi-stage lockup
Induction: Turbocharging
Turbo system: RCC Turbos
Turbocharger: Garrett
Heat exchanger: RCC Turbos
Ignition: Stock
Ignition amplifier: NLR
Spark plugs: NGK
ECU: Stock
ECU modifications: ECU editor
Fuel injection: Stock
Secondary injection: RCC Turbos
Fuel: VP Racing Fuels C16
Sensors: EGT, Zip Sensors
Data acquisition: Aim Sports
Boost controller: NLR
Secondary injector system: Microtech
Exhaust: RCC Turbos
Plumbing: Earl’s
Gaskets: Cometic
Seals: Stock
Oil: Alisyn
Oil Filter: K&P Engineering
Fasteners: Heads Up Performance
Starter pin set: Brock’s Performance

CHASSIS
Frame: Stock
Frame modifications: McIntosh, raked +5 degrees
Subframe: McIntosh
Swingarm: McIntosh, 2-5 in. over stock
Wheelbase: 63 in.
Drive chain: Brock’s Performance/EK
Chain lubricant: Alisyn
Sprockets: Vortex
Front wheel: BST carbon fiber, 3.5 in. x 17 in.
Rear wheel: BST carbon fiber, 8.5 in. x 18 in.
Wheel bearings: Worldwide Bearings
Front tire: Continental 120/70×17 Race Attack
Rear tire: Continental 240/40×18 Race Attack Custom
Tire warmer: Woodcraft
Brake master cylinder: ISR
Brake calipers: Stock
Brake lines: Spiegler
Brake pads: Spiegler/Carbone Lorraine
Brake rotors: Spiegler/ABM
Brake fluid: Valvoline Dot 4
Front suspension: Stock 2008 Hayabusa, Ohlins springs
Steering damper: Ohlins
Rear suspension links: Brock’s Performance
Rear shock: Ohlins TTX
Bodywork: Custom
Fuel tank: Custom
Fuel capacity: 3.5 gallons
Paint: Color Concepts Auto Refinishing
Seat height: 28″
Weight: 590 pounds

Rookie sensation Chris Bach receives congratulations after his podium finish in this year’s grueling Ironman GNCC, near Crawfordsville, Indiana, on Oct. 24, 2010. (Larry Lawrence photo)

Hoosier race Chris Bach gave Indiana fans something to cheer about. The first year pro from Crown Point, Ind., finished third on his KTM at last’s weekend’s Ironman GNCC. The conditions were challenging to say the least. A three month drought in Indiana meant that the trails were so dusty that visibility was an issue and bikes were dropping like flies from clogged air filters and seized motors.

The thick layer of fine dust on the trail covered rocks and roots and even the best riders found themselves on the ground a time or two over the course of the three-hour race. The Ironman truly lived up to its moniker this year.

The biggest cheers from the massive crowd on hand were reserved for Indiana’s own Chris Bach. The first-year pro nailed down a solid third-place finish. It is thought to be the first time that an Indiana rider has finished on the podium in the pro class at the Ironman. After the race Bach was surrounded by well wishers.

The Rider Files caught up with Bach for a quick interview after the race. His headline quote on the conditions summed up the race in a nutshell.

Chris Bach talks about his podium finish at the 2010 Ironman Grand National Cross country race.

Chris Bach talks about his podium finish at the 2010 Ironman GNCC

Pole winner Jimmy Filice (17) leads the field at the start of the 1982 Daytona International Lightweight Road Race (later known as the Daytona 250 Grand Prix). Filice battled for the lead on the first lap with Sam McDonald (29) and Germany’s Martin Wimmer (318) before Filice crashed his factory Yamaha in turn two on the second lap.

Rich Schlachter (48) ran fifth early with new tires that weren’t scrubbed in. Once his tires came up to temperature Schlachter, from Old Lyme, Conn., started making his way to the front. In the end it was down to Schlachter and Wimmer. The two were familiar with one another having battled frequently in FIM 250 Grand Prix races the year before.

On the final lap Wimmer held back in the chicane and tried to draft past Schlachter coming down the front straight on the tri-oval, but the Schlachter’s Bob MacLean Yamaha TZ250J had just enough power to hold off Wimmer’s by about two feet at the checkered flag. It marked one of the closest Daytona 250 finishes in the history of the race.

Pole winner Jimmy Filice (17) leads the field coming into the International Horseshoe at the start of the 1982 Daytona International Lightweight Road Race. Behind Filice are Sam McDonald (29), Craig Morris (92), Martin Wimmer (318), Fred Merkel (3), Rich Schlachter (48) and Tony Head (315). Other riders visible in the shot are David Emde (10), Donny Greene (20), Antonio Neto (346), Bruce Maus (158) and Hugh Humble (4). (Courtesy DIS)

(News Release)

RED HOOK, N.Y. (October 28, 2010) — Chicken Hawk Racing is now accepting amateur and pro résumés for 2011 race-season sponsorship through December 31.

Chicken Hawk Racing invites racers to become part of the team that dominates roadracing, supermoto, flattrack and stunt competition. In the premier AMA Pro Racing national series, Tommy Hayden, Martin Cardenas and other top pros who used Chicken Hawk Racing tire warmers won two national championships, 30 individual races, landed on the podium 86 times and scored 16 pole positions throughout the 2010 season.

Racers chosen for the team will receive discounts on the entire line of Chicken Hawk Racing products, which includes tire warmers, digital controllers, Chicken Wrap wheel insulators, knee sliders, fuel tank covers, fuel jug wraps and tire racks. In addition, they’ll be eligible for new Chicken Hawk Racing products and promotional items available only to team riders.

For nearly two decades, Chicken Hawk Racing has been designing, manufacturing, selling and servicing the world’s most efficient, accurate, durable and easy-to-use motorcycle, car and kart tire warmers in the U.S.A. for racing and track-day applications.

As America’s top roadracers clearly demonstrated, Chicken Hawk Racing’s tire warmers allow serious grip from the drop of the green flag. They’re built from the finest materials, are easy to mount, simple to remove and efficiently bring today’s high-tech rubber up to optimum temperature and hot pressure for immediate traction.

For more information on Chicken Hawk Racing tire warmers and related products, log on to ChickenHawkRacing.com.

Team Chicken Hawk Racing is welcoming roadrace, supermoto, flattrack, stunt, dragrace and land-speed racing competitors now. To be part of team, please send race résumés and proposals via the following methods:

EMAIL:

Sales@ChickenHawkRacing.com

U.S. MAIL:
Chicken Hawk Racing
Attn: Rider Support
54 Elizabeth St., Suite 10
Red Hook, NY 12571

(News Release)

TTXGP eGrandPrix is an international race series providing a high-profile platform for the development of electric motorcycles, enabling the futuristic technology behind them to be tested in an exciting and challenging way.

SONOMA, Calif. (Oct. 28, 2010) — TTXGP eGrandPrix will return to Infineon Raceway for a second consecutive year in 2011 at the West Coast Moto Jam, May 11-15, officials from both companies announced today.

TTXGP, the world’s premier racing series for electric motorcycles, made its American debut at Infineon Raceway in 2010. It was a monumental day as Shawn Higbee, riding for Zero/Agni, took the checkers in the 11-lap feature.

The series, headlined by the Formula GP class, featured 12 races in six countries in 2010, its inaugural year, including this past weekend’s TTXGP World Championship Final in Albacete, Spain. All motorcycles are powered by zero carbon electric drive trains.

The evolution of the TTXGP eGrandPrix continues in 2011 with its new two-by-two format. In addition to Formula GP, TTXGP eGrandPrix will unveil the Formula 75 class, making for two main events over the race weekend in Sonoma.

The TTXGP eGrandPrix will be joined by AMA Pro Road Racing and Supermoto USA at the West Coast Moto Jam at Infineon Raceway, making for an action-packed weekend.

“One of the raceway’s central themes in the coming year is the notion of Green Performance — the opportunities to expand sustainable transportation alternatives into the competitive racing environment,” said Steve Page, president and general manager of Infineon Raceway. “The TTXGP series is leading the way in that field and we look forward to bringing this program back to the racing fans in Northern California.”

Here’s what you can expect from The TTXGP eGrandPrix in Sonoma:

· The 2010 Formula GP will return, but there will be a reduction in maximum weight for the motorcycles from 660 pounds to 528 pounds. FGP is designed to encourage improvements in long-term power-to-weight ratios and is a better fit for migrating the technology from track to road.

· A second class has been added, Formula 75. The F75 class limits the amount of stored energy to 7.5KwH and the maximum overall weight to 440 pounds. This new series will be focus on the thrill of racing with energy efficiency.

· With a second class, there will now be two feature races, one for FGP and one for F75. Both will take place on Sunday, May 15, at Infineon Raceway.

“2010 was an amazing year for innovation, and progression with every TTXGP eGrandPrix race seeing tremendous improvements from all the teams. Our 2010 North America season started at Infineon Raceway, and we relish the chance to return and deliver a bigger show than ever before,” said Azhar Hussein, founder of TTXGP eGrand Prix. “If you love racing and want to see the next generation of motorsport, we invite you to be part of it in Sonoma in May.”

TTXGP eGrandPrix is an international race series providing a high-profile platform for the development of electric motorcycles, enabling the futuristic technology behind them to be tested in an exciting and challenging way. TTXGP eGrandPrix aims to drive low-carbon technological innovation forward and to demonstrate that clean-emission transport technologies have matured and can be fun, fast and exciting. www.egrandprix.com

For more on the West Coast Moto Jam, visit www.infineonraceway.com.

Mickey Fay and Jeff Haney pose next to their factory Honda’s in a press photo for 1980. Fay is standing next to a Honda XR500-based short track bike while Haney stands behind the Honda CX500-based, water-cooled big track bike. Honda launched its Grand National Flat Track program the year before and Fay was the company’s first hire. He won the ’79 Houston TT to give the fledgling squad its first national win. In 1980 Haney, a first-year expert, got the season off on the right foot when he won the pole for the Houston Short track, becoming the first rookie do accomplish that feat. Haney scored two top-10 finishes that season with a best result of fifth at the Santa Fe Speedway (Hinsdale, Ill.) TT National. Fay scored podiums (both seconds) at the Houston Short Track and Ascot TT Nationals.

Mickey Fay (left) and Jeff Haney pose next to their factory Honda’s in a press photo for 1980.

Kent Howerton, on the No. 4 factory Suzuki, and Rick Burgett on his factory Yamaha, battle side by side during a circa 1980 AMA Supercross race. (AMA press kit photo)

Two of the leading motocross and Supercross riders from the late 1970s and early ‘80s, Kent Howerton, on the No. 4 factory Suzuki, and Rick Burgett on his factory Yamaha, battle side by side during a circa 1980 AMA Supercross race.

Both riders were national champions. Burgett, one of the early stars from the Pacific Northwest, specifically Sandy, Oregon. Howerton, from San Antonio, Texas, had an outstanding 1980 season. He earned two major championships and was named AMA Pro Athlete of the Year.

Nicknames were big back in that era, especially in Supercross with announcers like Larry Huffman. The five-foot-ten, 185-pound Burgett was known as “Lumberjack” and Howerton of course was the “Rhinestone Cowboy” after the popular Glen Campbell song. Press photos of the time began showing Howerton wearing a cowboy hat, which became something of a trademark.

It was a muddy race, at what looks to be the Atlanta Supercross (based on the overhang at the top of the stadium that looks like the old Fulton County Stadium). Burgett has already taken off his goggles.