VOL. 51 ISSUE 50 DECEMBER 16, 2014 P99
is being made even more obvi-
ous as the series move closer
together in terms of regulations
and class structure–the closest
they've been since the end of
the 750 four/1000 twin Super-
bike era. The hope is that costs
will fall and participation will in-
crease thanks to more afford-
able rules and greater availability
of competitive equipment via economy of scale.
Just as important would be a return of the excite-
ment of the wild card days when national heroes
routinely pushed for World Superbike podiums
and race wins while defending their home tracks,
drawing attention to both championships.
Unfortunately for MotoAmerica, the global se-
ries it is patterning its championship on has itself
arguably been on the decline over the past sev-
eral seasons, suffering from reduced spectator
interest and manufacturer support. Even the once
massive British rounds have seen huge drops in
attendance despite the rise of a new British champ
and a thriving domestic Superbike series.
While greater synergistic ties to MotoAmerica,
the British Superbike Championship, and other
leading national championships may help improve
World Superbike's outlook, it's unlikely to ever
climb back near its peak. This is especially true as
its current owner—Dorna—has basically zero mo-
tivation to reposition it as the full-blown MotoGP
challenger it once was.
In fact, the radical Grand Prix reshuffle in the
early 2000s that saw the (now total) movement
from two strokes to fours was in large part a re-
sponse to World Superbike's ascension.
That trump card limited the ultimate potential of
global Superbike racing from that day forward, re-
directing manufacturer money and global interest
back over to the glitzier GP paddock.
The shift from 800cc to 1000cc MotoGP ma-
chines in recent seasons has further reduced the
relevance of the very concept of the 'Superbike.'
Kawasaki, Ducati, and Honda recently unveiled
new flagship sportbikes—none of which, either
due to configuration, displacement, or exclusivity—
are destined to be raced in the Superbike class,
a development that would have been unthinkable
just a couple years ago.
And even one manufacturer that did introduce
a new Superbike—Yamaha—has done so in a way
to basically transform the marque's MotoGP racer
into the R1's most important on-track representa-
tion, with its M1-influenced styling, design, and 'M'
designation.
"THAT NAME [DMG] HAD BEEN
SO TARNISHED IN THE MINDS OF
LARGE SEGMENTS OF THE SPORTS'
FANDOM (AND STAKEHOLDERS)
THAT MOTOAMERICA'S JOB HAS
BEEN MADE A BIT EASIER PURELY
AS A RESULT OF A SEEMINGLY
BOTTOMLESS WELL OF SPITE."
Jamie James (2),
Pascal Picotte
(34), Doug Polen
(23) and Scott
Russell (23) on
the front row at
one of Superbike's
traditional
venues—Mid
Ohio—in 1992.
