daytona 200 photobook

DAYTONA A PICTORIAL REVIEW OF THE

2011 DAYTONA 200

ONEdayat

Winning The Daytona 200By: Jason DiSalvo

The Gear

Firstly, I would like to give a brief description of the personal items that accompany the Daytona 200 winning Ducati 848EVO. Each of the items were worn by me during the 2011 Daytona 200 and can be viewed in the accompanying photobook. Items were damaged during my first of three crashes in Elkhart Lake, Wisconsin, the weekend which effectively took me out of the running for the 2011 championship.

Helmet: A custom painted Arai helmet in Latus Motors Racing orange and black. This helmet is the only one of its kind. The design is a remake of the classic “DiSalvo” star with American flag inlay. This helmet was painted in two colors. The black and grey with orange highlights is included in my personal gear from Daytona, while the primarily orange with black lowlights remains in my personal collection.

Suit: Custom fit Pilot brand racing leathers with Latus Motors Racing logos and sponsors. This suit has a unique feature in that the aerodynamic hump in the back has been hollowed out to accommodate a hydration system that I eventually opted not to use during the race.

Gloves: Alpinestars custom fit gloves are a combination of two standard sizes. The palms are from a standard medium pair, while the fingers from a standard size small have been sewn on. These gloves were pair number 1 of 3 that I used during 2011.

Boots: Alpinestars size 40 boot. The outer shell was used solely for the Daytona 200 weekend, while the inner boot has been in use since 2009. Inner boot has seen competition in America and Europe, and is usually transferred from shell to shell for comfort. I retired the inner boot mid-way through the 2011 season because of a hole that developed on the left side from shifting.

Images: Fabrizio

The Road To Daytona

To begin to tell the story of winning the Daytona 200 we really have to go all the way back to 2010, which was a disastrous year for me. However the struggle that made 2010 what it was for me, and the lessons I learned that year helped me accomplish one of my major career goals. Winning the Daytona 200.

2010 was a forgettable season, which saw me leave the BE1 ParkinGO Triumph team half way through the season. I was left without a ride in the middle of the season, which is a bad place for a racer to find himself. The problem is that people forget what you can do on a motorcycle. Unless you’re in front of them week in and week out winning races or securing pole positions it becomes tougher and tougher to get back into a position to be on a bike, plying your trade. Time was of the essence.

I’ve always been a big advocate of not taking rides that don’t produce results. As a racer I race to win. I never show up at the track thinking that it’d be great if I could score a 12th place finish today. At the same time those wins need to mean something. Endurance racing in America has largely become a racing series without meaning for professional riders or teams in the AMA Pro series. Run through a separate racing organization, it offers little to no exposure on a national level. It’s an opportunity to get on a bike and compete, but I needed to be on a bike in front of people IN the industry, people that could give me a job. The WERA endurance scene just doesn’t provide that opportunity. However, when the owner of a major AMA Pro team calls you and tells you he’d like you to endurance race, that is literally opportunity knocking (or calling).

The whirlwind of events that ensued following my acceptance of the ride on the Graves/Zyvax WERA endurance team ultimately led me to Geoff Maloney at GP Tech. Geoff approached me at my first endurance race for the team in Grattan, Michigan with an interested proposal. He wanted to field me in the Indianapolis GP in the Moto2 class, a highly spec class based around developmental chassis at the World level. Again I was highly gun shy in taking the ride. Coming off of the situation I had found myself in overseas, it’s no wonder. I had to be on the right team for the next go-around.

I knew if I stepped back into the World scene with lackluster results it could mean the end of my career in motorcycle racing. When it comes right down to it though finding the “right” team is a big challenge. Riders search for their entire career looking for that crew chief and team that they have good synergy with. When they eventually find it, they stick around if at all possible. In my career I hadn’t found that synergy yet. I’d worked with some highly skilled individuals, but never found the complete package. When I found out that Al Ludington, current AMA Technical director and former Factory Honda crew chief legend was going to head up the Moto2 program for GP Tech, I jumped at the opportunity to find that “right” situation.

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In the end it was exactly what I needed. I was able to score a top ten in one of the most hotly contested classes in the world. Following the GP, Al and I kept in touch. He was the head technical director for the AMA, the series I was trying to get back to, and knew the teams in the paddock inside and out. Having worked with me, Al knew my personality, and knew what I was looking for in a team. I asked him to keep a lookout for any AMA team going into 2011 that fit the bill, and was looking for a rider. I didn’t hear back from him for three months.

The Team

When I finally did get a response from Al it was a very simple, straight to the point text message that read, “Call George Latus.” After some digging around to find a contact for Mr. Latus I decided to just try and give his Harley dealership in Portland, Oregon a call and ask for him. About 20 seconds later I had him on the line. At this point it was all or nothing so I simply told him that I’d heard a lot of great things about his program, and I would love to come win races for them. Having not won any races since the team’s inception in AMA Pro Roadracing in 2009 I think he was intrigued by this plucky New Yorker that had him on the phone telling him he’d like to win races, but at the same time I think George knew I was dead serious.

The next step for me was getting to know this crew that I had heard so many good things about. In particular I had to get to know the crew chief, Ronnie Saner. The first time I spoke to Ronnie on the phone the conversation lasted for about two hours. In that time we started building a race bike. I spoke to him at length probably three more times and after about six hours on the phone, we finished building the bike that would later win the Daytona 200. Even though I had yet to throw a leg over the bike, the base settings didn’t change that much from what we verbalized in our first conversations.

Testing of the bike went pretty smoothly. Most of the things we had discussed worked right off the bat, there was a certain level of fine tuning to the chassis to get the bike comfortable for me, mostly on the front end. I don’t feel that we ever achieved a setting that was perfect with the front of the motorcycle, and that will come into play later on. Another element that would come into play later on was the engine, we experienced hiccups during testing but nothing that couldn’t be explained away. By the

Image: Brandon Bones

end of testing, it was about as good as it was going to get. Daytona was on the horizon and we were out of time, we had to rely on the fact that we had built a competent bike. The first practice session of the Daytona 200 weekend would be the marker of how successful our development had been.

The Watch

The nerves of coming through the tunnel entering Daytona International Speedway on the race weekend were unlike anything I had ever experienced before. Even with all the testing and progress we’d made. The facts still remained that I was coming off of a terrible 2010 season, I hadn’t raced against any of these guys for over a year and I hadn’t won a race since 2006. When I saw the results at the end of the first practice on Thursday I was pretty blown away. We held the fastest overall time of the session by a full second, and it was almost a full TWO seconds back to third place. We were on the right track.

Following the first practice session my nerves were beginning to subside, we had a good package and were way out in front as far as lap times were concerned. It was inevitable for the others to close the gap some, but overall we were starting to build our confidence as a team. The second day of the weekend would include qualifying for the 200. Personally these sessions of the weekend were nearly as important as the race itself. I had been knocked off the top spot in qualifying to end up second three times already in my career. I wanted the Rolex Daytona watch that was the award for top qualifier for the Daytona 200 and I felt like this was my year to get it.

First qualifying again saw me grab the stop spot early on in the session, and hold it for the duration. At the time we were trying to keep the mileage on the engine low because of the reliability issues we had run into during testing. This wasn’t a big problem though as I’ve always been quite good at getting up to speed quickly during the sessions. Once again we finished the session on top, this time with a half second cushion back to second place. Still a decent margin. Final qualifying was the final session for the day on Friday, and would set the grid for the race the following day. Starting position for the 200 isn’t really that important being that it’s such a long race. As I said before, it’s all about getting the watch.

Going into the qualifying session our game plan was to get out early and put in a fast time, similar to what we did the session before. Again, trying to keep the mileage as low as possible, we would enter the pits and wait out the rest of the session to see what everyone else would do for lap times. At this point I felt like I had a little speed in reserve and with some fresh tires could really up the ante a little and make it difficult for the other riders to match my times.

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At the open of the session I did up the ante, to the tune of 1.4 seconds faster than I had gone all weekend, which at that point was already half a second clear of anyone else. A few other riders responded to the time, posting up fast times of their own, but none were legitimately within striking distance. Back in the pits we sat and watched the live timing monitors. Everyone was feeling pretty good about the time we put in, and the fact that it would stick for the session. More important however was what we were not doing, which was putting miles on the engine.

At the end of the session there were a few riders starting to make inroads at getting close to the time we had set. More just for safety’s sake rather than anything, we decided to throw on a new tire and go out to defend the time. We ended up leaving our final assault a little too late however. I did get to put in a few flyers at the end, but none were clean, none bettered the time I set early on in the session.

As the checked flag flew on qualifying I flashed across the stripe and started in on my cool down lap headed towards the pits. One feature that’s somewhat unique to Daytona International Speedway are the large scoring towers visible throughout the facility. Standing at 150 feet tall they’re perfect for keeping tabs on the standings during practice sessions. All weekend I had watched these closely, never having seen another number but my own adorn the top spot during our sessions. As I cruised back to the pits my eyes never left the tower and I happened to be looking directly at it when I saw the big number “40” drop to the second spot. I had been bumped from the Daytona 200 pole position, again.

After the post qualifying press conference the team and I decided to buckle down and re-focus. We spent the evening working on pit stops. I would say the realization that this wasn’t going to be as easy as we thought after the first couple of sessions couldn’t have come too soon. It was a good dose of reality, one that made us sharper in the end I believe. Our pit stops were something that needed working on, and up until that point in the weekend we had been putting it off. With the taste of defeat thick in our mouths we worked late into the night practicing stop after stop. This was all done dead engine in the garage area with just some crew pushing me to simulate rolling to a stop in front of the crew. We managed to get our times down close to the 10 second mark, which was where we wanted to be for Saturday’s race. The kicker was that we were only taking one tire. Dunlop had cautioned us against that, but being that so many other teams were going to run with the same strategy there wasn’t any other choice. Changing two tires was going to take too much time.

The Race

When race morning rolled around everything was set. Preparations and plans had been made. All we needed to do was go execute. Morning warm up was fruitful in

the fact that we were able to practice pit stops at full speed, something we had not done up until this point in the weekend. The stops weren’t perfect but overall our technique was sound, we rushed a few areas of the procedure and that was costing us time.

As I suited up for the race I had a very strong awareness of the task at hand. This would be my fourth running of the Daytona 200 and I knew all the challenges and obstacles I would most likely have to overcome. Mostly, aside from the sheer length of the race, it’s the unpredictability of the event that has always been the most challenging for me. I had run over as many scenarios that I could think of in preparation for the race, and was confident that based on my experience, there was nothing that I wouldn’t be prepared for. A pretty funny thought when you really look back at the way everything happened.

When I closed the visor on my helmet for the final time before the race I’m not going to lie, I was still nervous. As we lined up on the grid I finally accepted that fact, that I was going to be nervous no matter what, and resolved myself to let those nerves focus my attention on the task at hand. That task was to be the first rider into turn one.

When the red lights extinguished signaling the start of the race, myself and the Ducati 848 shot out of our number two grid position and into the lead. A lead that would be short lived as Eslick slid up the inside after I ran slightly wide in the first turn. From there I was focused on getting settled into a rhythm and a pace. I knew that if I could get to the front of the pack for just a few laps I could drop the lap times down to try and thin out the field.

As the opening laps ticked by I saw the front of the lead pack frequently. Each time I arrived at the front I pushed harder and harder, trying to drop as many guys off of the pack as I could. Eventually we settled into a pace that I felt comfortable with, running lap times that were about a second slower than qualifying. Lap after lap I was just managing the draft and trying to stay out of trouble. As much as I was at the front, rarely did I lead a lap. Our gearing on the bike was a little short for what we needed to run in a big pack. If there was only one bike ahead of me I was ok, but once I got a three

ONE DAY AT DAYTONA

Image: Brian J. Nelson

or four bike draft it was up into the rev limiter. This happened most of the time right before the finish line and push me back to 2nd or 3rd, hence the reason I only led three laps all race long.

When the first round of pit stops were approaching the group had thinned down to more or less five riders that were still able to maintain the pace at the front. We were all starting to make our way through lapped traffic and I put in another push at the front. With 18 laps completed, myself and two other riders from the front of the pack dove into the pits for our first round of pit stops. Electing to only change a rear tire was a strategy that we were certain we had to employ to stay in the hunt for a victory. The single sided swingarm of the Ducati made for a fast rear tire change, but lacking the necessary quick change components on the front end, it was impossible for us to change a front tire in a timely fashion. After the stop all three of the front runners re-entered the track in unison, the other riders taking two tires, and myself only taking a rear.

Back on track it was business as usual clicking off laps. The trio I was part of entered back into the mix running in spots third through fifth, as two other riders had yet to make stops. When the full schedule of stops were completed us three remained at the front, now some four to five seconds clear of the next competitors.

Again it was the game of just putting in consistent laps. Now at the front no one looked in a position to make a break from the three rider pack. Still battling with our gearing issues through the tri-oval, I spent the bulk of the time running in the 2nd and 3rd spots at the stripe after leading most laps at some point down the back straight. This remained the status quo for the next ten laps, then disaster struck.

Starting the 28th lap of the race I started to feed in the power on the 848 exiting turn one and realized that the power was starting to diminish, the engine was starting to let go. It wasn’t a half a lap later that the engine let go completely exiting turn six onto the back straight. Our race was over.

As I limped the now single cylinder Ducati back towards the pits a red flag was thrown stopping the race. First I was sure that it was brought out because my machine had dropped oil, but I later learned it was due to tire issues that multiple riders were having with their Dunlop front tires.

The problem with the tires centered around an overheating problem due to the race day conditions. Weather for race day was sunny and clear, and we had not seen much sunshine throughout the race weekend nor in preseason testing. The combination of the sun, heat and new track surface created the perfect storm of which no one on any race team or any of the Dunlop technicians were prepared for. With many riders, like us, choosing to run one front for the entire race, there was now a situation of rider safety

involved. With one rider already having fallen at over 160mph due to the overheating tires, something had to be done. Riders could not be allowed to continue on putting themselves in jeopardy. Nor could riders be forced to make a green flag mandatory pit stop due to the face that many teams, again like us, were not prepared to do so.

In the end it was decided that each rider would have to retrofit their bike with a completely NEW tire that Dunlop had in reserve in case something like this came into play. This contingency plan was never intended to be used mid-race, but under the circumstances it was the only way. Since none of the teams had access to these “contingency plan” tires, each racebike in the field would have to be fitted. There were at that time still over 30 bikes in the field. The total delay ended up being in excess of one hour, but in the time something amazing happened.

As the red flag flew and I returned back to the pits, news of the impending delay trickled our way from various sources. It wasn’t long before a potential ten minute delay was turning into something much bigger. I wish I could say that we all sprang into action and started ripping pieces off the bike in a flurry, but that wasn’t really how it happened. It was more like how an avalanche starts, at first there’s not much going on, just a few cracks in the surface of the snowpack. Then before you know it, everything is thundering down the mountain, an unstoppable force. This was what my crew turned into over that hour of time that we fought to get back into the race, an unstoppable force.

Over the period of time there were many questions to be answered. At the time that work began in earnest on the Ducati, the issue of legality came into play. Was this sort of thing even allowed per the rules? It took a long hard look at the AMA Pro Rulebook and the Supplemental Regulations by various AMA Officials and the lead Technical Director. In the end it was agreed that, yes, this was in fact legal. Then the question became where do we start from? At a point in time there was a train of thought that said that I would have to start at the back of the grid for performing work on the machine during a red flag. That however was later overturned since ALL riders were performing work by way of the tire change. All the while the crew toiled on.

I was making frequent stops between seeing AMA Officials to check in on the progress and each time into the pit stall was a new scene. First it was two motorcycles, one with a blown engine, one being stripped of its own, still operable power plant. The next was simply two bare motorcycle frames, one still up on stands, and the other discarded against the chain link fence that bordered our pit stall. This was the moment for me that I was sure our efforts were futile, there was no way that they would be able to finish in time.

As the minutes ticked by the avalanche was now at full force. Little by little and

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piece by piece the bare frame became something resembling a motorcycle. The engine was secured in place, now the other vital parts were being added in. Some from the spare motorcycle, some from the existing frame that was still in use. Two motorcycles were becoming one. We were also starting to attract quite a crowd of onlookers who were staring mesmerized as the work was taking place. Starting with just a handful of spectators, the grandstands and standing room behind the Latus Motors Racing pit began to swell.

When the last of the necessary engine parts were installed, the team fired the engine to make sure it would run. Up until that time there had been about 40 minutes of silence inside Daytona International Speedway during the red flag. That silence was broken by the lone rumble of a Ducati V-Twin engine coming to life. The crowd of fans let out a cheer that spurred the team on even faster, we now only had minutes before the re-gridding of the race.

The race length was shortened due to the tire issues and was now scheduled for a 15 lap sprint to the finish. This meant that riders would be able to all comfortably make the race distance on their front tires, and no further pit stops would be required. The Daytona 200 was now a sprint race. The team pushed the now completed bike out to the third spot on the grid, the position I had last crossed the strip in before the race was stopped. It wasn’t long after another round of pre-race TV interviews and photos that the crews were given the signal to clear the grid. The race was about to restart, and we were back in it.

The Sprint

All riders were given two sighting laps to feel out the new front tires prior to the start of the race. This was an important time for me in particular as it was the only time in which I could make any determination if there were any problems with the motorcycle. It’s a funny feeling climbing onboard something that you saw built in a rush over the course of just an hour and accelerating up to 170mph on it. The first lap I cruised through the tri-oval at about three quarters speed. I didn’t open it up until the final run back to the grid. Taking it up to full speed everything still felt good. Back at the line when the red lights went out, we were back in action.

Grabbing the lead into turn one erased any doubts as to the competitiveness of the machine, everything felt good and we were ready to run at the front again. The restart was short lived however as a crash in turn one brought out another red flag and we had to be regridded one more time.

This worked out well for me though as it gave me another lap back to the pits to continue to assess the state of my racing machine. Back on the grid for the final time

before the next restart we were able to make some last minute brake and clutch lever adjustments that we hadn’t had time for yet. Now the bike was back fitted to me and felt just like the old one. There was just fifteen laps now standing between me and the most unlikely victory in the history of the sport. The final start to the race saw another near-perfect launch from me and the 848. We rocketed into turn one and led the way once more.

This time around the Daytona 200 took on a different feel. With eight riders now tagged onto the group and pulling away this was anyone’s race. Again our gearing difficulties came into play and forced me to run towards the back of the lead pack. I wasn’t all together uncomfortable with this as I was still coming to grips with the new machine and wanted to stay out of trouble as much as I could until the closing laps. The racing was more than intense and there were a few tight moments out there.

The biggest scare for me came with five laps to go. Entering into turn one I felt a strange “pop” from the front of the machine. Immediately my mind went through 100 different possibilities as to what it might be. Everything from the tire problems to the stability of my quickly put together racebike ran through my head. I quickly slowed to try and figure out where I stood with the machine and whether I’d be able to continue on safely. As I dropped to the back of the lead group I started taking stock of everything I could see on the bike. When I couldn’t see anything wrong I slowly eased back into the pace.

What I didn’t notice at the time was my front fender was missing. This was a problem with the new tires that also plagued a few other teams in that, as the speed increased the new front tire would grow, causing it to catch on the front fender. What I felt was actually my front fender coming off and sliding under the front tire when I applied the brakes into turn one. Unbeknownst to me I had nothing to worry about now that the fender was gone, the only thing I had to contend with now was closing the gap that had opened up due to my slowing down to check everything.

The next lap was probably the hardest lap I’ve ever ridden in my life. Closing down a gap on a six bike train of riders at Daytona is no small feat. I knew above all else I had to get every ounce of drive I could coming onto both of the long straights. After that I was able to close the gap considerably on the brakes and just as the Speed TV commentators were counting me out, I was right back in it. Again.

Having chased down the lead group and set the fastest lap of the race in the process I knew winning the race was well within my reach. The biggest thing standing in my way at the end of the race was still going to be the number of riders involved. Drafting off of that many riders to the line was sure to put my bike deep into the rev-limiter, killing all of the power and pushing me backwards. My only shot was going

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to be to try and make my way to the front of the pack and either lead off of the final chicane, or be very close to the front. At this point however I was still back in seventh, and wasn’t seeing many opportunities to advance my position. I was strong in the infield, but making passes there is tough.

I was able to pick off two of the now six riders in front of me in tight passes early in the lap. Going hard on the brakes into the International Horseshoe I slid up the inside of one rider. On the exit I was able to get the power down early and pass another on the outside entering the ultra fast turn 4 kink. Onto the back straight for the final time all seven riders were bar to bar as they fanned out for the final braking duel into the chicane.

At the moment just before we hit the brakes for the chicane the world seemed to go into slow motion for me. This was it. This would be the deciding factor between winning and not. On the one hand, we had an opportunity to score points where we would’ve been out of the race 15 laps ago. On the other hand, I had nothing to lose, we SHOULD have been out of the race 15 laps ago. I had been given a second chance at this and I was going to make the most of it.

When we all hit the brakes it was as if the world snapped back to full speed, to the tune of 170mph. The brake pads clamped down pushing the front suspension and tire to their limit. I was the latest on the brakes and slid into the lead. It was everything I could do to get the big 848 slowed enough to make the turn. Kissing the rumble strips on the outside of the left hander I flicked the bike to the right while one rider shot to the outside and went past. This was good, this was the draft I needed to pull me to the line.

Feeding off of one rider’s draft was alright. As long as no one came along side of me we would be fine, the speeds would stay low enough to keep me off the limiter. I tucked in as tight as I could and followed in the wheel tracks of the rider ahead of me. We both passed by a slower lapped rider, and I was able to suck up on the back of the leader using the draft. I went to the high side and made the pass for the lead, there was now only 1,500 feet between me and the finish line. Pressing down ever harder to stay out of the wind I slid back behind the bubble and said a prayer to my maker. I was certain I would see or feel a rider start to come around me, but it wasn’t so. As I flashed across the finish line a single string of thought went through my mind, “I just won the Daytona 200.”

Behind me there was chaos. Two riders came together approaching the stripe on the last lap. The incident ended with riders down a high speeds and hefty fines and suspensions subsequently imposed. It was definitely a dramatic finish to a dramatic race.

Back in victory circle though my world was changing by the moment. After I

stumbled through a TV interview I was standing on the top step of the podium, still not believing where I was. Looking back at my situation an hour beforehand, I never in my wildest dreams thought I would be where I was.

That night I didn’t want to leave the track. We took photos and celebrated while packing up the transporter. We drank the victory champagne and laughed. It was a special feeling to get to share that moment with so many loved ones including my wife Bethany, my parents and all of the crewmembers of the Latus Motors Racing team that made it possible for me to get back into the race.

When it was all said and done, we made history that day. Delivering to Ducati their first Daytona 200 win, becoming the first rider to win the Daytona 200 using two different motors and posting the slowest ever average speed for the Daytona 200 (the stoppage for the red flag was also factored in, making the race winning average speed a whopping 38.5mph).

The road to winning the Daytona 200 was a long one. Beginning as we did almost a year before we turned a wheel that weekend at the Speedway. The way it worked out though I wouldn’t want it any other way. There are still things that I want to accomplish in racing, but that weekend I was able to put a big goal behind me. Without going through the trials and tribulations in the time leading up to it however, I don’t think I would’ve been the person I needed to be to persevere through that day. There was a certain aspect of luck involved for sure, but at the end of the day it would’ve been just as easy to throw in the towel. I’m glad to say we didn’t give in, we got our second chance, and were able to turn it into something great.

ONE DAY AT DAYTONA Image: Fabrizio

POS. NO. RIDER TEAM BIKE INTERVAL GAP FAST LAP1 98 Jake Zemke Project 1 Atlanta Yamaha YZF-R6 FASTEST FASTEST 1:49.7752 40 Jason DiSalvo Team Latus Motors Racing Ducati 848 0.295 0.295 1:50.0703 69 Danny Eslick Richie Morris Racing Suzuki GSX-R600 1.023 0.728 1:50.7984 73 JD Beach Cycle World Attack Performance Kawasaki ZX-6R 1.137 0.114 1:50.9125 10 Eric Bostrom Cycle World Attack Performance Kawasaki ZX-6R 1.529 0.392 1:51.3046 59 Jake Holden Roberson Motorsports Ducati 848 1.820 0.291 1:51.5957 57 Cory West Vesrah Suzuki Suzuki GSX-R600 1.834 0.014 1:51.6098 8 Josh Herrin Monster Energy Graves Yamaha Yamaha YZF-R6 1.899 0.065 1:51.6749 9 PJ Jacobsen Celtic Racing Ducati 848 2.153 0.254 1:51.928

10 5 Dane Westby M4 Suzuki Suzuki GSX-R600 2.354 0.201 1:52.12911 6 Tommy Aquino Yamaha Extended Service, Pat Clark Sports, Graves, Yamaha Yamaha YZF-R6 2.727 0.373 1:52.50212 7 Fernando Amantini Team Amantini Kawasaki ZX-6R 3.161 0.434 1:52.93613 29 Barrett Long Longevity Racing Ducati 848 3.243 0.082 1:53.01814 44 Taylor Knapp Vesrah Suzuki Suzuki GSX-R600 3.538 0.295 1:53.31315 74 Bostjan Skubic Inotherm Yamaha Racing Team Slovenia Yamaha YZF-R6 3.579 0.041 1:53.35416 825 Joey Pascarella Run 1 Racing Motorsports Yamaha YZF-R6 3.771 0.192 1:53.54617 20 Paul Allison Triple Crown Industries Yamaha YZF-R6 4.250 0.479 1:54.02518 32 Santiago Villa RoadRacingWorld.com Suzuki Suzuki GSX-R600 4.349 0.099 1:54.12419 38 Kris Turner Turner`s Cycle Racing Suzuki GSX-R600 4.703 0.354 1:54.47820 75 Huntley Nash LTD Racing Y.E.S Yamaha Yamaha YZF-R6 5.396 0.693 1:55.17121 41 Pat Mooney Pat Mooney Racing Buell 1125R 6.061 0.665 1:55.83622 16 Russ Wikle Wikle Racing Suzuki GSX-R600 6.502 0.441 1:56.27723 15 Cameron Beaubier Crozier Motorsports Yamaha YZF-R6 FASTEST FASTEST 1:55.09524 13 Melissa Paris HT Moto Yamaha Yamaha YZF-R6 0.415 0.415 1:55.51025 22 Jason Farrell Martinez Motorsports Kawasaki ZX-6R 0.610 0.195 1:55.70526 78 Reese Wacker Wacker Racing LLC Suzuki GSX-R600 1.756 1.146 1:56.85127 150 Lyles Sanders Sanders Racing Yamaha YZF-R6 2.535 0.779 1:57.63028 84 Anthony Fania KSW Racing Suzuki GSX-R600 2.739 0.204 1:57.83429 144 Luiz Cerciari Cerciari Racing School Suzuki GSX-R600 3.208 0.469 1:58.30330 594 David McPherson McNology Racing Yamaha YZF-R6 3.586 0.378 1:58.68131 240 Giuseppe Messina Metric Devil Moto Yamaha YZF-R6 3.610 0.024 1:58.70532 12 Ricky Orlando Orlando Racing Kawasaki ZX-6R 4.405 0.795 1:59.50033 175 Sam Rozynski Triple Crown Industries Yamaha YZF-R6 4.409 0.004 1:59.50434 291 Scott Decker Phantom Freightlines Racing Suzuki GSX-R600 4.531 0.122 1:59.62635 77 Matthew Sadowski Top Shelf Motorcycles Racing Ducati 848 4.664 0.133 1:59.75936 45 David Sadowski, Jr. Top Shelf Motorcycles Racing Ducati 848 4.694 0.030 1:59.78937 56 Les Moscariello Desmomaniacs Ducati Ducati 848 5.190 0.496 2:00.28538 71 Ray Hofman RayBren Racing Honda CBR600RR 5.454 0.264 2:00.54939 37 John Ashmead PBR Kawasaki ZX-6R 5.514 0.060 2:00.60940 81 Wes Humphryes Humphryes Racing Suzuki GSX-R600 5.629 0.115 2:00.72441 14 Marco Martinez Martinez Motorsports Kawasaki ZX-6R 5.853 0.224 2:00.94842 31 Shawn Hill SRH Plumbing ·Inc. Kawasaki ZX-6R 8.137 2.284 2:03.23243 30 Thomas Digiandomenico J&T Racing Yamaha YZF-R6 14.982 6.845 2:10.077

STARTING GRID FOR THE 2011 DAYTONA 200

Grid position was determined by 3 qualifying sessions - Session 1, Session 2A and Session 2B. All riders participated in session 1. The top 22 riders then took part in session 2A while the remaining 21 riders rode in Session 2B.

Images: Brian J. Nelson

images: Brian J. Nelson

Top right & bottom image: David Swarts Image: Fabrizio

Image: Brandon Bones

Image: Fabrizio

Images: Fabrizio

Image: Fabrizio

Top & bottom images: David SwartsImage: Fabrizio

Images: David Swarts


JASON DISALVOLATUS MOTORS DUCATI

DUCATI 848 EVO


JASON DISALVOJASON DISALVOLATUS MOTORS DUCATI

DUCATI 848 EVO

AMA Pro Road Racing Logo

AMA Pro Road Racing Logo on black

AMA Pro Road Racing Logo

AMA Pro Road Racing Logo on black

LIST OF DAYTONA 200 WINNERS | 1937-20112011 Jason DiSalvo United States Ducati2010 Josh Herrin United States Yamaha

2009 Ben Bostrom United States Yamaha

2008 Chaz Davies* United Kingdom Kawasaki

2007 Steve Rapp United States Kawasaki

2006 Jake Zemke United States Honda

2005 Miguel Duhamel Canada Honda

2004 Mat Mladin Australia Suzuki


2002 Nicky Hayden United States Honda




1998 Scott Russell United States Yamaha

1997 Scott Russell United States Yamaha


1995 Scott Russell United States Kawasaki


1993 Eddie Lawson United States Yamaha



1990 David Sadowski United States Yamaha

1989 John Ashmead United States Honda

1988 Kevin Schwantz United States Suzuki

1987 Wayne Rainey United States Honda

1986 Eddie Lawson United States Yamaha

1985 Freddie Spencer United States Honda

1984 Kenny Roberts United States Yamaha


1982 Graeme Crosby New Zealand Yamaha

1981 Dale Singleton United States Yamaha

1980 Patrick Pons France Yamaha

1979 Dale Singleton United States Yamaha


1977 Steve Baker United States Yamaha

1976 Johnny Cecotto Venezuela Yamaha

1975 Gene Romero United States Yamaha

1974 Giacomo Agostini Italy Yamaha

1973 Jarno Saarinen Finland Yamaha

1972 Don Emde United States Yamaha

1971 Dick Mann United States BSA

1970 Dick Mann United States Honda

1969 Cal Rayborn United States Harley-Davidson

1968 Cal Rayborn United States Harley-Davidson

1967 Gary Nixon United States Triumph

1966 Buddy Elmore United States Triumph

1965 Roger Reiman United States Harley-Davidson


1963 Ralph White United States Harley-Davidson

1962 Don Burnett United States Triumph


1960 Brad Andres United States Harley-Davidson


1958 Joe Leonard United States Harley-Davidson

1957 Joe Leonard United States Harley-Davidson

1956 John Gibson United States Harley-Davidson


1954 Bobby Hill United States BSA

1953 Paul Goldsmith United States Harley-Davidson

1952 Dick Klamfoth United States Norton


1950 Billy Mathews Canada Norton


1948 Floyd Emde United States Indian

1947 John Spiegelhoff United States Indian

1941 Billy Mathews Canada Norton

1940 Babe Tancrede United States Harley-Davidson

1939 Ben Campanale United States Harley-Davidson

1938 Ben Campanale United States Harley-Davidson1937 Ed Kretz United States Indian

DAYTONAONE day at

A PICTORIAL REVIEW OF THE 2011 DAYTONA 200

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