# AMA Superbike Championship

AMA Superbike Championship is an American motorcycle racing series based in the United States. The series is organized by MotoAmerica and is sanctioned by the American Motorcyclist Association (AMA) as well as the Fédération Internationale de Motocyclisme (FIM). For most of its existence it has been considered the premier motorcycle road racing series in the United States. The championship features “highly modified, production based liter class motorcycles” competing at premier tracks across the country.
The AMA Superbike Championship can trace its roots back to the AMA Open Production event that began in 1973. AMA Open Production was hosted alongside the AMA Road Race National at Laguna Seca Raceway in 1973 and 1974. By 1976, the event became a major class, appearing at all 4 AMA Grand Nationals that season, and its name was changed to Superbike Production. In 1986, the AMA made the Grand National Championship into a dirt-track-only series splitting off the road-racing rounds into their own series, the Superbike Production events became the AMA Superbike Championship. In 2015 MotoAmerica became the series organizer, resulting in all AMA Superbike Championship events being held under the MotoAmerica name.

## History
### 1973 - 1975: Open Production

In the early 1970’s AMA road racing consisted of two classes of Grand Prix style road racing machines: Heavyweight and Lightweight. The Heavyweight class, akin to Formula 750 in Europe, limited displacement to 750cc; while the Lightweight class limited 2 stroke engine displacement to 250cc and 4 stroke displacement to 360cc. Required by homologation, these motorcycles “must be a standard catalogued production model and at least 200 of this same model with identical engines and transmissions must be available for inspection and/or purchase within the United States”. While they were based on a standard production model, these motorcycles were either purpose built, or highly modified for racing, equipped with high performance engines and aerodynamic bodywork. Commonly the teams racing in these classes were factory backed, and capable of bringing engineering and financial resources unavailable to the common person. By 1974 both the Heavyweight and Lightweight Classes were almost completely dominated by the Yamaha TZ, and fans were becoming tired of the watching the same make and model win two seasons in a row.
The early 1970’s saw the introduction of many high performance, large displacement road bikes such as the BMW R90S, Kawasaki Z1, and the Ducati 750SS. These motorcycles brought unprecedented levels of performance and power to the showroom floor, needing little to no modification to make them competent racing motorcycles. Buyers of these bikes knew this, and were eager to begin competing in races aboard their performance oriented machines. Soon, various club racers were competing in grassroot production based race events across the country.
Sensing the growing desire for production based racing, AMA race promoters Gavin Trippe and Bruce Cox invited production racers to compete at the 1973 Laguna Seca AMA National Road Race Weekend. Two production based races occurred, one being the Open Production class and the other being the Lightweight Production class, which was limited to 350cc. The regulations for these races required the motorcycles to retain their stock appearance, exhaust, brakes, instruments and carburetors. Yvon Duhamel won the first Open Production race, riding a Kawasaki Z1 provided by U.S. Kawasaki factory team. The event proved to be such a hit with racers and fans alike. Spectators enjoyed watching racing between machines that they could easily purchase themselves, while racers enjoyed the low barriers of entry for the same reasons.
Other Road Race Nationals began adding Production races to their lineup. Later, in August 1973 the Pocono National featured Production racing, with Yvon Duhamel winning again, riding a Kawasaki H2 this time. In 1974, Open Production returned to Laguna Seca, drawing enough popularity for it to make the cover of Cycle News. Later that season, the Ontario road race national featured an Open Production event, this time won by Reg Pridmore on a BMW R90S. The 1975 season saw both the Daytona Bike Week and Laguna Seca feature Production racing with David Aldana and Yvon Duhamel winning each respectively. Both won riding a Kawasaki Z1.

### 1976 - 1982: Superbike Production

By 1976, the popularity of production racing, particularly around the Open Production class had swelled sufficiently for the AMA to make Open Production an official championship class to be run at all Round of Road Race Nationals. The name Open Production was dropped in favor of Superbike Production. Rules mandated that motorcycles competing in Superbike Production must “retain stock chassis and original silhouette. The engine could be modified as long as it retained the stock stroke - capacity limit was increased to 1000cc - but it must run stock carbs and stock exhausts”.
At the inception of the series there was stiff competition between the more experienced teams racing European twin cylinder bikes, which included the BMW R90S, Ducati and MotoGuzzi motorcycles and the teams racing the more powerful Japanese inline fours from Kawasaki, Suzuki, Honda and Yamaha. While the Japanese bikes produced more horsepower, the European bikes tended to have superior handling. The inaugural series in 1976 was won by rider Reg Pridmore on a BMW R90S owned by Team Butler and Smith. European machines won every race in 1976 and the first half of the 1977 series, but after two seasons of work the Team Racecrafters Kawasaki KZ 1000, again piloted by Reg Pridmore, won the first race for the Japanese. With the advent later that year of the better handling Suzuki GS 1000, the less powerful twin-cylinder European bike's race domination was over.
As the series gained more and more attention in America the factories took note, and in 1980 Honda entered the series with a factory team and brought a top rider from their stable, Freddie Spencer, to compete on their behalf. Up until this point Honda and the other Japanese manufacturers were more focused on the International Grand Prix and in particular its premier 500cc Series, which was run on purpose built 500cc racing motorcycles. By 1980 the 500cc class was completely dominated by two-stroke machines, which at the same time had been phased out for road use in many countries. The American Superbike Series was suddenly more relevant and appealing to manufacturers.

### 1983 to 2002: The 750cc rule and the age of the Homologation Specials

The speeds that the 1000cc four cylinder bikes producing up to 150 horsepower were able to achieve were overwhelming the stock frames, suspension and tires of the era. Thus for 1983 the AMA, working with the top teams, decided to reduce the maximum capacity of the Superbike class to 750cc.
Honda, which had been competing in the series on their CB 750F was ready with a new bike in 1983, initially planned as a "homologation special" that is, a bike which is built in just enough numbers to satisfy the production rule. (Typically 5,000 units sold worldwide). That bike, the Honda Interceptor VF750F was a huge departure from the air-cooled, four valve per cylinder CB-750F launched in 1979. It featured a square tube steel perimeter frame which wrapped around the outside of the engine, rather than the older hidden round-tube frames. It was a water cooled V4 with four valves per-cylinder. Originally Honda had planned only to make enough to meet the requirement for production racing, but the bike was extremely popular, even at the price which was higher than the older CB-750, and it went into full production. Honda was unsuccessful in winning the championship with the new bike in 1983, as Wayne Rainey riding on Team Muzzy Kawasaki GPz 750 won the inaugural 750cc Superbike championship, but Honda went on to win the next five years in a row of series championships with the Interceptor.
As the popularity of the series grew the long established Daytona 200 motorcycle race, which had begun on a course constructed on the beach in 1935, and had moved to the asphalt auto-racing track in 1961, switched to Superbikes. The race had been one of the few venues where FIM style Formula 1 500cc machines raced in the United States, but by 1988 the speeds the machines were reaching on the high-banked tracks were simply too high for safety given the tire technology of the time. In 1985 the race format moved from GP bikes to Superbikes, and it became part of the AMA Superbikes series. This increased the visibility of Superbikes even further, and cemented in the minds of many Americans that the Superbikes were now the de facto premier motorcycle racers, eclipsing the FIM 500cc series, with their unavailable two-stroke racing machines.
In 1986, the AMA recognized the changing nature of motorcycle racing by making the Grand National Championship into a dirt-track-only series; road-racing rounds were branched off into a separate championship which was named the AMA Superbike Championship.

### 2003 to 2008: Return of the liter class

In late 2002 AMA Pro Racing, the promoter in charge of the AMA Superbike Championship at the time decided to open up the series to 1000cc production bikes. Their plan called for allowing near-stock 1000cc machines to compete against the then-current state of the art 750cc Superbikes that were the incumbent series competition machines. In addition, they would be allowed to increase their capacity to 800cc. The complicated rules allowed "claiming" of the 1000cc stock machines, a technique where competitors can buy the winning machine from the owner for a set amount of money, and intended to keep modifications down in near-stock racing classes. Ultimately this complicated mix of machines and rules was not liked by many of the competitors. In 2006 Ducati withdrew factory support from AMA Superbike racing, and in 2008 Honda followed suit.

### 2009 to 2014: Daytona Motorsports Group

From 2009 to 2014, the Daytona Motorsports Group was the organizer under supervision of the AMA. The AMA, not pleased with motorcycle counts and participation in their events, stripped the DMG organization of the sanction and awarded it to a new organization led by Wayne Rainey, KRAVE, with assistance from Dorna (which organises the FIM MotoGP and World Superbike Championships).

### 2015 to Present: MotoAmerica takes charge, FIM alignment

KRAVE organized multiple championship road racing series for the AMA, which are collectively known as the MotoAmerica Road Racing Series beginning in 2015.
MotoAmerica chose to align the multiple racing classes closely with those used by FIM, which simplifies the work that manufacturers must do to compete in both series.
* Superbike (matches FIM regulations)
* Stock 1000 (FIM Superstock 1000)
* Supersport (FIM Supersport, 600cc to 750cc)
* Twins (800cc, two cylinder)
* Junior Cup (FIM Supersport 300, 300cc to 500cc)
The most successful riders included Doug Chandler, Scott Russell, Ben Spies, Miguel Duhamel and Mat Mladin, who holds several series records including seven championships. Five non-Americans won the title – Englishman Reg Pridmore, Australians Mat Mladin and Troy Corser, Canadian Miguel Duhamel, and Spaniard Toni Elías.
Television rights are held by MotoAmerica, but can currently be seen on FOX Sports 1 & 2, MAVTV Network, MotoAmerica's Facebook page, MotoAmerica's Youtube Channel, and MotoAmerica's LIVE+ App.