On the evenings of June 17 and 26, 2024, AHRMA’s Board of Trustees met via video conference to review rules proposals for the 2024 racing season. A summary of the proposals, including committee recommendations and trustee preliminary votes may be found below.

Members may comment on the rule proposals / votes using these guidelines:

• If a proposal has already been commented on, please reply to the current thread to keep those comments together
  • Use the find function (shortcuts are command-F on a Mac, Control-F or CTRL-F on a PC) and enter the Entry ID # to find associated comments
• You may only make a comment on ONE rule/Entry ID in each of your comments
• Entry ID is REQUIRED
• Your contact information is REQUIRED although it won’t be displayed

Any comments not following these guidelines WILL BE REMOVED.

The Member Comment Period is July 11-24, 2024. Final voting is tentatively scheduled to take place starting on August 10, 2024. Each Trustee’s initials are listed by his/her actions below.

The votes recorded below are votes for/against the proposed change; If “yes”, the preliminary vote is in favor of the proposal, if “no”, the preliminary vote is against the proposal. If the vote is anything other than “yes” or “no”, a note regarding the motion and what was voted on is included in “Discussion”.

Underlined wording would be new for the 2025 Handbook, a strike-through indicates wording proposed to be removed.

June 17:

Chairman of the Board, Greg Tomlinson, called to order at 4:05 pm Eastern

Trustees in Attendance: Al Anderberg, Luke Sayer (Secretary), David Rutherford, Carl Anderson, Bob Robbins, Mike Dixon, Greg Tomlinson, Tim Terrell (Treasurer), Kerri Kress, Jeff Hargis, Wes Poole, and Kelly Shane (4:32pm).

Guest(s): Daniel May (Executive Director), Ed Roman (Special Committee Chair), Cindy McLean (AHRMA Communications), Kevin Burns (Chairman, Editorial Committee / Rule Change Proposal Process)

Preliminary vote (part 1) process conducted. 8:00pm motion to adjourn TT, LS seconded. Meeting adjourned.

June 26:

Chairman of the Board, Greg Tomlinson, called meeting to order at 4:02 pm Eastern.

Trustees in Attendance:

Trustees in Attendance: Al Anderberg, Luke Sayer (Secretary), David Rutherford, Bob Robbins, Mike Dixon, Greg Tomlinson, Tim Terrell (Treasurer), Kerri Kress, Jeff Hargis, Wes Poole, and Kelly Shane.

Trustees Absent: Carl Anderson

Guest(s): Daniel May (Executive Director), Ed Roman (Special Committee Chair), Cindy McLean (AHRMA Communications), Kevin Burns (Chairman, Editorial Committee / Rule Change Proposal Process)

Preliminary vote (part 2) process conducted. 5:55 pm motion to adjourn WP, TT seconded. Meeting adjourned

General & Housekeeping

Entry ID #10498 New

If the club is found to be carrying a negative balance at years end, then a forensic audit is to be completed. If it is found that a trustee or AHRMA official has done something resulting in AHRMA carrying a negative balance, then that member must reimburse AHRMA for the amount found in the forensic audit and the cost of the forensic audit. (George Nebeling, Member #5596)

Rule Change Rationale

make sure that if a trustee or AHRMA official is stealing from the club it is found out as soon as possible.

Committee Recommendation: Reject (Unanimous)
Board Discussion: AA motioned to vote, GT seconded
June Board: no (0 yes / 12 no) 

Entry ID #10500 New

Board meetings are attended by AHRMA owner/members. At no time will AHRMA owners/members in good standing be asked to leave the meeting or disconnected from a call where any AHRMA business is being discussed. Non-members may be asked to leave while sensitive information is being discussed but at no time shall owners/members in good standing be asked to leave the room or be disconnected from the call. (George Nebeling, Member #5596)

Rule Change Rationale

AHRMA has a growing problem of members/owners feeling that AHRMA is attempting to hide information that maybe pertinent to how the Board of Trustees and AHRMA executives are running AHRMA. This will help to ease the anxiety of the members and help to restore faith that AHRMA is heading in the right direction and will hopefully bring back members who feel they have been deceived by AHRMA

Committee Recommendation: Reject (Unanimous)
Board Discussion: GT motioned to vote, TT seconded
June Board: no (0 yes / 12 no)

 Entry ID #10532 10.11 EXHIBITION

Guidelines for non-competitive exhibition or “rolling display” rides are available from the AHRMA National office.

Exhibition classes include, but are not limited to:

10. Moto LeMans: Any bike eligible for Formula 125 (10.3.4), 250 Grand Prix (10.2.4), or 200 Grand Prix Plus (10.2.5).

Entry fee shall be the same as all other vintage roadrace classes. The start shall be a “Lemans” push start of the type previously used for CB160.

1. Formula Lightning Extreme
2. Big Wheel Sidecar

(Daniel May, Member #11215)

Rule Change Rationale

Formula Lighting Extreme, an exhibition class, is the lowest attended road race class with only 12 annual entries. It should be combined with Formula Lightning. An additional proposal will remove the voltage limit to merge these two classes.

Committee Recommendation: Accept (Unanimous)
Board Discussion: LS motioned to vote, GT seconded
June Board: yes (12 yes / 0 no)

Entry ID #10562 4.7 EVENT REFUNDS*

4.7 EVENT REFUNDS/CREDITS*

19. Event refunds/credits will be issued only to riders who have completed an Event Refund/Credit Request Form. The form may be obtained from and returned to registration or tech at an event or submitted online. See section 19.12 for Refund/Credit Request Form. Requests for refunds/credits will not be accepted via telephone or email.
20. A rider contacting the AHRMA event registrar up through the day of the event will be refunded/credited the full amount, less a per-entry administrative fee ($10 for Road Race, $5 for Off-road and Dirt Track). A rider filing for refund/credit not more than 14 days after the event will be settled at 50-percent of the total entry. After that time, there will be no refund/credit. Credits are good for
21. one year from date of issue. This policy applies to National events, unless noted otherwise on the entry form.
22. If a rider’s machine goes on track the day the request is dated, there shall be no refund/credit for that day. Any following days if applicable are due a refund/credit.
23. Some events may be deemed no refund/no credit by AHRMA.

*Off-road may also offer credits at their discretion.
(Faynisha Pentecost, Member #7510)

Rule Change Rationale

AHRMA has gone back to issuing credits and therefore needs to reflect such in Handbook. Also need to add the one-year clause.

Committee Recommendation: Accept (Unanimous) NOTE: R&E Committee added the following:

1. Credits can only be applied to the discipline in which they were issued (i.e. You cannot use a road race credit for an off road event).

Board Discussion: GT motioned to vote incorporating committee added verbiage, JH seconded
June Board: yes (12 yes / 0 no)

Entry ID #10621 NEW

With this request, I would like to be able to include pre 2010 middle weight motorcycles including In line Japanese 4 cylinder motorcycles. Weather, if obtained by including eligibility to the next Gen Superbike category classification or creating its own classification.

The reason for my request includes the following,

1. Vendor support, allowing these types of motorcycles would allow for vendors to sell more products (Tires) . In order to sustain the series support. With increases in vendor support, this would also allow for contingency opportunities with increasing the amount of participants.
2. The Most historic Race in the United States is the Daytona 200. This race is run with a 600 Cc Platform now and has been for over 20 years.
3. Increases Revenue The majority of older riders all have middle weight motorcycles. Do to the versatility of the 600 being able to run in the middle Weight and the Heavy Weight. Along with the AMA 600 Super Sport, 750 Super Sport , formula Extreme . And the Daytona 200 As in rules formulation my suggestion would be to use any of the following Ccs. Wera, AMA , and Super Sport rules. I would hope you would seriously consider my request as so I would not be forced to buy a 2025 Ducati/ Triumph to

go racing , Which all run all legal in the middle weight class.

Sincerely,
David McPherson
I would love the opportunity to speak with you personally.
My number is 407 488 3544

(David McPherson, Member #2012349)

Committee Recommendation: Reject (Unanimous)
Board Discussion: GT motioned to vote, TT seconded
June Board: no (0 yes / 12 no)

Vintage Road Racing

Entry ID #10507 10.5.4 k

1. k) Front fork stanchions must be no larger than 38mm unless supplied as OEM on that motorcycle. Forks with external adjusters are prohibited. All forks must be of the period, or like design.

(Chistopher Jackson, Member #17959)

Rule Change Rationale

The portion of the rule selected for removal is an unnecessary restriction that is placed only on Sportsman machines. No other road racing class (vintage, modern, or sidecar) in AHRMA is prevented from having an external fork adjuster. Most competitors in the Sportsman are already running adjustable gold valve emulators (or a similar product) but are forced to disassemble their entire fork to make adjustments as simple as preload. The only way around this is to install an illegal external adjuster and expose oneself to protest and potential disqualification. Because of this, Sportsman competitors (and only Sportsman competitors) are forced to either navigate a big hassle in order to properly configure their suspension for each event/weather condition or simply race with improperly configured suspension (which among other things is a safety risk.)

Committee Recommendation: Reject (Unanimous)
Committee Rationale: The committee agreed that Sportsman is intended to represent clubman and production machines that are a step above stock but not full grand prix racers. We agreed that external fork adjusters are more appropriate for the GP classes than Sportsman for this reason. (Unanimous)
Board Discussion: GT motioned to vote, TT seconded
June Board: no (0 yes / 12 no)

Entry ID #10509 10.20

10.20 TWO-STROKE CLASSIC

MISSION STATEMENT: For Grand Prix or Factory production road racing two-stroke 125/250/350cc motorcycles built from January 1974 1963 through December 1984.

Only Genuine race bikes are allowed.

Among the eligible machines are any genuine 125/250/350cc Grand Prix two stroke machine manufactured from 1973 1963 through 1985 or replicas thereof.

Examples are:

• Honda MT125R
• Honda RS125R
• Yamaha TA125
• Yamaha TZ125G/H
• Yamaha TD1, TD1B, TD1C 250
• Yamaha TD2/TD3 250
• Yamaha TR2/TR2B/TR3 350
• Yamaha TZ250A to TZ250L
• Yamaha TZ350A to TZ350G
• Yamaha TZ250/350
• Aermacchi/Harley Davidson RR250/350
• Kawasaki F9R
• Kawasaki KR250/350
• Bimoto TZ250/350
• Harris TZ250/350
• Maxton TZ250/350
• Armstrong-Rotax 250/350
• Nicco Baker TZ250/350
• Rob North TZ250/350

(Martin Morrison, Member #16377)

Other Rules Affected:
8.12 TWO-STROKE CLASSIC

MISSION STATEMENT: For Grand Prix or Factory production road racing two-stroke 125/250/350cc motorcycles built from January 1974 1963 through December 1984.

Only Genuine race bikes are allowed; modified street bikes are not eligible. See Section 10.21

Rule Change Rationale:

Two-Stroke Classic is an important era in historic racing. For the first time racers could purchase purpose factory built production road racers. Currently the Two-Stroke Classic class is too narrowly drawn. Opening the class to earlier and smaller production road racers should increase participation. Combining all machines in one class will reduce the total number of classes. Many of these machines have no class other than Open Two-Stroke where they are to slow to safely participate.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee discussed and agreed that there is currently no appropriate place for the early water cooled 125 racers. Currently these bikes would have to compete against machines that range from 10-years newer to brand new in the SOS3 class where they may create issues with speed difference. Opening the Two Stroke Classic class to these 125 machines would help to grow the Two Stroke Classic classes. Also, opening the eligible year model range for the entire Two Stroke Classic group would also help to clarify eligibility for older machines that are already legal.
Board Discussion: TT motioned to vote, MD seconded
June Board: no (1 yes DR / 6 no AA, BR, CA, JH, LS, MD / 5 abstain GT, KS, KK, TT, WP)

Entry ID #10512 9.7.7 B

Front disc brakes, where allowed, must be of the period; steel, rigid-mounted type; maximum diameter 12 inches. Caliper must be the two-piston period type. Discs permitted only in Sportsman and Formula categories—single front disc or drum in Sportsman 750 (all classes), Historic Production Heavyweight (all classes), and Formula 250; dual front discs or drum in Formula 500 and Formula 750. All GP and Classic classes must use drum front brakes. (Ian Oberholtzer, Member #18010)

Rule Change Rationale.

Sportsman 350, 500, and 700 should all have the same rules allowing single disc brake use.

Production lightweight, and heavyweight should have the same rules allowing single disc brake use.

Sportsman and novice production are in the spirit of “entry level” or lower barrier to entry classes, populated by bikes and racers. This rule change aims to bolster these classes by reducing cost of entry and competition in both. As bikes have aged, time as gone on, parts, services, and vendors for quality racing application drum brake parts has severely dwindled. Availability is low, cost is high. Gone are the days of used 4ls drum brakes, or even quality 2ls drum brakes for less than 4 digits after new linings ( if you can find them ) refurbishing and lacing to a wheel. This is an exorbitant cost to get a bike on track and safe, especially for entry level competition, and this should be an area where safety is also paramount. In addition, many bikes in these classes came from the factory with disc brakes.

Benefits

• Lower cost to entry for sportsman and novice
• Higher standards for safety and performance for riders that cant afford the best drum brakes
• Closer parity with international racing org rules / standards for same bike makes
• Streamlined rules amongst same ahrma classes, with varying displacement limits ( IE why is a disc ok in sportsman 750 vs 350 if both classes are from same time period and spirit? )

Cons

• Those of us, myself included who already have $$$$ drum brakes will have to suck it up, fine by me

(Ian Oberholtzer, Member #18010)

Committee Recommendation: Reject (Unanimous)
Committee Rationale: The committee noted that the smaller displacement sportsman bikes built within that time period were primarily produced with drum brakes. We agreed that because Sportsman 350 and 500 are pre-1973 production-based Clubman type classes that the drum brake rule should remain. For Novice Historic Production Lightweight disc brakes are already legal but must be OEM as fitted on that model. Also noted after the committee meeting was that no rationale was given for the strikethrough of “rigid mounted type” by the proposer. (Unanimous).
Board Discussion: TT motioned to vote, MD seconded
June Board: no (0 yes / 12 no)

Entry ID #10531 9.5.2

9.5.2 Roadrace class champions from the previous year may display the No. 1 plate on their machine (see rule 3.6a). In combined-class racing, No. 1 plates must also display an upper-case letter (such as 1E). When used, letters must be four inches tall. Case designation below is for registration software purposes only. Upper case letters only should be used on number plates. For Next Gen, please use the same number assignments.

Number/letter combinations for each class are:

500 Premier………………………………….1
2 Stroke Classic 250GP………………….1W
2 Stroke Classic 350GP………………….1X
Two Stroke Classic………………….1X

(Daniel May, Member #11215)

Rule Change Rationale

The proposal is to combine the classes 2-stroke classic 250 and 2-stroke classic 350 into a single class, Two Stroke Classic. The definition of the class in rule 10.20 never specified that two separate classes should be run, so there is no change to rule 10.20. Please note that this class was on probation for 2024 and should remain on probation. Overall attendance is very low, with often only 1 racer participating, and less than 25 overall entries over the year in each class.

Committee Recommendation: Reject (Unanimous)
Committee Rationale: The committee agreed that combining the 250 and 350 classes would have the same effect as combining the Classic 60s classes. The incentive to build or race a 250 against significantly stronger 350 capacity machines would be lost. Scoring the classes together also does not affect the speed at which we are able to get through a day of racing.
Board Discussion: CA motioned to vote, TT seconded
June Board: no (0 yes / 11 no / 1 abstain AA)

Entry ID #10535 10.5

10.5 SPORTSMAN
…
Honda, all four-stroke, maximum two-cylinder, street models up to 350cc built prior to December 31, 1972, also permitting the CB, CL, And CJ360 models made from 1974 to 1977.
…
(Ian Oberholtzer, Member #18010)

Rule Change Rationale
The pool of suitable, quality motorcycles for sportsman and production classes are drying up, and I think it would be wise to expand the rules some to include models of like design and performance. The honda cb350 is great, and the honda cb360 is nearly identical, if not slightly lesser in performance Inclusion of this motorcycle would not disrupt current competitive standards or displace any other allowed motorcycles

Benefits

• more bikes
• more competitors
• lower costs for some trying to start from scratch
• Same performance as already popular cb350, shares many parts

Cons

• model year does not fit neatly into sportsman year requirements

Committee Recommendation: Reject (Unanimous)
Committee Rationale: The committee agreed that “like-design” should cover the shared components and make said components eligible, but adding the compete later model adds the issue of potential performance improvements such as disc brakes and also does not meet the year cutoff requirements of the class. (Unanimous)
Board Discussion: DR motioned to vote, GT seconded
June Board: no (0 yes / 11 no / 1 abstain WP)

Entry ID #10536 10.6.2

10.6.2 Eligible Novice Historic Production Lightweight motorcycles include:

…
Honda 350 two- and four-cylinder
Honda CB, CL, and CJ360 models
Honda 400 four-cylinder
Honda 450 two-cylinder, must use OEM CV carbs or replacements no larger than 28mm
…
(Ian Oberholtzer, Member #18010)

Rule Change Rationale

The pool of suitable, quality motorcycles for sportsman and production classes are drying up, and I think it would be wise to expand the rules some to include models of like design and performance. The honda cb350 is great, and the honda cb360 is nearly identical, if not slightly lesser in performance Inclusion of this motorcycle would not disrupt current competitive standards or displace any other allowed motorcycles

Benefits

• more bikes
• more competitors
• lower costs for some trying to start from scratch
• Same performance as already popular cb350, shares many parts

Cons

• model year does not fit neatly in to sportsman year requirements

Thank you for your consideration

– Ian

Committee Recommendation: Accept (Unanimous)
Committee Rationale The CB/CL/CJ360 is technically already legal under the current Novice Historic Production Lightweight rules, it is simply just not listed among the eligible models.
Board Discussion: LS motioned to vote, GT seconded
June Board: yes (12 yes, 0 no)

Entry ID #10572 9.7.2 k)

9.7.2 k) Hydraulically-assistedreleased clutches are prohibited allowed. (Kevin Dinsmoor, Member #1013424)

Other Rules Affected:
11.2.b) 3- Hydraulically-assisted clutches are prohibited. no change proposed
12.5 e- Hydraulically-assisted clutches prohibited. no change proposed
14.4 j- Hydraulically-assisted clutches prohibited. no change proposed

Rule Change Rationale

Many aging riders suffering from carpal-tunnel and arm pump find “heavy” clutches difficult to operate efficiently in a full race. As weakness and numbness sets in missed shifts occur, false neutrals, etc. I see no down side to allowing the creativity of adding a hydraulically released clutch. Bikes will still maintain a vintage appearance. I have no experience in off-road, keeping proposal to road racing.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee agreed that the corrected proposed rule change text should read, “Hydraulically-assisted actuated clutches are prohibited allowed.” We agreed that on the basis that someone with an injured or weak hand may benefit and that it would provide no performance advantage that it should be allowed.
Board Discussion: BR motioned to vote on rule with committee amendment, MD seconded
June Board: yes (12 yes / 0 no)

Entry ID #10581 8.12

For Grand Prix or Factory road racing two-stroke 250/350cc motorcycles built from January 1974 through December 1985. Only genuine race bikes are allowed; modified street bikes are not eligible. See Section 10.21. (Colton Roberts, Member #21223)

Rule Change Rationale
The rule was passed in 2023 to allow bikes produced up to December 1985 and the handbook was not corrected. Removal of other wording will also remove confusion as to what is allowed as a “replica.”

Committee Recommendation: Accept (Unanimous)
Committee Rationale: Housekeeping rule to correct a handbook error.
Board Discussion: WP motioned to vote, GT seconded
June Board: yes (12 yes / 0 no)

Entry ID #10582 10.3.4

10.3.4 FORMULA 125
…

• Honda MT125, MT125R, 200cc four-stroke twin CB160, CB175, CB200 (stock bore and stroke plus allowable overbore)

(Colton Roberts, Member #21223)

…

Rule Change Rationale:

This change keeps the focus on the true 125 class machines rather than allowing the 200GP legal (oversized 209cc) Honda CB175s to continue to dominate. This change however keeps all the standard bore (within allowable overbore limits) CBs legal.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee reviewed and agreed that due to the original intention of the F125 class being 2 stroke only that resubmitting/rewording the proposal as a 2 stroke only class would be more appropriate. It was discussed how F125 became a catch for the CB200 as its year model made it ineligible for 200GP, and by wording the rule “Honda 200cc four-stroke twin” it inadvertently allowed in the oversized Honda CB175s that have proven themselves ever so fast. The new proposed rule change text should read, “Honda MT125, MT125R, 200cc four-stroke twin.” (Suggestion by JP, Approved by proposer, Unanimous Vote)
Board Discussion: TT motioned to vote, GT seconded
June Board: yes (12 yes / 0 no)

Entry ID #10583 10.7

10.7 BRITISH EUROPEAN AMERICAN RACING SERIES (BEARS®)

BEARS® is open to two-cylinder pushrod machines built up to December 31, 1968.

Like-design models also are permitted. Eligible machines include:

• BMW, all 1971 and earlier twins up to750cc
• BSA, all 650/750 twins
• Harley-Davidson KR750
• Harley-Davidson Sportsters with iron cylinder head, up to 1000cc (like-design through 1985; drum brakes required).
• Moto Guzzi, all pre-1969 twins
• Norton, all 650/750 twins
• Triumph, all 650/750 two-valve twins

10.7.1 All machines compete under Formula 750 rules (see 10.3.1A). (Colton Roberts, Member #21223)

Rule Change Rationale
There is no need to limit these motorcycles to drum brakes when the rest of the class is eligible for disc.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee agreed that there was no logical reasoning behind this rule.
Board Discussion: BR motioned to vote, JH seconded
June Board: yes (12 yes / 0 no)

Entry ID #10584 10.20

10.20 TWO-STROKE CLASSIC

MISSION STATEMENT: For Grand Prix or Factory road racing two-stroke 250/350cc motorcycles built from January 1974 through December 1984 1985. Only genuine race bikes are allowed. Only genuine race bikes or replicas thereof are allowed. Only genuine race bikes or replicas thereof are allowed. Among the eligible machines are any genuine 250/350cc Grand Prix two-stroke machine manufactured from 1973 through 1985 or replicas thereof.

Examples are:
…
*Replicas: One major component, as described in Section 2 of the handbook, must be; a factory or firm original grand prix component, like design to said component, or an exact copy.

Examples of replicas are, but not limited to:

• TD/TR/TZ 250/350/engine in a RD Chassis
• RD250/350/engine in a TD/TR/TZ Chassis
• RZ350 engine in a TD/TR/TZ Chassis

(Colton Roberts, Member #21223)

Rule Change Rationale
The date change from 84 to 85 is housekeeping and the rest is to clairfy what consitutes a replica. This will open the restrictions that were supposed to be relaxed for the 2024 season and were not correctly entered into the 2024 handbook.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: Housekeeping change, eliminates confusion. (Unanimous)
Board Discussion: GT motioned to vote, TT seconded
June Board: yes (12 yes / 0 no)

Entry ID #10585 10.20 a)

1. a) GENERAL

1. Only genuine race bikes or replicas thereof are allowed.
2. Like design does not apply to this class for motorcycle eligibility.
3. No replica parts are allowed unless they are exact copies of the originals.
4. All motorcycles are to use three white number plates. See section 9.5 for additional requirements.
5. Competitors must comply with all applicable parts of Sections 1-9 of the AHRMA Handbook
6. All modifications must be performed to a high standard of fit, finish and workmanship.

(Colton Roberts, Member #21223)

Rule Change Rationale:
Eliminates confusion with replica motorcycles.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee agrees that this wording change would help eliminate confusion with the eligibility of replica motorcycles in Classic 2 Stroke.
Board Discussion: TT motioned to vote, GT seconded
June Board: yes (12 yes / 0 no)

Entry ID #10586 10.20 d)

1. d) BODYWORK
2. Fuel tank and bodywork must be accurate replicas. Bodywork design must be of the period, 1974-1984 1985.

(Colton Roberts, Member #21223)

Rule Change Rationale:
Housekeeping

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The change to allow bikes up to 1985 was made during the 2023 rules proposal process and this wording change was made to correct the handbook.
Board Discussion: JH motioned to vote, BR seconded
June Board: yes (11 yes / 0 no / 1 abstain GT)

Entry ID #10587 9.2.1

9.2.1 A motorcycle can bump-up one class but may be ridden in any class for which it is eligible under class guidelines, including that listed in the bump-up schedule below. With safety and fair competition in mind, the following schedule applies:

…

1. c) 350 GP four-strokes into 500 Premier

…

(Colton Roberts, Member #21223)

Rule Change Rationale:
This eliminates possible confusion that two and four strokes may be eligible for 500 Premier.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee agreed this would help eliminate possible confusion for those wishing to bump up from 350GP.
Board Discussion: GT motioned to vote, TT seconded
June Board: yes (12 yes / 0 no)

Entry ID #10594 8.1. l)

8.1 VINTAGE ROAD RACE

10. l) CLASSIC SIXTIES: 1960s-era and earlier Grand Prix/Clubman 350-500cc four-stroke OHV and OHC, and 750cc sidevalve machines. CLASSIC SIXTIES 650: 1960s-era 650cc OHV and 883cc sidevalve machines, run with but scored separately from and scored with Classic Sixties as combined classes. See Section 10.4.3

Other Rules Affected

10.4.3.B REQUIREMENTS AND MODIFICATIONS FOR CLASSIC SIXTIES

1. l) All machines must use period-style low exhausts only. Pipes must pass below the gearshift spindle. Velocettes may use a higher, OEM racing configuration exhaust. Twins must use two separate exhaust pipes (no two-into-one exhausts).

Note: Classic Sixties classes are run together but scored separately and scored together as combined classes.

(Daniel May, Member #11215)

Rule Change Rationale
Class participation has been very low in these classes, and it warrants combining the scoring as there is seldom enough participants to fill the podium.

Committee Recommendation: Reject (Unanimous)
Committee Rationale: The committee felt that the combination of Classic 60s and Classic 60s 650 would eliminate the incentive of competing with many of the historically significant 500cc models. We also agreed that combining the classes would have no effect on compressing the weekends racing schedule to better fit within time constraints as they are already run together.
Board Discussion: TT motioned to vote, MD seconded
June Board: no (0 yes / 10 no / 1 abstain LS)

Entry ID #10599 10.3.1

10.3.1 FORMULA 750:

Fully GP-kitted two-stroke and air-cooled four-stroke machines up to four cylinders, manufactured as 600-750cc and built prior to December 31, 1972, and like design.

Among the eligible F750 motorcycles are:

…

• Kawasaki H2 and H2R (specific two-stroke exception, one-year probationary period)

…

• Suzuki GT750 and TR750 (specific two-stroke exception, one-year probationary period)

…

(Daniel May, Member #11215)

Rule Change Rationale
There is no precedence in any vintage or modern racing organization that I know of that allows two stroke and four stroke machines to compete together with equal displacement, not even AHRMA. The argument that they “were allowed in the day” does not mean they fit in F750 today within AHRMA. Modern tire and metallurgy allow the vintage two strokes to dominate the class, and push out the four strokes (as they eventually did in the AMA and FIM). Even the world famous Goodwood Revival Festival (Barry Sheene Memorial) limited the two-strokes to 250cc or 350cc, and the “heavy” four-strokes to 750cc. Ironically, the two stokes won over the four-strokes in 2023.

Committee Recommendation: Reject (Unanimous)
Committee Rationale: The committee agrees due to lack of dispositive evidence we will defer to the board.
Board Discussion: DR motioned to vote, LS seconded
June Board: no (1 yes MD / 7 no / 4 abstain AA, BR, JH, WP)

Entry ID #10602 10.6.4

10.6.4 REQUIREMENTS AND MODIFICATIONS FOR HISTORIC PRODUCTION

1. a) CARBURETORS: Must be period-type carb(s) OEM and same type (i.e., if originally CV, must use CV), no larger than the original OEM bore size. (Restrictors may be introduced to ensure parity of performance.) Air intake: Airboxes and/or air filters may be removed. No performance-increasing devices may be added (velocity stack, scoops, etc.) Aftermarket foam or mesh-type air filter(s) may be added.

(Richard Brodock, Member #1012964)

Rule Change Rationale
CV carbs are getting harder and harder to find in good condition and often it takes parts from many carbs to build one complete adequate, not good or great, working carb. Finding new CV carb slides to replaced worn out slides is impossible, and most replacement diaphragms are no longer being produced. However, this is the not the biggest issue with CV carbs. Air leaks caused by years of use develop between the carb body and throttle shaft and can be extremely dangerous in racing situations. Once the throttle body gets worn out around the throttle shaft the only way to repair it is lots of expensive machining. On top of that the throttle shaft seals are no longer available for most CV carbs and compound the air leak problems.

Here’s why the air leaks around the throttle shafts are extremely dangerous. On a CV (constant velocity) carb the vacuum pressure is regulated by the butterfly on the throttle shaft. When the butterfly opens the air pressure opens the slide and when the butterfly closes the air pressure drops allowing the slide to close. When the carb body is worn out around the throttle shaft and there is an air leak the slide can hang causing the engine’s rpm’s to maintain or in some cases increase. The worn out carb body can also allow for the throttle shaft to float and cause the butterfly to stick inside the carb throat causing run-away engines. Novice riders may not have the reaction time or gained the knowledge of what to do when this happens and the results can be serious injury to themselves and others.

Lastly, by allowing period type carbs not only does this help to eliminate a known safety issue it also gets the racers invested in their bikes. The riders have more fun and can concentrate on riding and getting up to speed and when riders get to do this instead of dealing with the frustrations of unpredictability of the carbs they tend to stay members for a lot longer. Forcing them to spend hundreds on repairing old carbs that they will then have to spend hundreds replacing them once they graduate to other classes creates an unnecessary financial obstacle and in some cases an impassable obstacle if they don’t know or can’t find a shop that can fix the CV carb bodies. When this happens novice racers are forced to move into other classes they are not ready for despite the rest of their bike being Novice Production eligible all because of a worn out CV carb.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee agreed that period carburetors should be accepted.
Board Discussion: JH motioned to vote, BR seconded
June Board: yes (11 yes / 1 no LS)

Entry ID #10610 10.20

10.20 TWO-STROKE CLASSIC

MISSION STATEMENT: For Grand Prix or Factory road racing two-stroke 250/350cc motorcycles built from January 1974 through December 1984. Only genuine race bikes are allowed. Among the eligible machines are any genuine 250/350cc Grand Prix two-stroke machine manufactured from 1973 through 1985 or replicas thereof.

Examples are:

…

Note: 1 (one) year probation to evaluate for elimination starting with the 2025 racing season
(Colton Roberts, Member #21223)

Rule Change Rationale
Potentially removing this class would effectively eliminate a very historically important era in American and world racing from AHRMA’s race day calendar.This era of racing is largely underrepresented by clubs in North America, yet this is the era that produced the United States’ first international motorcycle racing super stars. People such as Pat Hennen, Steve Baker, Kenny Roberts, Randy Mamola, and Freddie Spencer to name a few.

Consolidation or removal of this class will have very little to no improved effect on condensing the time it takes to get through a race day schedule. We continue to add modern classes that have no significant racing heritage, in order to support our vintage racing, yet we look at ways to condense or remove historically significant classes. The AHRMA Vintage Roadracing mission statement reads, “SECTION 10 – REQUIREMENTS FOR ROAD RACING CLASSES MISSION STATEMENT: AHRMA’s mission is to recreate and preserve the vintage era of road racing, including the sights, sounds, smells and camaraderie. Many consider the 50-year time span – from the 1930s to the mid-‘70s – the golden age of road racing. We recognize that the oldest of these motorcycles are the least available; therefore, only small numbers are likely to participate in most events, and some events may have no examples. However, AHRMA is committed to maintaining a venue to showcase these early motorcycles, no matter how few.

Committee Recommendation: Accept (Unanimous)
Committee Rationale: The committee agreed that removal of a historically significant class, regardless of participation, goes against the club’s mission statement. It was also discussed that lots of effort has gone into correcting, clarifying, and relaxing the rules to better suit AHRMA in order create easier entry for competitors into the class. The committee also acknowledges the members who have purchased and are currently building bikes for this class. (Unanimous)
Board Discussion: TT motioned to vote, YS seconded
June Board: yes (12 yes / 0 no)

Entry ID #10616 10.2.3

10.2.3 350 GRAND PRIX

Any of the following types of fully GP-kitted motorcycles built before December 31, 1968, and like design: 350cc OHV/OHC four-stroke; 350cc air-cooled single-cylinder two-stroke; 250cc liquid-cooled, single-cylinder two-stroke; 250cc air-cooled twin cylinder two-stroke. Among the eligible machines are:

…

• Yamaha; TD1C, TD2, TD2B, RD56/TD1 “works special” /YZ607, maximum 30mm carburetors.

…

(Alex McLean, Member #1938)

Rule Change Rationale
Justification for 350GP rules change proposal

First and foremost, the Yamaha TD2 (and TD2B) violate the class period limitation – neither were available prior to the class cutoff date of December 31, 1968. The TD2, and its progeny, were only available in 1969 and 1970. Any contention that the TD2 qualifies as “like design” to the Yamaha TD1 (and its progeny, i.e., TD1C) ignores the significant differences in the motorcycles as well as the practical results of those differences. It is generally accepted that the TD2 (not the earlier TD1C) “announced the ‘death knell’ of the traditional 350cc . . . class single cylinder four stroke engines . . . . ” (Wikipedia). The TD2 produced 44 bhp (an increase of 4 bhp over the highly developed TD1C) and weighed 231 lbs. The TD2 utilized a 5 port barrel, raised and widened exhaust port, a reduced main inlet port, and eliminated the “booster” port with notched pistons utilized by the TD1C. While seemingly subtle changes, they, in fact, resulted in a significantly different engine which made obsolete all prior-to-1969 four stroke engines. The fact of the dramatic performance advantage enjoyed by the TD2 over class period legal motorcycles such as the AJS 7R and the Aermacchi 350 is best demonstrated by back-to-back-to-back dyno runs on the same dyno, on the same day, under the same atmospheric conditions by the same dyno operator:

February 5, 2024 Hall’s Custom Vintage dyno, Asheville, NC (both AJS 7R and Aermacchi fresh build’s with optimized jetting)

• AJS 7R 33.5 – bhp
• Aermacchi 350 – 37 bhp
• TD2 (per Wikipedia; 30 mm carbs) – 44 bhp

(Note: Hall’s Custom Vintage has volunteered to provide free dyno runs to verify/dispute/establish performance baselines)

Not only does the TD2 enjoy a dramatic and significant power advantage, it is significantly lighter. The AJS 7R currently being campaigned against the TD2 currently raced in AHRMA’s 350GP class weighs 276 lbs versus the Yamaha factory TD2 specified 231 lbs. The 276 lb. AJS 7R utilizes magnesium engine cases, magnesium transmission cases, magnesium front and rear hubs, and a chrome moly Seeley MK II frame, i.e., the lightest components currently available. In bike weight alone, at an estimated 7 lbs/bhp, that results in an additional 6.4 bhp advantage to the TD2 or a nearly 35% RWHP advantage over the most developed of the 4 strokes in the class. As evidenced above, the 30 mm carb size restriction is meaningless. In short, the TD2 is a class killer. Allowing this motorcycle, which is not within the specified class period, into the class is inappropriate. The rule should be changed as it is not in the spirit of the class and allows a very limited bike to disrupt the entire field. AHRMA will not get grids full of TD2’s to replace all the existing qualified 4 strokes that are made obsolete for the class.

Committee Recommendation: Accept (CR abstained)
Committee Rationale: The committee suggests accepting the rule as written based on the year cutoff of the class.
Board Discussion: Board agreed that these bikes are not out-performing the 4-strokes. If that changes this will be revisited. LS motioned to vote, AA seconded
June Board: no (2 yes AA, DR / 10 no)

Entry ID #10623 10.3.1

10.3.1 FORMULA 750:

Fully GP-kitted two-stroke and air-cooled four-stroke machines up to four cylinders, manufactured as 600-750cc and built prior to December 31, 1972, and like design.

Among the eligible F750 motorcycles are:
…

• Kawasaki H2 and H2R (specific two-stroke exception, one-year probationary period)

…

• Suzuki GT750 and TR750 (specific two-stroke exception, one-year probationary period)

…

(George Schuld, Member #2012256)

Committee Recommendation: No vote – essentially the same as entry #10599
Committee Rationale: Same as 10599 – the committee agrees due to lack of dispositive evidence we will defer to the board.
Board Discussion: Board agreed that these bikes are not outperforming the 4-strokes and gave examples. DR motioned to vote, LS seconded
June Board: no (1 yes MD, 7 no, 4 abstain AA, BR, JH, WP)

Vintage Superbike

Entry ID #10603 10.8.2

Model year cutoff is 1982, or like design (see definition in Section 2). Exception: The model-year cutoff for Kawasaki GPz550 is 1981.

(Xen Stanhope, Member #9754)

Rule Change Rationale
I would like to make this proposed change by humbly stating that there is no arguable advantage to including the 1982 Kawasaki GPz500 in middleweight vintage superbike. The 2021 Rules Proposal process that resulted in rule 9.7.3.i. Frames, “Monoshock or cantilever rear suspension is prohibited except Vincent original equipment. Machines that were factory equipped with them are eligible…”, I thought would allow the 1982 GPz550 to compete. When I saw that in the subsequent year, that rule 10.8.2 still excluded the 1982 GPz, I called and was not given a convincing argument as to why the 1982 GPz550 has been excluded all these years. It seems that whoever created this arbitrary exclusion was no longer available to comment or alive? Instead, I was told about a competitor that actually was told to and went about converting his 1982 monoshock to a twin shock conversion. I shudder to think of the cost and wasted time to accomplish such a foolish thing. Some will say that a monoshock suspension offers better handling and braking performance, but this is typically offset by the additional weight of all the linkage adjustment pieces. I would humbly argue that any advantage gained depends on specific track, rider preferences and ability and the motorcycle’s overall setup. Thank you for taking the time to read my proposal and please consider allowing one of the most iconic superbikes every created to compete within the AHRMA Vintage Superbike category.

Committee Recommendation: Rejected (unanimous)
Committee Rationale: If you want to run a mono shock it fits in next gen superbike. Convert to dual shock.
Board Discussion: TT motioned to vote, BR seconded
June Board: yes (8 yes / 2 no AA, GT / 2 abstain LS, WP)

Entry ID #10612 10.8.3

LIGHTWEIGHT

OHC twin

Yamaha XS400 XS500 (reduced to 470cc) Suzuki GS400- 450; Kawasaki KZ400-440; Honda CB450T, Hawk 470

Rule Change Rationale
I am submitting The XS500 for inclusion in the Vintage Superbike Lightweight class. The first model of the TX/XS500 was produced in 1972 and was delivered as a 1973 Model, the last model of the bike sold in the US market was the 1978 XS500E The motorcycle meets all the class requirements with respect to frame type, construction, and suspension. It is a twin-shock tubular steel frame. The engine is an overhead cam 500CC 4-stroke twin. To meet the class requirements the as an overhead cam twin the engine displacement must be reduced to the class maximum of 470cc’s.

Committee Recommendation: Accepted (unanimous)
Committee Rationale: This rule has been approved 3 years ago but the proposer never finalized.
NOTE: Unanimous suggestion to put rule on 1 year probation.
Board Discussion: DR motioned to vote, GT seconded
June Board: yes (11 yes / 1 no)

Entry ID #10620 10.8.3

LIGHTWEIGHT	Single-cylinder 2v	Yamaha SR/TT/XT500	590600
	Single-cylinder 4v	Honda FT500	510600
	Pushrod twin	BMW	650780
	Multi-cylinder	Honda CB350-4, CB400-4	424480
	OHC twin	Yamaha XS400; Suzuki GS400- 450; Kawasaki KZ400-440; Honda CB450T Hawk	470540

(Matthew Joy, Member #10315)

Rule Change Rationale
I propose adding a 20 percent displacement increase to the original bore size for the bikes eligible for Vintage Superbike lightweight. The previous displacement rule was arbitrary and many of the eligible bikes could not achieve the maximum bore size with mass produced parts. Adding a blanket 20 percent will allow for cheaper engine builds with off the self parts. For example: A suzuki twin GS450 Bore and stroke are 71 x 56.6mm for an actual displacement of 448cc. in order to reach the previous maximum displacement of 470cc one would have to source a 72.7mm piston which does not exist. however 73-76mm pistons are readily available for the big brother GS1000.

Committee Recommendation: Rejected (unanimous)
Committee Rationale: The displacement increase will put bikes in middle weight cc ranges. If you want to bore your machine run it in middle weight
Board Discussion: DR motioned to vote, JH seconded
June Board: no (0 yes / 12 no)

Entry ID #10624 10.8 c) 7.0

…Maximum wheel width: 4.5 5.5-inch rear…

(Andrew Mauk, Member #7179)

Rule Change Rationale
135 hp Heavyweight bikes need appropriate sized wheels for safety.

Committee Recommendation: Rejected (unanimous)
Committee Rationale: This is leading the class away from the vintage era. This wheel size was not used in that time period
Board Discussion: CA motioned to vote, GT seconded
June Board: no (0 yes / 12 no)

Entry ID #10526

Duplicate of 10624

Committee Recommendation:
Committee Rationale:
Board Discussion: LS motioned to vote, MD seconded
June Board: no (0 yes / 12 no) based on vote for 10624

Next Gen Superbike

Entry ID #10526 10.9.5.A

Proposal to add Next Gen Superbike 4 with machines eligible up to 2010. We are now 15 years past this era which included the Suzuki GSXR1000, Aprilia RSV4, Ducati 1098R, Yamaha R1 crossplane, BMW S1000RR, Kawasaki ZX10R, Honda CBR1000RR. The MV Agusta F4, Bimota DB7 would also be legal. (Ryan Cramer, Member expired 2022)

Other Rules Affected by this Rule Change Proposal
Another class with more eligible bikes and more potential members/racers paying dues, fees, and can now join the fun.

Rule Change Rationale
More classes equals more fun and allows more potential competitors to join the AHRMA family.

Committee Recommendation: Rejected (unanimous)
Committee Rationale: Comm does not approve as we do not need any more classes at this time. Vote 3-0 not to approve.
Board Discussion: LS motioned to vote, MD seconded
June Board: no (0 yes / 12 no)

Entry ID #10601 10.9.1

Among the eligible machines are:

• Bimota YB4, YB4R (1987-89)
• Ducati 851, 888
• Honda VF700F, VF750F, VFR700F, VFR750F, RC30
• Kawasaki GPz750 (1983-’87), ZX7/ZXR750/ZX750R (1989-’92)
• Suzuki GS700E/GS700ES/GS750E/GS750 ES (‘83-’85); GSXR750/
• GSXR750R (‘85-’92, non-liquid-cooled)
• Yamaha FZ750/FZR750R/FZR750RR (‘85-’92)
• Norton F1/F1-Sport
• Buell RR1000/1200

(John Turner, Member #62)

Rule Change Rationale
The bike will add to the class and was produced during the time period of this class. The bike uses the motor from the 85-88 Yamaha FZ750.

Committee Recommendation: Approved (unanimous)
Committee Rationale: Add YZF engine to eligible engines for FZR4-6 bike. Comm approves. Vote 3-0 to approve
Board Discussion: TT motioned to vote, MD seconded
June Board: yes (12 yes / 0 no)

Entry ID #10607 10.9.4

10.9.4 NEXT GEN SUPERBIKE MIDDLEWEIGHT

MISSION STATEMENT: To provide a middleweight class to showcase what was raced in the late ‘80s through the early ‘90s. This class will be limited to period modifications.

Among the eligible machines are:

…..

• 1987-1998 Honda CBR600F and CBR600F2/F3
• 1988-1994 Honda CBR400 (NC23 and NC29) with CBR600 F,F2,F3 engine

…..

• 1989-1999 Yamaha FZR600
• 1988-1992 Yamaha FZR400 with FZR600 engine

….

1. c) CHASSIS AND FRAME
2. Frame and engine must be from the same OEM model with the following exception, Yamaha FZR400 frame with period FZR600 motor swap. and CBR400 (NC23 and NC24) frame with a CBR600 F, F2, F3 motor swap.

(Cameron Crocket, Member #1013884)

Rule Change Rationale
The current rule book provides for the ability to have a Yamaha 1999 FZR600 engine in a 1992 FZR400 frame. The primary benefit of this is that the FZR400 frame was alloy and superior in many ways to the heavier steel frame of the FZR600 up to the 1999 cutoff. Honda had the exact example with a steel frame CBR600 and aluminum CBR400. The proposed 600 engine swap did not happen within racing of the time primarily because aluminum frames were introduced in the CBR600 f4 series in 1999 which made this pointless as this was an factory aluminum frame for the 600 (not allowed in Next Gen Middleweight). This rule proposal is being requested to give parity between Yamaha and Honda and allow Honda’s to have the same pre 1998 600cc engine swap into a pre 1994 400cc frame that the Yamaha already has rule accommodations for. This proposal is to allow the use of approved pre 1994 NGLWT Honda frames (which are allowed to bump up into NGMWT) to also use NGMWT class legal 600cc engines under the same rules and over the same period that Yamaha’s are currently approved for.

Committee Recommendation: Rejected (unanimous)
Committee Rationale: Make CBR400 eligible for Honda CBR600 motor swap similar to the Yamaha FZR400-600. Committee does not approve, as this combination was not done during the time period. The Yamaha FZR motor swaps were done during the time period, that is why they were legal. Vote was 3-0 not to approve.
Board Discussion: LS motioned to vote, GT seconded
June Board: no (0 yes / 12 no)

Entry ID #10625 10.9.4

1988-1992 fzr400 with fzr600 or yzf600 engine.

Rule Change Rationale

Taking into account “like design rules”, with the “F3” considered like design to the f2, yamahas YZF should be considered, as the differences are equally negligable.

Committee Recommendation: Approved (unanimous)
Committee Rationale: Committee vote 3-0 to approve
Board Discussion: DR motioned to vote, BR seconded
June Board: yes (5 yes / 3 no CA, GT, KS / 3 abstain AA, LS, MD)

Sidecar

Entry ID #10553 10.10.7

10.10.7 MODERN SIDECARS

10.10.7.1 US F1: Long wheelbase, 1000cc, per SRA rules.

10.10.7.2 US F2: Short wheelbase, 1000cc, per SRA rules.

10.10.7.3 TT1: Long wheelbase, 600cc, per FIM rules.

10.10.7.4 TT2: Short wheelbase, 600cc, per FIM rules.

10.10.7.1 US F1 & F2: Long and short wheelbase, 1000cc max water-cooled 4-strokes, 1200cc max air-cooled 4-stroke, 900cc max 2-stroke, per SRA rules.

10.10.7.2 TT1 & TT2: Long and short wheelbase, 600cc max 4-stroke, 500cc max 2-stroke, per FIM rules.

(Daniel May, Member #11215)

Rule Change Rationale

Due to low individual class participation, we are reducing the modern sidecar classes from 4 classes down to 2 classes. The new structure divides the 2 new classes based on engine displacement rather than outfit wheelbase.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: JH motioned to vote, DR seconded
June Board: yes (12 yes / 0 no)

Entry ID #10554 10.10.5

10.10.5.4 For the 2025 season and beyond, SC3 will be gridded and scored with SC4 in a combined SC3-SC4 sidecar class.

(Daniel May, Member #11215)

Other Rules Affected by this Rule Change Proposal
10.10.6 SC4 FORMULA CLASSIC SIDECARS: SC4 sidecars are limited to front- or rear-exit sidecars outfits built before December 31, 1981, and outfits constructed after such date that are consistent in design and construction with outfits actually built in the period, subject to the following restrictions:

…

10.10.6.3 For the 2025 season and beyond, SC4 will be gridded and scored with SC3 in a combined SC3-SC4 sidecar class.

Rule Change Rationale
Sidecar classes SC3 and SC4 should be combined for the 2025 season and beyond. They should be gridded and scored as a single class, SC3-SC4. They may be separated in the future if attendance warrants. There were only 4 unique participants in SC4 last year, and for the majority of the races only 1 entrant participated.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: LS motioned to vote, BR seconded
June Board: yes (12 yes / 0 no)

Entry ID #10579 10.10.4.1

Air-cooled, one- or two-cylinder, two- or four-stroke engines, built before December 31, 1972. Two-stroke, reed-valve prohibited, 500cc maximum. Four-stroke, 750cc maximum. All engines in this class are restricted to stock valve sizes and carb venturi diameter of 34mm. Carbureted only. Fuel injection, supercharging, and turbocharging, are prohibited. Stock stroke with crankshaft phased as per the manufacturer’s intent and stock bore with allowable overbore (see 9.7.2.c). Stock valve sizes. Motorcycle based powerplants only.

Examples:

• BMW, up to 750 cc displacement, five speed transmissions permitted.
• BSA 650
• Ducati bevel-drive 750
• Harley-Davidson Sportster 883 Iron-head (reduced to 750cc)
• Honda 450/500 twin
• Moto Guzzi 750
• Norton Commando 750 (850 sleeved to 750cc)
• Suzuki T500 (no TR500 components)
• Triumph 65/750
• Yamaha xs650, up to 750cc displacement (17 tooth front sprocket maximum)
• Yamaha TR3, R5, RD350 (no TZ components)

(Byron Hannah, Member #2010640)

Rule Change Rationale
Two-stroke sidecars in SC2 are at a severe performance disadvantage. Unlike on a solo bike, small displacement, 5-speed, piston-ported two-strokes (i.e., Yamaha TR3 & R5) cannot generate the torque required to compete with four-strokes to 750cc. The lone eligible 500cc two-stroke (Suzuki T500) is severely limited by it’s crank design, lack of reeds, angled pistons/ports, and inability to shed heat due to its extremely tight bore centers – (the RPM’s required for this configuration to compete results in crank/piston/case destruction). Allowing Yamaha RD350 based machines will maintain the four-stroke displacement advantage, but will allow greater torque output to provide for more parity in the class.

Additionally, this is a popular and cost effective platform that would attract additional sidecars to the class and encourage greater diversity on the track. Finally, Yamaha did offer street legal, two-stroke, reed valve, production motorcycles BEFORE December 31, 1972 – the AT2, CT2, DT2, and RT2 – thus offering historical precedence for production based, reed-valve, technology.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: LS motioned to vote, MD seconded
June Board: yes (12 yes / 0 no)

Entry ID #10640 10.11

10.11

1. c) Big Wheel Sidecar

10.10.8 CBW (Classic Big Wheel) Class: A cut-off date of 31 December 1986 on all motorcycles.

10.10.8.1 ENGINES/FUEL- Minimum of 500cc. Must not exceed1300 cc. Cannot include any components unavailable before the cutoff date. Two-cylinder engines. Three and Four-cylinder engines 750cc maximum. Electronic ignitions are allowed. Naturally aspirated motorcycle carburetors only.

10.10.8.2 FRAME/YOKES – Frames made by the same manufacture as the engine. Modifications to frame geometry allowed to bring about suitable trail. Frame loop to remain intact. Yokes may be custom or modified from standard to bring about suitable trail.

10.10.8.3 FORKS – Must be of the type fitted to the bike when it left the manufacturers.

10.10.8.4 SWING ARM – Must be kept but suspension can be made rigid.

10.10.8.5 EXHAUST- Must follow the standard route for that motorcycle. All 2 stroke engines must use stock exhaust system.

10.10.8.6 CARBURETORS – Manufactured before 31 December 1986 by design and model allowed.

10.10.8.7 BRAKES – Drums, discs/calipers are allowed. Only one caliper per disk.

10.10.8.8 BATTERY/FUEL TANK- Must be stock and fitted in original position. Additional petcocks are permissible. Battery type and size may be changed.

10.10.8.9 WHEELS- Must be of the type fitted to the bike when it left the manufacturers.

10.10.8.10 SIDECAR SPECIFICATION -The minimum diameter of the sidecar wheel is 17”. Sidecar brake not allowed. Sidecar chassis must conform to SECTION 10.10.2.2. Track shall be 32 inches (813mm minimum), 44 inches (1118mm maximum). The ground clearance of the vehicle must not be less than 3 inches (76mm).

10.10.8.11 TIRES- Slicks and cut slicks are not allowed, maximum tire width of 140mm/5.67 inches.

(Peter Essaff, Member #12500)

Rule Change Rationale
Class represents original racing sidecars, and has grown dramatically in the past few years. This Exhibition Class has been in existence with AHRMA since 2019 and has proven to be a successful entry level Sidecar Class.

Committee Recommendation: Approved (unanimous with discussion)
Committee Rationale: Dan May and Tim Joyce accept the Proposed Rules but want CBW to continue as an Exhibition Class while Dale Lavender and Tony Doukas accept the Proposed Rules but want CBW to become a Sidecar Class
Board Discussion: Discussion, agreed that the class should be kept exhibition, and expanded to include the proposed rules and broader range of machines put forward by Dutch and Peter. CA motioned to vote, JH seconded.
June Board: no (0 yes / 12 no)

Modern Road Racing

Entry ID #10530 10.20

10.20 Phillip Island Challenge (remove class/rule in its entirety)

(Daniel May, Member #11215)

Other Rules affected by this Rule Change Proposal
8.11 PHILLIP ISLAND CHALLENGE

Open to machinery of large displacement vintage era engines to have an organization to race with that currently does not exist anywhere else.  See Section 10.19.

9.5.2

Phillip Island Challenge…………………1p

Rule Change Rationale
This class has been on probation for the 2024 season. It had only 18 entries last year, with an average of less than 1 entrant per race. The one machine that did enter was eligible for 2 other classes (VSBHW and Formula Vintage). The original intent of this class was “To allow entrants of Team USA to have a place to race and exhibit the machinery in preparation for the International Challenge held annually at the Phillip Island Classic, in Phillip Island, Australia” That event was cancelled in 2021. Any machine that was previously eligible for Phillip Island, and no other class, can petition to be allowed in Formula Vintage per rule 10.3.5 “If you believe a machine would fit into this class but is not listed, please submit an eligibility request form found near the end of this Handbook.”

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: BR motioned to vote, MD seconded
June Board: yes (12 yes / 0 no) 

Entry ID #10533 10.18

10.18 FORMULA LIGHTNING

Open to any zero-emission motorcycle. Propulsion may be via flywheel, gravity, magnetism, battery, etc.

1. a) Battery-powered bikes must have a peak measured voltage of 125 volts maximum.

…

(Daniel May, Member #11215)

Rule Change Rationale
Remove to 125 volt restriction to combine Formula Lightning and Formula Lightning Extreme. Both classes have the lowest race entries of any Road Race class.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: TT motioned to vote, BR seconded
June Board: yes (12 yes / 0 no)

Entry ID #10549 10.14

10.14 THRUXTON CUP CHALLENGE:

This class is open to 865cc air-cooled Triumph Thruxtons , and Harley Davidson XL883/1200 Sportsters and Royal Enfield Continental GT & Interceptor 650’s and follows AHRMA Supersport rules (see 9.8.1) with the following exceptions:

(Daniel May, Member #11215)

Other Rules affected by this Rule Change Proposal
8.6 THRUXTON CUP CHALLENGE

Open to lightly modified 865cc air-cooled Triumph Thruxtons and , Harley-Davidson Sportsters and Royal Enfield 650’s. See Section 10.14.

Rule Change Rationale
There has been interest to run these bikes with AHRMA Road Race, and when we have run them at Barber in an exhibition class they fit well with in the Thruxton class. We may need to performance index the Royal Enfield in the future (i.e. allow 750 or 865 S&S Big Bore kits), but we should start off running them under Super Sport specs.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: JH motioned to vote, MD seconded
June Board: yes (12 yes / 0 no)

Entry ID #10561 10.12.1 c

9. c) SOUND OF THUNDER 3 (SoT3): Harley-Davidson XR1200, pushrod OHV twin-cylinder machines to 1000cc, OHC two or three-valve twins to 805cc, SOHC liquid-cooled V-twins up to 750cc (plus overbore), OHC liquid-cooled four-valve twins to 650cc. Pushrod OHV machines over 900cc must run under Supersport specifications (see (9.8.1). Suzuki SV650, Kawasaki 650R, Buell XB9R, Ducati 800SS and Monster limited to Supersport specifications (see 9.8.1); otherwise, must compete in SoT2. Thruxton Cup Challenge eligible machines may compete (see 10.14). Ducatis up to 750cc originally fitted with carburetors (e.g., 1991-98 750 Supersports and Monsters) must meet the mechanical requirements in 9.8 a) through m) only, with the additional requirement being they must use OEM or aftermarket carburetors. Kawasaki 650R must meet mechanical requirements in 9.8 a) through m) only, with the additional requirment they must retain OEM bore and stroke. H-D XR1200 and Ducatis up to 805cc originally fitted with fuel injection (e.g., 750SSie, 800SS) must run under Supersport specifications (see 9.8.1). Machines originally equipped with 18” wheels may convert to 17” wheels.

(Adam Miller, Member #2011701)

Rule Change Proposal Rationale
SV650s have long been known to make significant power gains from simple, Supersport legal modifications, with horsepower numbers from the mid to high 70s. The Ninja 650 with every Supersport legal upgrade available, along with custom tuning, achieves low 70s at best. Either the ability to upgrade the brakes and suspension and/or the ability to make internal motor modifications would bring the performance index of the two machines closer, potentially seeing more bikes fielded in the future.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: TT motioned to vote, JH seconded
June Board: yes (12 yes / 0 no)

Entry ID #10576 10.12 c

Harley-Davidson XR1200, pushrod OHV twin-cylinder machines to 1000cc, OHC two- or three-valve twins to 805cc, SOHC liquid-cooled V-twins up to 750cc (plus overbore), OHC liquid-cooled four-valve twins to 650cc. Pushrod OHV machines over 900cc must run under Supersport specifications (see (9.8.1). Suzuki SV650 Except carbureted GEN 1, Kawasaki 650R, Buell XB9R, Ducati 800SS and Monster limited to Supersport specifications (see 9.8.1); otherwise, must compete in SoT2. GEN 1 Suzuki SV650 maybe equipped with suzuki suspension from other near year GSXR. Thruxton Cup Challenge eligible machines may compete (see 10.14).
(Maxon McLaughlin, Member #2012495)

Rule Change Rationale
The Sportsman build was designed to keep some of the cost out of racing. There are a bunch of SV’s that are modified with the front Gsxr conversion that are available for purchase for around 1000$, and quite a few would-be racers that have the bikes with the Gsxr front swap already installed. The fuel-injected bikes already have an advantage in Horse power. There’s no place for a stock motor SV in SOT2 the bikes in that class are running near 100hp and have modern frames.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: WP motioned to vote, TT seconded
June Board: yes (12 yes / 0 no)

Cross Country

Entry ID #10573 15.1.2

15.1.2 POST VINTAGE: In most aspects, machine eligibility and other requirements mirror those of AHRMA post vintage motocross (Section 12) and Next Gen motocross (Section 16), with the exception being engine displacement; regardless of original displacement, engines may be built to the class limit (plus allowable overbore).
(Richard Colahan, Member #16126)

Rule Change Rationale
This RCP is requested by AHRMA Off-Road director Terry McPhillips

Committee Recommendation: Approved (unanimous)
Committee Rationale:  The Committee recommends the NEXT GEN 1 motorcycles be added to the “Post Vintage”, 2nd hour, race in the Cross Country program.

The class should be for all NEXT GEN 1 motorcycles, Expert or Intermediate rider ability level. They will start in the first line of the respective rider ability level in the starting order.
Board Discussion: AA motioned to vote, LS seconded
June Board: yes (7 yes / 3 no DR, KS, MD / 1 abstain WP))

Entry ID #10574 15.1.1.d

CLASSIC: Includes all machines eligible for Classic and Early Sportsman Stock (ESS) classes in vintage MX (not further divided into engine-displacement classes; Classic 125 machines may compete in Sportsman 200). Sportsman Open Twins MX machines are eligible for this class (see rule 11.1.14). Regardless of original displacement, engines may be built to the class limit (plus allowable overbore).

(Richard Colahan, Member #16126)

Rule Change Rationale
The Cross Country Vintage Classic class continues to draw very few entries. At the same time, Vintage machines listed under the ESS classes are seldom raced in the Cross Country Vintage Sportsman classes. It’s easy to see why…look at some of the ESS machine comparisons to current Sportsman class machines. Most racers are NOT going to race an oval-case 4 speed Husqvarna against a 6 speed 250WR. Nor a CT-1, DT-1, RT-1, QUB, F7, F8 etc etc against a Can Am 175/250, a Honda CR 250, a Yamaha YZ 250 or a KTM Engined Penton 175. Adding the ESS class bikes to the Cross Country Classic class may help to grow the class, by getting some of those old bikes out and prepped for racing…just what AHRMA is striving for!

Committee Recommendation: Rejected (unanimous)
Committee Rationale:  The Committee does not agree with this change. The difference in class technical structure between CLASSIC and ESS is significant, the classes are not designed to be merged in this way.
Board Discussion: BR motioned to vote, MD seconded
June Board: yes (9 yes / 0 no / 2 abstain GT, TT)

Entry ID #10575 15.1.2 a)

200. a) HISTORIC 200: Historic-class machines manufactured as 88-200cc. Includes 1st generation twin-shock Honda XL/XR 185 and 200.

Rule Change Rationale
This machine approval has previously been issued verbally by the CC R&E committee

Committee Recommendation: Rejected (unanimous)
Committee Rationale:  The Committee rejected this because the Twin Shock XL/XR Hondas are already covered by the LIKE MODEL designation as HISTORIC LEGAL. No further action is needed.
Board Discussion: The handbook should have “among eligible motorcycles” consistently for every class so that it’s understood that just because a motorcycle isn’t listed that doesn’t mean it’s not eligible.  Impossible to list every possible eligible bike. LS motioned to vote, JH seconded
June Board: yes (9 yes / 2 no AA, BR)

Entry ID #10593 15.1.1 i)

15.1.1 i) 80+: Riders 80 and older on any size or type of eligible vintage machine. Expert and Intermediate combined.

70+ class is reordered to 15.1.1 h); Women’s group is reordered to 15.1.1.1 i)

(Bob Bean, Member #10830)

Rule Change Rationale
As the average age of our riders keep going up, this class is needed to recognize those old riders who have long supported AHRMA. Heck, at these ages, we should probably do it in 5 year segments as too many die off..

Committee Recommendation: Approved (unanimous)
Committee Rationale:  The Committee recommends the 80+ class be added to the “Vintage” 1st hour race in the Cross Country program.  The class should be for all 80+ riders, any eligible AHRMA Cross Country motorcycle, any rider ability level.
Board Discussion: Not enough participants to justify adding a class to the race day.  WP motioned to vote, BR seconded.
June Board: no (0 yes / 11 no)

Dirt Track

Entry ID #10604 14.1 d)

1. d) Rider age:

Displacement/Age Progression: Dirt Track Vintage Classes:

• 0-500cc’s 4-stroke- 16yrs old or older (with Minor Release and Waiver of Liability and Indemnity Agreement* under 18yrs)
• 501cc’s and up 4-stroke- 18yrs old and older
• 0-400cc’s 2-stroke- 16yrs old or older (with Minor Release and Waiver of Liability and Indemnity Agreement* under 18yrs)
• 401cc’s and up 2-stroke- 18yrs old and older

Modern Classes:

• 0-250cc’s 2- and 4-stroke- 16yrs old and up (with Minor Release and Waiver of

Liability and Indemnity Agreement* under 18yrs)

• 251cc’s and up 2- and 4-stroke- 18yrs old and up

18 years plus:

• Dinosaur
• Light Brakeless • Heavy Brakeless • Sportsman 750
• Vintage Heavy
• Hooligan

16 years minimum:

• Sportsman 125
• Sportsman 250
• Sportsman 600
• Seventies Singles • Spanish Cup
• Vintage Light • Novice
• 250 Pro/Am
• 450 Pro/Am
• Mad Dog
• Modern 250cc: age 12 and older(with Minor Release and Waiver of Liability and Indemnity Agreement* under 18yrs)
• Mad Dog: age 14 and older(with Minor Release and Waiver of Liability and Indemnity Agreement* under 18yrs)
• Modern 450cc: age 14 and older(with Minor Release and Waiver of Liability and Indemnity Agreement* under 18yrs)
• Hooligan: age 18 and older
• Vintage classes: 16 and older – (with Minor Release and Waiver of Liability and Indemnity Agreement* under 18yrs)
  • Sportsman 125
  • Sportsman 250
  • Sportsman 360
  • Seventies Singles
  • Spanish Cup
  • Vintage Light
  • Vintage Heavy
  • Novice

…
(Richard Brodock, Member #1012964)

Rule Change Rationale
We need to bring in younger riders in AHRMA and dirt track is a great starting place to do so.

This age progression aligns with all other dirt track racing programs and allows those racing with AMA and other programs to come race with AHRMA. This new structure is easier to understand and clearly defined by age and class.

AMA age requirements are:
250cc – 12 and older
450cc – 14 and older
twin motorcycles – 18 and older
By adopting these new age requirements we can continue to grow the dirt track program and will increase memberships.

Committee Recommendation: Approved (3-1)
Committee Rationale:
Board Discussion: WP motioned to vote, TT seconded
June Board: no (3 yes JH, KK, TT / 8 no)

Entry ID #10605 14.2.13

14.2.14

SUPPORT CLASSES: May be run as support classes at the promoter’s discretion.

Modern Support Class List: (with Minor Release and Waiver of Liability and Indemnity Agreement* under 18yrs)

• 250 Pro/Am
• 450 Pro/Am
• Hooligan (multi-cylinder, 700cc and larger production machines) • Mad Dog (four-stroke, air-cooled up to 150cc)
• 50cc: age 5-8
• 65cc: age 7-11
• 85cc: age 7-15
• Youth Mad Dog: 4-stroke air-cooled up to 150cc, 10-16yrs
• Modern 250cc: age 12 and older
• Mad Dog: age 14 and older
• Modern 450cc: age 14 and older
• Hooligan: age 18 and older

Youth program operations:

• All youth classes are run separately from vintage and modern classes.
• Youth classes are 6 lap heats and 8 lap mains.
• All safety gear is mandatory for all classes and are as follows.

Safety Gear requirements: MX Minimum

• Helmet that follows AHRMA’s handbook
• Goggles or helmet shield
• Gloves
• Long sleeve shirt
• Pants
• Boots that rise above the ankle
• Leather racing suit is required for all tracks 1/2 mile or larger. Strongly encouraged for all tracks

Rule Change Rationale

Revolutionize the AHRMA experience with our proposed youth classes, igniting a chain reaction of participation and growth! By introducing youth classes, we’re not just adding 1-2 entries, but potentially 7-10 entries per family.Picture this: families loaded up and ready to race, no longer passing our events due to age restrictions.

Imagine the impact: not only do we welcome the youth, but we extend our arms to their siblings, dads, grandfathers, uncles, and mothers. Flat track racing isn’t just about individuals; it’s about families bonding over a shared passion. Let’s embrace this essence and invite them into the AHRMA family. But with change comes responsibility. We’ll implement strict age requirements to ensure safety and enjoyment for all. Starting with lower performance machine classes for youth, we’ll carefully assess and adjust as we grow, always prioritizing safety.

Yet, it’s not just about entries; it’s about memberships. Introducing Family Memberships opens doors for entire families to race together, fostering a sense of belonging to the AHRMA community. As they return year after year, younger racers absorb the essence of vintage machines and racing history, carrying on our legacy. Our proposed modern and youth support class rules lay the foundation for a sustainable future. It’s time for AHRMA to evolve and expand, nurturing the family spirit that defines us.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: WP motioned to vote, BR seconded
June Board: no (1 yes KK / 10 no)

Entry ID #10606 14.2.13

Junior: Open to all machine 1990 and older. 0-200cc: age 12-16. Custom tubular racing frames allowed.

Eligible machines include:

• Honda XR 80/100
• Honda XL75
• Honda CB/CL/SL 100/125/160
• Honda CR85/125
• Yamaha AT125, DT100/125, CT175
• Bultaco 125/175/200
• BSA Bantam 175
• Triumph Tiger Cub 200

(Richard Brodock, Member #1012964)

Rule Change Rationale
The goal of bringing in youth riders is not just to add numbers but to introduce them too vintage bikes so they can learn about them and carry on the AHRMA mission. By adding a championship “Junior” vintage class we can help to entice any youth rider to race vintage classes by starting them on smaller vintage bikes that are affordable and reliable. Many of these bikes the youth rider’s parents or grandparents rode when they were kids. This will help drive interest in this class as older and younger generations bond over vintage bikes and racing.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion: JH motioned to vote, TT seconded
June Board: yes (6 yes / 5 no AA, DR, KS, LS, WP)

Vintage Motocross

Entry ID #10543 11.1

11.1 CLASSES AND ELIGIBILITY

These classes are intended for model year 1974 and like-design machines that are essentially unchanged. Other 1975-model motorcycles are not eligible. Rider age based Open Age, 40+, 50+, 60+ and 70+ 80+ classes also are available. The minimum age for riders is 16 years.

(Jay Gref, Member #5972)

Rule Change Rationale

We have had several 80+ riders racing the past couple of seasons and it’s time to make it official.

Committee Recommendation: Rejected (unanimous)
Committee Rationale:   Add age group 80+ – We rejected a similar proposal by Bob Bean (rule10591 or one of his multiple versions).  The rationale for this one is the same.  We recommend trying this class in Cross Country next year to see how its reception is.
Board Discussion: Same as other RCPs requesting 80+ as a new class, not enough participants to justify a new class – can be promoter’s choice but not a national class.  LS motioned to vote, WP seconded.
June Board: no (0 yes / 12 no)

Entry ID #10567

Change all Expert and Intermediate starts, to a 2 gate start. Evan a 15 second separation, clears the confusion of combined abilities. Too often, a Intermediate rider, pushes above his or her ability trying to race an expert. I know we have the different color strips, but in the heat of competition, older riders do not see them. We are not adding much time to the whole scheme of the day. It would just make it a whole lot safer to stager these starts. Please consider this request.

(Ted Landry, Member #2013297)

Rule Change Rationale
Safety and Enjoyment

Committee Recommendation: Rejected (unanimous)
Committee Rationale:   Mandatory two gates for experts and intermediates – This should be up to the promoter once they know how many people are in each class.  This rule would add unnecessary time as well as possibly deny the Intermediates laps.
Board Discussion: WP motioned to vote, GT seconded
June Board: no (0 yes / 12 no)

Entry ID #10569 11.3.d

Any three regional grading committee members present at a national event can make a grading decision on the spot.  If the rider’s home regional committee disagrees with the decision, it can be appealed to the executive director offroad director.

(Terry McPhillips, Member #9215)

Other Rules Affected by this Rule Change Proposal
This proposal will affect PVMX and NGMX rules as well. However, those rules (12.6 and 16.9, General Motocross Rules) both refer directly back to 11.3, so no modifications of those rules is necessary.

Rule Change Rationale
The executive director already has too many things on his plate and doesn’t need to be involved with items of this type. In talking with the Executive Director, his answer to this kind of issue it to refer it to the off-road director for resolution as he does not have the time or knowledge of any of the individuals involved. This makes a cleaner process with fewer people involved and allows this type of concern to be handled at a lower level in a more efficient way.

Committee Recommendation: Approved (unanimous)
Committee Rationale:   Skill level change process – The reasoning in the proposal is sound in our opinion..
Board Discussion: KS motioned to vote, JH seconded
June Board: yes (12 yes / 0 no)

Entry ID #10570 11.3 f

A rider may move up a one skill level at his discretion with approval from a minimum of one member of an AHRMA grading committee. However, no rider may move back a skill level without permission from the AHRMA grading committee.
(Terry McPhillips, Member #9215)

Other Rules Affected by this Rule Change Proposal
Sections 12.6 and 16.9 (General Motocross Rules for PVMX and NGMX) refer to Section 11.6 as applying to those disciplines. No verbiage need be changed in those two sections.

Rule Change Proposal Rationale
In the past, we have had a novice rider move himself from novice to expert in order to compete for a special award. This creates a situation for all riders on the track as novice rider may create a potentially hazardous situation from a lack of skill. AHRMA currently runs novices in a separate moto for specifically this reason.

Committee Recommendation: Approved (unanimous)
Committee Rationale:   Skill level change process – The reasoning in the proposal is sound in our opinion for safety.
Board Discussion: WP motioned to vote, GT seconded
June Board: yes (12 yes / 0 no)

Entry ID #10577 11.1.12

Eligible like-design 1975 machines include…
…
1975 and/or 1976 Honda CR250M
…

(Peter Marcin, Member #18037)

Rule Change Rationale
I believe the 1975 and 1976 Honda CR250M qualifies as Vintage Sportsman 250 under the “like design” similar to the 1973 and 1974 Honda CR250M that is already approved. Currently the 1975/76 Honda CR250M is categorized as Post Vintage Historic 250 “first generation of long travel suspension” There was not a 1977 Honda CRM250M produced. The next CR250 was the complete redesign model year 1978.

The Honda brochure (see attached) for the period states 7.1 inches of fork travel and 4.1 inches of rear travel. Much closer to vintage than the current AHRMA categorization of the 75/76 CR250 it has this bike competing with the: (just to name a few)

1977 Suzuki RM250 that is advertised at 10 inches of front fork travel and up to 37 horsepower.

1977 Yamaha YZ250 is advertised at 9.87 inches of front AND rear shock travel. (Source RacerXOnline 1977 YZ250)

1978 Harley Davidson MX250 is advertised at 9 inches of front fork travel and 6 inches of rear suspension travel

(Source AERMACCHI-WORLD.com)

The rear travel can be easily limited by a spacer. (Similar to a 1974 Husqvarna 250 Mag.) Front fork travel of .1 inches over 7″ is IMO insignificant.

The introduction of the “up pipe” of the 75/76 CR250 actually proved a total horsepower LOSS over the previous “down pipe” design of the 73/74. MotorBikeCatalogue online database shows the 73/74 and 75/76 to be advertised both at 29 to 33 horse power furthering info of “like design”

Supporting Documentation

Note-Like-design-SPORTSMAN-machines.JPG
2024-rule-book-excerpt-for-Vintage-MX-SPORTSMAN-250.JPG
1975-Honda-CR250M-cover.JPG
1975-Honda-CR250M-back.JPG 

Committee Recommendation: Rejected (2 against, 1 no vote)
Committee Rationale:   2 against, 1 no vote – We are on the fence about this one because we do not know enough about the differences.  It seems as though the 1975-76 is different but we do not know how much different.  It seems as though the rear shocks are located further forward and the swing arm is longer.  The pipe is pretty obviously different but as it says in the submitters rationale, the pipe and engine make no difference at all.  So we rejected this based on small differences that we do not yet know the full impact that they would have on any advantages over the 1973-74 model years.
Board Discussion:  WP motioned to vote, GT seconded
June Board: no (2 yes JH, TT / 9 no / 1 abstain GT)

Entry ID #10591 11.1.19

11.1.19 80+: Riders 80 and older on any size or type of eligible vintage machine. Expert and Intermediate combined.

(Bob Bean, Member #10830)

Rule Change Rationale
As all our riders are ageing up, we need to recognize the legends and long time supporters of AHRMA and give them the class they deserve.

Committee Recommendation: Rejected (2 against, 1 no vote)
Committee Rationale: 2 against, 1 no vote – It was determined to try this in Cross Country discipline first before we bring it to VMX.  There are very few riders across the entire club that would be eligible for this class for the next three years.
Board Discussion:  Same as other 80+ RCPs.  DR motioned to vote, LS seconded
June Board: no (0 yes / 12 no)

Entry ID #10595 

All Motos, running Expert and Intermediate disciplines, to initiate a split Gate.

(Ted Landry, Member #2013297)

Rule Change Rationale
To increase Safety, and to decrease confusion

Committee Recommendation: Rejected (2 against, 1 no vote)
Committee Rationale:
Board Discussion:  DR motioned to vote, WP seconded
June Board: no (0 yes / 12 no)

Entry ID #10613 11.1.5

1. g) Honda four-strokes are limited to the standard one-piece small valve cylinder head. No major engine components from 125cc engines are allowed, including the large-valve, one-piece XL125 head.
2. h) No machine or major component manufactured as, or /for, a 125cc motorcycle except Honda CB/CL/SL125 is eligible.

(Peter Fisher, Member #3777)

Rule Change Rationale
The Honda CB/CL/SL/XL 100’s have the same basic design as the CB/CL/SL 125’s. The stroke length (49.5mm’s) is the same. The gear boxes, depending on model, are virtually identical. (Some engines have a closer ratio gear box.) Using the 125 engine, because of its 15 mm wrist pin, there is a greater availability of pistons to bring these engines up to the class limit (120cc+.080 over). Standard bore early SL 125’s are 122cc’s; later model ones are 124cc’s. Basing a 120cc four-stroke class limit would require a piston of 55.5mm’s which would be 119.75cc’s. Allowing the .080 bore would bring the bore size to 57.5mm’s and result in a displacement of 128.5cc’s.

Also the 125 chassis has the more common wheel sizes for motocross tires.

Committee Recommendation: Rejected (2 against, 1 no vote)
Committee Rationale:   2 against, 1 no vote – We have rejected this proposal based on the understanding that the “large valve, one piece XL125 head” can accept the electronic ignition instead of the points ignition which would allow the RPM’s to reach much higher.
Board Discussion:  DR motioned to vote, JH seconded
June Board: no (0 yes / 11 no / 1 abstain DR)

Post-Vintage Motocross

Entry ID #10544 12.4

12.4 ADDITIONAL CLASSES

12.4.1 Open Age: Any rider on any size or type of eligible machine.

12.4.2 40+: Riders age 40 and older on any size or type of eligible machine. 12.4.3 50+: Riders age 50 and older on any size or type of eligible machine. 12.4.4 60+: Riders age 60 and older on any size or type of eligible machine.

12.4.5 70+: Riders age 70 and older on any size or type of eligible machine.

12.4.5.1 80+: Riders age 80 and older on any size or type of eligible machine.

(Jay Gref, Member # 5972)

Rule Change Rationale
Add 80+ to post vintage.

Committee Recommendation: Accepted (unanimous)
Committee Rationale:
Board Discussion:  Same as other 80+ RCPs.  DR motioned to vote, BR seconded
June Board: no (0 yes / 11 no)

Entry ID #10566 8.14

8.14 Post Vintage 8.13 Vintage Historic A,B,C and D

(Michael Boudreaux, Member #2011922)

Rule Change Rationale
Move all Historic Class entries from Post Vintage to Vintage program. Most National and Regional races are two day MX programs and this would for more participants to enter the Historic classes on Saturday utilizing their vintage bikes and to race in the PV classes on Sundays. This also would allow the Historic bike to race on a vintage prep track to which they are more suited. 

Committee Recommendation: Rejected (unanimous)
Committee Rationale:
Board Discussion:  WP motioned to vote, LS seconded
June Board: no (0 yes / 11 no)

Entry ID #10592 12.4.6

12.4.6 80+ Riders age 80 and older on any size or type of eligible machine. Expert and Intermediate combined.

12.4.6 is used to maintain consistency. The women’s classification should change to 12.4.7

(Bob Bean, Member #10830)

Rule Change Rationale
As all of us age up this class needs added to recognize the very riders who have supported AHRMA for a long time.

Committee Recommendation: No vote – proposal is a duplicate of 10544
Committee Rationale:
Board Discussion:  Same as other 80+ RCPs.  WP motioned to vote, LS seconded
June Board: no (0 yes / 11 no)

Entry ID #10614

Rules proposal to add a Junior Support Class for Post Vintage Motocross to section 12.4 , Additional Classes, placed after section 12.4.6 Women.

12.4.7 At the Regional coordinator’s discretion, a Junior Support Class may be run at local, regional events where prudent scheduling allows. The Junior Support Class is for rider’s 12-15 years of age racing 0-200cc, 2-stroke or 4-stroke Post Vintage eligible machines.

(Ed Roman, Member #425)

Rule Change Rationale
AHRMA-MA and the AHRMA-NE regions are running the proposed Junior Support Class program at our regional events. AHRMA-MA region’s youth program introduced & inspired younger riders to be active full members of AHRMA at the age of 16 for MX and CC. The regions are self-insured with Jones Birdsong as AHRMA affiliated regions. Jones Birdsong approved this class and other youth classes at NO insurance premium or rate increase. As the Special Committee Chairman for AHRMA, I was entrusted with the task of renewing AHRMA’s insurance for 2024. The question of AHRMA running youth classes was presented to Jones Birdsong and there are NO barriers or rate & premium concerns.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion:  DR motioned to vote with this add: “This junior support class must run in it’s own separate moto and practice and the bikes be limited to stock “, TT seconded
June Board: yes (11 yes / 0 no)

Entry ID #10617 12.5 d

CARBURETORS: Period-type carburetors are strongly encouraged. Period flat-slide carbs are allowed on Historic and Gran Prix class motorcycles. Examples include Lake, Lectron, Posa and other period-type flat-slides. Active accelerator- pumpequipped carburetors are allowed only on Ultima-class motorcycles; all others must be disconnected or removed, even if OEM-equipped. Dell’Orto accelerator pump carburetors are allowed in the Historic and Gran Prix classes only if the accelerator pump mechanism is disconnected or removed. Period flat-slide Mikuni TM carburetors and all CV carburetors are allowed only on Ultima class motorcycles. Mikuni TMX and Keihin PJ and PWK flat-slide carburetors are not permitted. Modern D-shape-slide or similar equivalent aftermarket OKO, and Chinese made reproduction carburetors are not allowed in AHRMA Post Vintage off-road competition
(Albert Newmann, Member #5729)

Rule Change Rationale
This is more of a housekeeping issue for the two modifications to the rules. CV carburetors have always met the qualifications but they were never specifically called out. We went through an Eligibility Request form earlier this year and approved the addition of the language. The rule was put through a technical review with the PV team as well as Joe Koury and Matt Hilgenberg.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion:  DR motioned to vote, TT seconded
June Board: yes (11 yes / 0 no)

Next Gen Motocross

Entry ID #10545 16.8

16.8 ADDITIONAL CLASSES

16.8.1 AGE CLASSES

1. 40+ Expert & Intermediate. Any bike of this generation is eligible for this class
2. 50+ Expert & Intermediate. Any Bike of this Generation is eligible for this class
3. 60+ Expert & Intermediate. Any Bike of this Generation is eligible for this class
4. 70+ Expert & Intermediate. Any Bike of this Generation is eligible for this class

(Jay Gref, Member #5972)

Rule Change Rationale

Add 70+ to Next Gen

Committee Recommendation: Reject  (unanimous)
Committee Rationale:
Board Discussion:  Not enough participation to justify additional class.  WP motioned to vote, BR seconded
June Board: no (0 yes / 10 no / 1 abstain LS)

Board Discussion: WP motioned that the rule be amended to the following and that the board vote on the amended version:

For the 2025, 2026 and 2027 seasons only, a 70+ class may be offered on a trial basis at the promoters discretion for all riders aged 70 and above regardless of skill level at a Regional level only. The 70+ class will be run in the same moto as the 60+ Int and Exp and scored separately. The 70+ class can start in the 2^nd gate but it is not required.

If a rule change proposal to continue the 70+ class is submitted in 2027, the BoT may:

a) vote down the proposal.
b) extend the trial period to additional seasons.
c) make the 70+ class permanent on a Regional level based on data submitted with the rule change proposal.
d) raise the 70+ class to National level based on data submitted with the rule change proposal.

LS seconded

August Board: yes (9 yes / 1 abstain DR)

Entry ID #10615

Rules proposal to add a Junior Support Class for Next Gen Motocross to section 16.8, Additional Classes, placed after section 16.8.4 Promoter Optional Classes

16.8.5 At the Regional coordinator’s discretion, a Junior Support Class may be run at local, regional events and where prudent scheduling allows. The Junior Support Class is for rider’s 12-15 years of age racing 0-200cc 2-stroke machines or 4-stroke Next Gen eligible (including like design) machines up to 230cc.

(Ed Roman, Member #425)

Rule Change Rationale
AHRMA-MA and the AHRMA-NE regions are running the proposed Junior Support Class program at our regional events. AHRMA-MA region’s youth program introduced & inspired younger riders to be active full members of AHRMA at the age of 16 for MX and CC. The regions are self-insured with Jones Birdsong as AHRMA affiliated regions. Jones Birdsong approved this class and other youth classes at NO insurance premium or rate increase. As the Special Committee Chairman for AHRMA, I was entrusted with the task of renewing AHRMA’s insurance for 2024. The question of AHRMA running youth classes was presented to Jones Birdsong and there are NO barriers or rate & premium concerns.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion:  DR motioned to vote with the added verbiage “This junior support class must run in its own separate moto and practice and the bikes be limited to stock”, MD seconded
June Board: yes (11 yes, 0 no)

Entry ID #10690 16.1

Please see attached HERE for proposal, Other Rules Affected by this Rule Change Proposal.

(Jason Colon, Member #1012588)

Rule Change Rationale
Based on an analysis of class participation levels and overall performance of the Next Gen series over the last couple seasons, several knowledgeable off road Regional and Planning committee members believed it necessary to overhaul the NGMX series structure. The goals of this restructuring are to streamline classes for race promoters, increase competition for racing members, and focus on the best attended National classes while being more inclusive.

This comprehensive proposal combines/replaces Proposals 10588, 10589, 10590, and 10618. This was done to offer a holistic approach to restructuring NGMX that could not be achieved if the original proposals were considered individually and approved or rejected independently.

This proposal has been deliberated on at the NGMX Rules Proposal Committee, has been discussed on several broader committee and stakeholder zoom calls, and is proposed with the understanding and acknowledgement of the Off Road Director and Special Off Road Planning Committee.

Committee Recommendation: Approved (unanimous)
Committee Rationale:
Board Discussion:  WP motioned to vote, TT seconded
June Board:  yes (11 yes / 0 no)

Observed Trials

Entry ID #10611 13.2.6

13.2.6 ALL MODIFICATIONS MUST BE CONSISTENT WITH THE SPIRIT OF THE CLASS. Period modifications have been extensively documented and machines with obvious non-period or excessive modifications will be disqualified or required to compete in the next-higher-level class. Two-strokes in Classic classes must have piston-port induction; reed valves will be permitted if it was a factory modification by a recognized service agent in the same production series for such motorcycle. 125cc and smaller would also be exempt are not legal. Only round slide carburetors may be used. (see 11.2.c)
(Peter Fisher, Member #3777)

Rule Change Rationale
By eliminating reed valves, it brings this rule into alignment with other AHRMA Classic class rules. However, it is well documented that Hodaka had after market reed valves available in the very late 60’s to the early 70’s. Several people have competed in AHMRA trials with reed valve equipped Hodaka’s from that era. If they are able to compete with what is essentially a “grandfather’d” in combination, it would seem necessary to allow other small (125cc or less) machines to be able to use after market (not later model OEM reed valve cylinders) reed valves. The problem is it may cause issues with the Classic 125 motocross class if they question why they can’t use reed valves. Class “creep” could be a problem. Special rules for Hodaka’s and other small 2strokes in Classic?

Committee Recommendation: Rejected (1 yes / 2 no)
Committee Rationale: Rob Poole – Does not think reed valves should be in any Classic class, Trials or MX.  It unnecessarily encourages “class creep”. Graham Foster – Riders with previously legal reed valve machines will have to spend time and money reverting to a piston port set up.  This could drive members away.
Board Discussion:  DR motioned to vote, JH seconded
June Board: no (0 yes / 8 no / 3 abstain GT, KS, WP)

NOTE: In order for readers to readily identify the rule you are commenting about, the proposal Entry Id is required. Please also include the Section # (if any) at the beginning of your comment.  You may only comment on ONE PROPOSAL/ENTRY ID at a time. The member comment period ends at 5pm, Eastern, July 24, 2024.