The series must regain the importance to attract participants. Arbitrary actions by DMG drove out Honda and Kawasaki, so a first order of business must be to bring them back. Factory racing and factory riders provide the show.
The series must offer riders a ladder that leads to the stars. That is, AMA riders must be offered a career path that can lead to international racing. That means an end to special equipment rules that have made US racing into an island – at present American riders no longer go to Europe and European riders no longer race in the US.
Equipment regulations must recognize that Americans are neither made of money (which means not buying 100,000 euro Moto2 chassis) nor are generally able to provide the machine-shop and fabricating/welding skills once so common here.
The new series must recognize that privateers cannot build $50,000 bikes to race for $1000 prize money. That is not a business plan! In the late 1980s and 1990s heyday of AMA Superbike, privateers rode their Supersport machines in Superbike – the same low-cost, near-stock bikes they used to earn a living from manufacturer contingency moneys paid out in WERA and other regional series. To keep privateers in the game, the new series must somehow dovetail with their real needs.
There must be an entry-level class whose equipment cost does not stop young riders cold. That means the entry class cannot be Moto3. In the 1990s, as the price of a Yamaha TZ250 rose past $20,000, the class dried up and blew away. Yet for the previous 30 years, available, affordable Yamaha 250s had been the backbone of the class worldwide.