Continental Report
CONTINENTAL REPORT
B. R. NICHOLLS
THE MOURNED PASSING of larger capacity four-stroke "bog wheelers" in last month's column seems to have been a little premature, for Jeff Smith has been out on a Victor-engined trials machine which was virtually a moto-cross model with a low compression piston. There is not a production version yet but it is obvious that one could be listed in the future, so the larger capacity class looks like getting a reprieve. But what on earth possessed me to say last month that Triumph are the only four-strokes left in the trials field I shall never know, and my humble apologies for having dropped such a ghastly clanger. Currently running four-strokes for their teams in trade supported trials are BSA, Triumph and Royal Enfield.
Sammy Miller's change to the Bultaco has meant that others have lately stood a chance of winning. Sammy is not finding the changeover from his special Ariel to the two-stroke an easy task, but his tenacity will be the deciding factor and no doubt he will hit the winning trail soon. Peter Gaunt, for whom success was forecast last month, duly confirmed the faith shown in him by winning the Northern Experts' trial on his Royal Enfield by one mark from the BSA works team man Jim Sandiford; Peter Wraith took the sidecar class with his Ariel outfit.
At the other end of the country the Southern Experts' title went to Don Smith (Greeves) for the first time, by a three mark margin over nineteen-year-old Gordon Farley (Triumph), who was subsequently offered a factory bike which should provide all the incentive necessary to make him a top flight rider. Ron Langston (Ariel) again won the sidecar class, his nearest rival being Derek Rickman (Matchless Metisse), better known for his motocross activities, who was five points behind.
Over in Belgium Will Wilkinson had a fine ride on his Greeves at the St. Martin trial, winning by five marks from his teammate Don Smith. To compete for the manufacturers' award these two combined with the local Belgian ace Roger de Coster, who finished third, to ensure the prize for Greeves. Great Britain won the team award with Wilkinson, Smith and Bill Brooker all three being on Greeves machines.
Venue for the 1965 International Six Days Trial has now been fixed for the Isle of Man — a fine choice indeed, for the locals are sympathetic to motorcyclists and the island abounds in excellent terrain. This last point may well come as a surprise to a lot of people who know the place only from the point of view of the most famous thirty-seven and three-quarter mile stretch of road in the world. At its longest and widest points it measures approximately thirty miles by fifteen and has under five hundred miles of surfaced roads, but to the visitor who has had a good look round, the Isle of Man is the place for an event of this nature. The choice of courses for the trial will be strongly influenced, if not entirely chosen, by Geoff Duke, so competitors can look forward to a really tough event. Another point which makes the choice a good one is that public roads can be closed for special tests and the final speed tests. Indeed, there has been talk of using the old Clypse course for the latter and this would be great fun for spectators and would certainly tax machines and men to the fullest extent over its length of almost eleven miles.
Now there is a move to include sidecars in the trial again but although this class is more popular in England than anywhere else, I do not think it would be wise to stretch the organization to include them, especially as there is bound to be a full entry of solos. At the time of the trial there are no world moto-cross championship rounds so all countries will have top experts available for their teams. The trial runs from the 20th to the 25th of September.
On the moto-cross front comes the news that BSA are really determined to hold that world 500cc title. Reigning champ Jeff Smith is to be joined by Arthur Lampkin, who recently terminated his contract with the Cotton concern, and the ex-Matchless rider Vic Eastwood, in a three-pronged team effort during 1965. The Matchless factory have looked further afield to find someone to join Chris Horsfield and Dave Nicoll and they have signed the young Belgian Sylvain Geboers, who rode so brilliantly for his country in the Moto-Cross des Nations last year.
BSA's biggest opposition could well come from the Matchless concern this year rather than Sweden. One of Sweden's aces, Sten Lundin, has purchased a Metisse to ride in 1965, and with Bill Nilsson already Eso/Metisse-mounted it is obvious that the marque will be well represented on the international front this year. Dick Mann's second scramble in England was his most successful; he won two heats and finished third in an unlimited capacity final on his 250 Greeves.
Now to road racing M.Z. have at last decided on Derek Woodman as their number one rider for 1965, and so ended all the speculation about the place vacated by Alan Shepherd when he joined Honda. But there is still no official mention of the three-cylinder 125 mentioned in this column last month, though it is interesting to note that it is reputedly air-cooled. And this at a time when Suzuki are even watercooling the 50cc model for the coming season as well as the 125 and 250 twins that they race in the classics. Yes, a 250 twin, for it looks as if the 250 four will be a rare sight in 1965. Hugh Anderson, Ernst Degner and Frank Perris have all signed Suzuki contracts for 1965. It is an open secret that Suzuki would also like Mike Hailwood - but then what works team would not? Mike would like to race more than just in the 500 class, and the question will not be resolved until Mike has met with Count Agusta to complete plans for this season.
Also still undecided are the Gilera plans, despite many guesses in the press. Derek Minter flew to Italy to try and find out, but nothing is likely to be decided for at least three or four weeks. The Italians hold great store by their own meetings and it's a pity that the international meeting at Modena should clash with the United States Grand Prix at Daytona. If Gilera do enter the lists then Calderella may compete at Daytona and Minter ride at the Modena meeting; additionaly, if I were running the Gilera race programme then an attempt to do one hundred and fifty miles in the hour at Daytona would be made, for it is one of the few places in the world where such an attempt can be made.
While on the subject of the Daytona meeting, it seems that Honda, Suzuki and Yamaha will be there in force, for all will remember how easy it was to gain points last year and will be anxious to make a good start to the season. There may well be new machinery appearing that is worth going a long way to see. One rider who will not be there is John Hartle, who finished third in last year's big race. He has decided to retire from racing. Alan Shepherd is cheerful of his chances of being fit after his crash in Japan, just prior to the Grand Prix there last year. He is extremely fortunate in having a specialist dealing with his case who is a keen racing fan instead of being anti-motorcyclist as is so often the case.
The 350 Jawa machines should be going quicker this year, not because of any radical changes in the engine but because of a lower, narrower frame and the use of smaller wheels. Franta Stastny is helping with the development of the Russian Vostok four-cylinder race, which also had handling problems in 1964. •
