The Scene
THE SCENE
IVAN J. WAGAR
SOME of the Harleys at Carlsbad had the new double loop frame that has done so much to improve handling. Standing near the bumpy sections (which is just about anywhere), it was easy to pick out the riders who were not using it.
While the heavily gussetted swing arm is still mounted outside the rear downtubes, the main frame structure is quite wide at the junction, offering a much more rigid pivot than previously possible. The Dud Perkins' frame was also at Carlsbad—the one that Mert Lawwill cut, bent and welded all by himself, similar to the new factory frames. It does, however, have the swing arm inside the downtubes and is nearer to a full double loop than the Milwaukee frames. It was ridden by Dan Haaby, and during Thursday practice, I asked him how it felt, as Dan has ridden a good variety of equipment and is well qualified to comment. He says it is one of the best handling bikes he has ever ridden.
Roger Reiman also had the new "quad" front brake, which is built by Harley-Davidson's Italian subsidiary. Essentially, it is two of the two-leading shoe Sprint racing brakes, mounted back to back. Air is scooped in through both backing plates and ex hausts out through vanes between the backs of the drums. Cal Rayborn tried the machine during Thursday practice, and is still trying to find a way to steal the front wheel.
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HARUO KOSHINO, the little Japanese goodwill ambassador “dropped it“ while practicing at Carlsbad for the AMA National Roadrace last month. Normally, Haruo will not ride anything larger than his super-swift one-two-five, but he was gamely going to have a hash with one of the converted Suzuki X6s in the Amateur/ Expert race.
After three or four warm-up laps, he tagged on behind six of the “shoes” who were having a real dice, and after a couple of laps he started to gain on them, only to suddenly lose the hack end (the skid mark can be seen on the exit from the left hander). Haruo finally wound up sitting on the side of this hill, after clearing an eight-foot ditch.
Squatting alongside is teammate Dallas Raker, who was very impressive on one of the team X6s. while race manager Fred Moxley checks his watch. Four days later. the tough little Koshino found his left wrist was still sore, the reason being that it was actually broken. He is now back in Japan. his present contract with U.S. Su zuki having terminated. His ever-present smile went a long ay to brighten a race. We all wish him well and hope he returns.
A N unusual entry at this years Italian GP at Monza takes me back to my European racing days. Although the Gilera `~Saturno" did not make the race for mechanical reasons, it was, in the early fifties, a promising looking mount.
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Australian Tony McAlpine had one of these pushrod operated overhead valve singles, which proved a match for Manx Nortons on twisty courses. Of course, that was in the days of long stroke Nortons. When the Manx became a short stroke in 1954 and picked up some five bhp almost overnight, the Saturno was doomed.
The single was a good political move on Gilera’s part, though, as the fours were running with Italian riders, and by selling the Saturno to private owners it showed they had an interest in the sport that went beyond winning races.
A NOTIJIR machine at Monza from out of the past as an ex-racing 1950 Moto Guzzi "Dondolino,' converted for street use by 1~trio (`olombo. il Milan cngIfl~cr.
Rear suspension is unique in that the lower swing arm members are hooked to a centrally mounted spring unit located under the transmission. Fluid shocks were still very rare in that era. and the Dondo lino relied on adjustable friction dampets to help control the spring action. Exposed valve gear, outside flywheel and leading link front forks are all characteristic of the very successful Guzzis of that period.
Only modifications from standard arc the 1951 front forks from a Gambalunga model, lighting equipment and a muffler. The Dondolino was also a pushrod overhead valve and is typical of Italian engineering from the late forties and early fifties, with everything exposed.
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W ITH the Kawasaki Samurai road test in this issue, it is probably the right time to talk about the road racing version, which has already been submitted to the AMA for approval. If the machine is passed by the competition committee, there will be a bunch of them at Daytona next year.
There is little or no reason to suspect the Samurai’s eligibility; it is really quite standard, except for the four-shoe front brake. An AMA rule regarding rotary valves does exist, but this deals with converting some other form of induction control rotary valve.
Kawasaki claim “more than” 37 bhp and have set red line at 9,500 rpm. Compression has been raised to 8.5:1 and dry weight is 240 pounds. Only other engine modification appears to be 26mm carburetors in place of the 22mm on a touring version.
MOTORCYCLISTS will be happy to hear that a motorcycle salvage company has been opened in the Los Angeles suburb of Azusa. Called, appropriately enough, Motorcycle Salvage, the business is located at 915 West Foothill Blvd., Azusa, Calif. Under the capable management of Ray Gregory, Motorcycle Salvage boasts a huge inventory of just about any used part imaginable, and will no doubt prove to be a real treasure trove to motorcycle restorers and refurbishers, as well as to “special” builders.
FOR the first time ever, in Britain, a supercharger kit is to be offered to the public, designed to bolt straight onto a street machine.
Designer is England’s most successful special builder, Alf Hagon, whose blown 1125cc JAP won last year’s international Drag Festival.
Now he plans to put his supercharger experience to good use and is developing a kit which will fit all Norton twin-cylinder models. The supercharger is a Shorrock unit, originally designed for 750cc racing and road cars. It is mounted on special engine plates above the gearbox and will be driven by chain from an extra sprocket on the clutch drum. The supercharger will be geared to run at about engine speed when it should provide about 8-10 pounds per square inch of boost.
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Hagons kit (the price ill not he an notinced until development is complete) consists of the supercharger, rear engine plates, supercharger plates, manifolds and blow-off valve, SU carburetor, sprocket and chain. The only other modifications which will he necessary ill he the cut ting awa v some of the primary chaincase to allow the drive to he taken from the clutch drum.
A ESO engines are now becom ing er~' successful in Britain and Continental speedway races, the singlecylinder JAP engine is still predominant in grass track racing - a form of dirt racing on half-mile grass ovals. But now an ESO grass track machine has been built by former grass-track cham pion Hagon. whose JAP-engined machines have won practically every major meeting for the last five years.
Hagon chose the Norton for his kit, as this is the only large-capacity machine which will accept the supercharger without alterations to the frame.
Just how much of a power increase will residt from the kit is. as yet, unknown; but Hagon plans to install it into a machine without making any other alterations to the engine, so that a true assessment of its performance can be made.
The engine fits neatly into the ultralight frame and, with toy brakes, it's a machine that is definitely built to go and not stop.
Grass-track, the third most popular motorcycle sport in F.ngland, may well be seeing the beginning of a new era with Czechoslovakian engines taking over from the Wolverhampton-built JAPs.
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T HE International Six Days Trial always produces some exotic machinery. Sometimes we see them again as production bikes for sale to the public; sometimes they disappear and are never seen again. At this year's running there were some motorcycles we hope will become available. For instance, the English used a Jeff Smith (or Grand Prix) BSA Victor chassis with Triumph engines, and wound up with the best reliability record England has had in this event in recent years.
The tank mounted on the rear subframe member is an air bottle for inflating the tires. What a great rough country bike it would be!
CHRIS BUTLER, the fairing builder, is also a motorcycle builder, and entered the Six Days with his own Triumph-powered Butler.
The single loop mainframe is constructed from square section tubing and performs double duty by carrying engine oil. Ceriani forks are used on the front. ■
