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IVAN J. WAGAR
WHEN riders get together there is apt to be much bantering, especially with people like Gary Nixon, Dick Hammer, Bobby Winters, Neil Keen, Tony Murphy, etc. At Daytona on the Sunday before practice week, Mike Duff and a group of us were sitting around, relaxing and (what else) discussing racing. The inevitable subject came up of racing in Europe compared to the U.S. Naturally, there was a bit of needling going on and when Daytona was mentioned Mike explained that, although speeds were high, it was a relatively safe course because of the wide flat areas bordering the turns, where a rider can get off the road, slow down and bring the bike back on the course; whereas on most European courses there would be stone walls or trees which bring matters to an end pretty quickly. To which Hammer replied, ". . . I like our way better."
On the subject of Daytona it is again necessary to hit on CYCLE WORLD'S pet gripe — the scoring. At press time, word was received from Triumph that Eddie Mulder had finished in 10th place, although nothing official has been heard from the AMA on the matter. If this is true, then Savage, Montgomery, Shaffer, Bowden and Seguin would all move back one place. Also, it would mean that all of the factory Triumphs finished in the first ten.
CYCLE WORLD has criticized the system for the past three years and each time we go back for the next race we listen to an endless tirade from the people in charge of scoring. It is not our intent to embarrass anyone, merely to attempt to stir someone into making improvements.
This year, some four hours after the race, we listened to the "sermon" after the victory dinner. At this point, Eddie Mulder had not protested his placing, and the scorers were still pretty sure they had done their job well. We heard how perfect the scoring system really is, that there is no way the system can be improved. The fact remains, though, that Eddie traveled a long way for the race, and even if he is credited with the higher placing, he will still be out the difference in prize money.
The lesson learned here is that a rider who has the slightest doubt about his placing should lodge a protest immediately after the race. Many riders don't bother because the prize money does not change with each placing, which does not seem right, either. So they feel it is not worth the hassle if it doesn't gain them some cash. If there were at least $25.00 difference between every finisher, there would be more complaints.
When more than a hundred riders take off on a massed start there can be little doubt that Daytona is the most difficult race in the world to score, especially when every machine makes at least one pit stop.
THE 350 Yamahas at Daytona proved our theory about what will happen when the AMA adopts the 350 upper limit in 1969. They were probably the least spectacular machines on the race track, both in size and in sound. When it is considered that the 350s were slightly down on performance compared with the 250s from the same marque, and almost standard except for the frames, it is difficult to realize why the AMA wants to go to a 350 limit.
The AMA is a trade-supported and controlled organization, where representatives of manufacturers and distributors vote on proposals pertaining to the sporting body. This is not always a bad arrangement, because a manufacturer should be entitled to a voice in matters that affect his future production. What does make the 350 rule rather baffling is that, except for Yamaha, most other brands represented in the AMA depend on the large displacement market. So the factories will be faced with building a competitive counterpart of a 350 tourer.
Triumph is testing a pushrod vertical twin in England at this time. Essentially, it is a much revamped Tiger 90. There is no word as to what BSA have in mind, but we hope they will not just put a different emblem on the Triumph. Harley-Davidson will have to import one hundred 350s in street trim if they decide to race the oversize Sprint. Of course, the Japanese manufacturers would be in great shape if the limit were lowered. Honda would be most competitive with the Super Hawk, but they might even decide to build a full size 350 for the occasion. Kawasaki took first and second in the 350-500 class at the Malaysian Grand Prix, one week after Daytona, with a pair of new A7-Rs on their first outing, beating 500cc Manxes. Bridgestone have a 350 prototype in the U.S. at this time, and it is well known that they have always been interested in racing. Suzuki's new machine is still a secret, but an overbored X-6 would certainly be in the hunt.
Yamaha were very wise to send over the two "feeler" machines; they lack little to win in the present 500-750 class, but as pointed out in the CYCLE WORLD test in this issue, Yamaha have a simple way of getting another honest eight horsepower. Even in its present state of development, the TR-1 is really a fine racing machine.
There are two very big questions on which I am not able to get answers. Firstly, how many gearbox speeds will be permitted, and secondly, what will happen to the present 250 class? Both items will come up this fall at the annual meeting of the AMA Competition Committee. At this time, some of the members feel that a manufacturer should be allowed to use the number of ratios that are standard in the street version of the motorcycle he is racing. In the case of Suzuki, all six speeds could be used, rather than blocking off a gear as they must do now for the 250 class.
If the two-fifty class is retained, there will be the problem of not being able to tell little 'uns from big 'uns. This happened at Daytona this year in practice, when the timers, who are far more knowledgeable than we can expect the general public to be, thought Mike Duff was on his larger entry, when in reality, he was on the smaller.
I think it would be far more interesting for everyone if a straight 750cc upper limit had been chosen. There could be a bottom limit of 350cc, and any engine configuration could be used that a manufacturer so desires, sidevalve, overhead, twostroke with rotary valve, piston port or whatever. Also, the present rule that limits the number of cylinders to two could go out the window. If Count Agusta or Mr. Honda decided to produce one hundred machines for sale in this country then they could bring in their fours and sixes. It would then be possible to set a ceiling price of say $4,000 to make it fair to the non-factory riders. I know that several machines at Daytona this year exceeded that figure, despite the claiming price of $1,500 for two-fifties and $2,000 for big bikes. Somehow, the claiming rule has never been very effective, probably because when they are worth more than $2,000, the machines have already been "bought."
I have talked to more than one competition committee member who feels the 350 decision might have been wrong, although at the time it was made, it did seem to be a very good idea. Not that we should necessarily follow England, but they do have more spectators at one race meet than we have all year, and they have gone to a 750cc limit for national events. Some events even cater to l,000cc engines, and it surprised me recently to read in England's largest circulation newspaper, the Daily Express, about Lance Weil (complete with Bell Star helmet) and his expected racing Harley-Davidson Sportster. This is one of the biggest news items to hit England this year, and win or lose, when that thing thunders through Paddock Bend, those people will love it.
AN incident that borders on the ridiculous occurred when Tony Murphy and Mike Duff were going to "walk" some of the infield turns. They were stopped by a surly official who said, "That's the silliest thing I ever heard of. Now if this was a dirt race, I could see it." He further informed them that riders were not permitted to go near the course unless they were on a motorcycle.
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I don't know if this is an AMA rule for roadraces, but it's not in the rule book. We hope, for safety's sake, that this was just a case of one of the "once-a-year bigshots" flexing his muscles. It is impossible for a rider to see bad spots in the road at one hundred plus mph, and I feel sure that Dick Hammer would not have crashed, had he walked turn one before the race.
ONE of the fun things to happen during the week at Daytona was the 10:30 to 11 p.m. "patter" show, aired over local radio. Sponsored by Webco Inc., the accessories house, and emceed by the nation's hippest cop, Roxy Rockwood, it featured interviews with the riders, news reports on practice and time trials, and of course, a run-down on the race itself, Saturday and Sunday night. Response to the show was so good that Webco figures they'll have to do it again.
Except for time trial figures and results, the show was completely improvised, which is a credit to Roxy, whose gabby gift graces many an AMA national. Roxy and Webco had no trouble getting riders to come before the mike, seeing that the studio was none other than a bar called "C'est Bon," quite well known among motorcycle and car types as a favorite racer hangout when the action is on in Daytona.
Most of the top riders appeared on the show at least once, if not twice. Ralph White gave good, serious interviews, while double winner Gary Nixon provided a touch of comedy with a reading of his own poem, which predicted the victory of Triumph over H-D. "Cassius Clay isn't the only one who can write poetry," he said.
ENGLISH race fans are divided on the Owen Greenwood Mini sidecar squabble. Some think it's the greatest, while others are out to lynch him everytime he turns up. Basically, the machine is a four-wheeler, but the two back wheels are close enough together to qualify it as a threewheeled outfit. When he first turned up with the thing last year, everything was fine until he won. Then he had to start at the back of the grid, and he still won.
The latest put-down came when the displacement limit was lowered to one liter, which was sure to get rid of the "thing," but Owen has now fitted a 970cc engine and is back in business. Top speed has not suffered much with the swap, although low end punch is off a bit; the engine is redlined at 10,000 rpm!
Greenwood is the most controversial man in English racing, and he is smart enough to take full advantage of the existing rules. He really has to keep on his toes though; there's bound to be another rule change next month.
AT the recent Mallory Park race in England, enthusiasts had their first look at the new Merlin-Villiers 250cc rotary valve single. Using a Greeves head and barrel, special Alpha crankshaft and new timing side crankcase half, it is essentially a conversion for the popular two-stroke.
Originally, the engine was developed for carting, but now Frank Higley has mounted it in his lightweight double loop frame for roadracing.
0N learning of a disagreement between the AMA technical committee and the Ducati distributor at Daytona, I decided to go have a look at the "illegal racing machines," only to find them being loaded on a trailer. It appears that a tech committee member questioned the legality of the front forks, a heated argument developed, and the importer withdrew all of the factory Ducatis.
To me, the incident was shocking, regardless of who was to blame; the Italian rider, Franco Farne, his mechanic and the machines had been flown here at considerable expense and for them not to run because of a personality clash seemed ridiculous. After talking to both parties it was agreed that I would act as mediator, despite some bitter accusations from a representative of another brand to the effect that I was on the Berliner payroll.
When the tech committee was shown photos of the forks mounted on a street machine, everything was fine, that is, until they got to the desmodromic heads; then the whole matter went before the AMA competition committee for a vote. The comp committee ruled that eliminating the valve springs constituted a change in basic design and, since the desmo heads had not been submitted for approval, the machines could not run. This was fair and reasonable. The voting by a large body kept out the possibility of persecution by an individual.
RIGHT at press time word came that Andy Lascoutx, Boston, won the 250 race at Le Mans. Report next month. ■
