The Scence

THE SCENCE

IVAN J. WAGAR

HOW great it is to watch a rider of Sammy Miller's caliber. Despite the speed differences, the spectator experiences the same feeling while watching Gary Nixon put in a fast lap on a mile dirt track, or Calvin Rayborn toss his KR around a twisty road race circuit. The complete mastery of man over machine is identical in all cases.

Sammy Miller readily admits that, while the rewards are generally greater in road racing or motocross, trials are as demanding and exacting as any form of two-wheeled competition, but without the dangers of some of the faster, racing-type events.

And that is the very reason why trials may well become a leading sport in the United States. Motorcycling in America is a hobby, a form of relaxation for the people who participate in it, but many Americans wish to compete in organized events, which is the American way of doing things. Trials riding gives an executive, a doctor, or banker the opportunity to spend a weekend in very rigorous competition, with the possibility of coming home with a trophy, but not a cast on a leg or a hospital bill. The cost of the most competitive bike available is well below that required for a machine which would not even make a heat race at Ascot or Daytona.

Most people think of trials riding as being the domain of the plonk specialists, moving slowly through impassable terrain at speeds below 5 mph, and during his tour of America, Sammy became somewhat unpopular with the stalwarts of the old school, when he altered the sections to meet current European standards, and thrilled spectators by doing some fairly high speed dicing through the traps. At times, Sammy looked more like Joel Robert as he reached 30 mph speeds in the observed sections. But, as Sam pointed out, if trials riders in this country should decide to go to Europe, it is much better that they know beforehand the correct techniques.

AN members impromptu of meeting the new of AMA eight Competiof the tion Congress was held at San Jose, scene of one of the recent AMA nationals. The purpose of the meeting was to see how many of the group would agree or disagree with some of the points which will undoubtedly arise at the first meeting of the congress in October. Quite naturally, the subject of Harley-Davidson's 50-percent displacement advantage was aired and, surprisingly, some members in attendance stated the belief that it is unfair, and that a straight 500-cc upper limit should be adopted.

Last year, when the H-Ds were being beaten, no one worried about the displacement advantage. It is not the purpose of this column to argue the merits of overhead valve engines, or to point out the asthmatic qualities of sidevalvers, or even to promote the use of two-stroke engines for AMA racing. It should be pointed out, however, that any rule designed to eliminate a serious competing factory from racing can only lead to continued complications. For example, what will be done about the pesky little 350 twostrokes?

After riding the 1967 Daytona 350 Yamahas, CYCLE WORLD forecast a surprise for this year's race. And, true to form, the second and third fastest qualifiers at Daytona were 350 Yamahas. The fastest qualifier was, of course, as the magazine also had predicted, a Harley-Davidson. The reason was quite simple: the Milwaukee firm had spent more money to build seven Daytona machines than most factories have spent in years of AMA racing, and H-D deserved the win.

It is fairly certain that Yamaha will have more horsepower for the next Daytona race. The increase would put the firm's machinery in the winner's circle. So maybe the AMA congress should consider limiting engines to ohv Twins between 496 and 500 cc displacement. Unfortunately, the ruling would take factory rides away from a dozen riders, rob racing of a great deal of color, and do nothing in the long run but retard racing. Better everyone involved should give some thought to inducing greater factory participation in racing, and try to find ways to make racing more appealing to the general public.

IN theCYCLE WORLD Road Test of the Suzuki 305 Raider (CW, Oct.'68), the machine's price was listed at $609. U.S. Suzuki reports the price should have read $699 p. o. e.