Continental Report
CONTINENTAL REPORT
B.R. NICHOLLS
IN MEMORIAM
As this edition went to press, it was learned that Johann Attenberger, 32, and his passenger, Joseph Schillinger, 28, were fatally injured in the crash of their sidecar outfit during the Grand Prix of Belgium at Francorchamps. Attenberger was in a heated duel for 1st place with fellow German Georg Auerbacher when the tragic mishap occurred. Attenberger and Schillinger were leaders in the world championship sidecar standings at the time of the crash.
SAMMY LOSES
The trials season in England has come to a close for 1968-and the terribly destructive hoof and mouth epidemic which prevented a full slate of competition also has ended.
Two events marked termination of bogwheeling for this year, and these are of special interest because champion Sammy Miller was beaten in both.
The first occasion was the Victory Trial, in which Scott Ellis (BSA) put Miller down, but only just. Both Ellis and Miller lost 25 marks, but Ellis was granted the victory for a better performance on the trial’s toughest hill. In 3rd place was Greeves works rider Gordon Earley, who tied with Jim Sandiford (Bultaco) at 28 points. Earley won on the special test.
The other event was not the sort for which Miller’s brilliance has been acclaimed. It was the Yorkshire Dales Trial, based on a speed schedule and bonus points. This was won by young Mick Wilkinson (Greeves), who lost 16 marks to the 24 of his brother Bill. One mark behind, in 3rd place, was Dennis Jones, riding brilliantly on a six-speed Suzuki. It will not be long before a Japanese machine wins a oneday trial-then the wailing will start.
However far away that day may be, AJS will try to postpone it, for a trials model is high on the firm’s priority list. Norton Villiers has formed an AJS Motor Cycle Division, the prime object of which is to produce the 250-cc motocross model which currently is being ridden and proved by the works team of Malcolm Davis, Dick Clayton and Chris Horsfield. This will be followed before the end of the year by a 360-cc model. The year 1969 should be interesting because AJS must make its mark then if the name is to succeed in the competitive world of motorcycle sales.
(Continued on page 116)
GREEVES CHANGE
The cast alloy beam feature of the Greeves frame is as well known to motorcyclists as is the Rolls Royce radiator shell to car buffs, but even Rolls has altered the design to keep up with modern styling trends. Is Greeves on the same track?
Recently, an experimental model has been used by works riders. The machine has a single downtube running under the engine. This joins a duplex tube which curves up behind the gearbox to join the top frame tube. Time alone will tell whether this means a production change of character for the Thundersly two-strokes.
TT REVIEW
Of all the rounds counting toward the EIM world road racing titles, the Isle of Man TT series is unique. No other meeting lasts one week, let alone the two that comprise the TT. The first is devoted to practice, and is the enthusiasts’ paradise, with opportunity to see riders at race speeds early in the morning and again in the evening. Sandwiched between is the opportunity to wander into the garages, and to see the heroes chatting with mechanics, or working on the bikes. Added to this is the go-ahead attitude of the ACU, which is trying to generate greater interest.
Last year, it was the introduction of production machine races. This year it was addition of a 750-cc sidecar class. Both appear here to stay, though the rules for the production race must be clarified if the event is not to die a natural death in a couple of years.
AGO’S YEAR
The year 1968 will be known as Agostini’s year, as it is the first time ever that a foreign
rider has won both Junior and Senior races in one week. Seldom has there been a more popular victor. The handsome young Italian was mobbed for autographs wherever he went.
Yamaha must be feeling very pleased, too, with the first 100-mph lap for a 125, and both the works machines finishing in that race, and a puncture retiring one in the 250. It seems Yamaha now has cured its problems, for both Phil Read and Bill Ivy rode hard and set records.
The new 382-cc H-D Aermacchi ridden by Jim Curry was up to 6th on the leaderboard at the end of five laps, but then a seized engine and the long push home relegated him to 29th. Nevertheless, it was an impressive debut, and the machine should prove a useful short circuit racer.
From the American point of view, it was an unfortunate meet. Maurice Candy did not get his entry endorsed and returned in time to be able to enter. Lance Weil withdrew at the end of training, and Jacques du Pont retired with his Kawasaki in the 250 event. New York newcomer John Weed qualified easily with his 125 Honda, and was on the leaderboard during practice, but damaged his foot and demolished his fairing when trying to alter the exit to Creg ny Baa. He raced, but a persistent misfire sidelined him on Lap 2.
One sobering thought, which was brought into sharp relief because both races were held on the same day, is that Ivy and Read’s finishing speeds in the 125 race would have given them 2nd and 3rd places in the Senior race. With such performances, should not the 125 race be over six laps? Certainly for the works Yamahas it should, but it would be very unkind for the private owners. Indeed, such was the machine mortality rate in the Senior that the private runner might well ask for it to be reduced to three laps!
For Paul Dunstall, the performance of Ray Pickrell on his Dominator must have been very satisfying. It was the crowning glory to some excellent rides this season, and must have more than made up for the disappointment in the 500-mile race.
Dunstall and Pickrell arrived on the Island late for practice because they had stayed in England to race at the major Brands meeting in which Ray won the main event of the day on the Dunstall. The Whitsun holiday race meetings were scrappy affairs with many riders already practicing for the TT, but John Cooper had a good day at Cadwell, winning three races. Geoff Milton won the 125 and Tom Phillips the 350, but Tom will not be riding for a while now as he crashed at the post-TT Mallory meeting. He suffered a broken hip and leg. Milton followed his 125 win as passenger for 500-cc sidecar race winner Tony Wakefield (BMW), his brotherin-law.
POST-TT MALLORY MEET
Th`e real fun came in the post-TT Mallory Park international meeting where the crowd had its first chance this year to see Hailwood, Agostini, Ivy, Read, Bryans, and Graham. It was great stuff. And, there was a riders’ strike in protest against lack of start money, allied to the fact that the works runners—who were being paid-would take most of the prize money anyway. Fortunately, the ACU steward for the meeting was a “riders’ man.” At a subsequent meeting between the riders and promoter, it was agreed that start money will be paid at international meetings for the remainder of the year and that it will be paid again for nationals next year, probably on a points system.
Hailwood still is not keen on riding the big 500 Honda on short circuits, especially those such as the difficult 1.35-mile Mallory course. Thus he took the six-cylinder 297 Honda out for the 1000-cc final. In that event, he beat Agostini handsomely, with Read on the 250 Yamaha 3rd.
Barry Randle, who placed 3rd in the Senior TT, came to grief spectacularly at Devils Elbow with the bike going up in flames. His personal injury was a broken collarbone.
Ralph Bryans (Honda Five) won the 125 race at record speed, with a record lap as well, in beating Stuart Graham (Suzuki).
The 250 final was a real blood tingler. The Goliaths were Bill Ivy and Phil Read with their Yamaha Fours. David was none other than Rod Gould with his five-port Yamaha in a Bultaco frame that ran 5th in the 250 TT. Red-headed Rodney made them fly to earn prize money. Chopping and changing places for 10 laps, Ivy beat Read by a whisker with Gould 3rd. Such was the pace that all three were credited with the identical speed for the fastest lap.
A flat battery put Ago out of the 350 final, which was won by Hailwood from Read, but the Italian made no mistake in the 500 race that Hailwood did not contest. Behind Ago, Alan Barnett (Kirby Metisse) made up for his Senior TT disappointment by beating Cooper (Seeley) for 2nd. Pip Harris (BMW) was the best of the sidecar brigade, which was notable for the absence of any top line Continental opposition.
AT THRUXTON
A week later, Barnett experienced a field day at the Thruxton circuit, winning 350-,
500-, and 1000-cc finals. In the latter two he joined in a titantic fight with Malcolm Uphill. For the 500 scrap, Barnett rode the 500 Kirby Metisse and Uphill his Norton, while in the larger capacity race Barnett was mounted on the 654 Kirby BSA Metisse against the 650 Triumph Metisse that John Hartle would have ridden, had he not been recovering from injuries he sustained at the Isle of Man. In both races these two left the field standing and, for good measure, Barnett took the lap record in the 350 race.
AT SNETTERTON
While the Thruxton meeting was being run, there was another at Snetterton. The event was poorly attended, but was notable as it was the fifth round of the Castrol challenge, and offered a 1000-cc 50-lap race with compulsory pit stop to take a gallon of gas. Favorite was Pickrell (Dunstall Dominator), but lack of spark sidelined him before half distance, and put John Cooper (Seeley) in the lead. Percy Tait (Triumph) was hampered by a bad start, but pulled up to 2nd, with Kel Carruthers (Norton) taking 3rd. It was Carruthers’ day as he also won the 350-cc race counting toward the Castrol Challenge trophy to gain a vital eight points, and lead with 27 points.
Surprise of the race, though, was the ride of Tony Smith on the BSA motocross engined machine that put in the fastest lap. But for a poor start Smith could well have given the Aussie quite a fright. Stuart Graham (Suzuki) won the 125 with a record lap. Cooper took the 250 after Gould had retired with a broken big end. Harris (BMW) took the 500 sidecar final, but in the 1000 class gave way to Chris Vincent (BSA).
RISING STARS
The early season star was Dave Croxford. Now, at the half-way stage, Alan Barnett is emerging as the tops. What does the second half of the season hold in store?
The result of the Dutch TT seems to confirm that the Yamaha team men are riding to orders, and that Phil Read is destined to become the 125 champion and Bill Ivy the victor in the 250 class. Each is well ahead on points in the respective classes. Agostini, too, leads both 350 and 500 titles in such commanding fashion that he could almost afford to retire now and still win.
For true excitement, enthusiasts must look to the sidecars. That is where the situation is wide open with three races held so far, to produce three different winners-hath, Schauzu and Attenberger. Reigning champion Klaus Enders scored his first points of the 1968 season in Holland, though he was beaten into 2nd place by Johann Attenberger (BMW) who scored his first ever title grand prix win. This gives him a narrow lead in the title hunt, with 17 points to the 16 scored by Schauzu with Path 3rd.
The real upset came in the 50-cc race, where titleholder Hans-Georg Anscheidt (Suzuki) was a length down at the checkered flag to a local rider on a Dutch machine. The man who caused the upset was Paul Lodewijkx, the machine a Jamathi, a water cooled twostroke Single that turns 14,000 rpm and transmits its power through a six-speed gearbox. The full story of the Dutch event appears in this month’s Racing Review column.
