The Scene
THE SCENE
IVAN J. WAGAR
THE Daytona 200-miler, the big plum in American racing, will take place on March 16 this year. And, while the 200 is the one the advertising boys are after, the activities really start on the Monday, six days before. In fact, Monday is the day I dig. Technical inspection usually starts the ball rolling for the week and, because the factories have had all winter to prepare the equipment, there can be some beautifully prepared, exotic machinery coming through the line. Also, if the Tech Committee maintains its reputation, there will be some good arguments about what is or is not legal or approved.
It is quite humorous to see the cheaters wait near the end of the line, but that is a mistake; by the time their turns come up, fuses are pretty short, and the resultant verbal exchanges are worth the price of the plane ticket.
Next to tech inspection, the most fun is going out to a favorite turn to watch styles. The Californians, who are fortunate to be able to compete through the winter in non-AMA races, take a few warm-up laps, and then “gas it.” But most of the Eastern and mid-state boys have spent their weekends shoveling snow, and sitting by the fireplace. Consequently, Monday for them is a case of just staying alive, and to hell with the fancy stuff. Usually the first Eastern rider to start going fast is Gary Nixon. Somehow he manages to shake the cobwebs by noon, and by 2 p.m. Gary is setting the standard for the whole week. He is, by anyone’s standards, one of the finest riders in the world today.
As the week progresses, there are so many things happening outside of the Speedway that it is difficult to concentrate on just road racing. There is a rumor, and at the time of this writing it is only a rumor, that this year there will be a genuine professional motocross with $5000 in prize money. Whether the motocross will replace the popular enduro remains a mystery, but either way it should be a lot of fun.
There is a short track show that is out of sight, baby. The short track is not overly popular with the major manufacturers; most of the entries are contract riders for the 200-miler, and no one wants to break anything at the short track races. American riders, because of their tremendous versatility, are likely to ride the enduro, the short track and the road races, without changing a stroke.
Speaking of contract riders, it is time to do a little speculating, or at least take a look at how things are at this point. Probably the big news is that the San Francisco Flyer, young Art Baumann, has left the Yamaha camp for a very good contract with Kawasaki. I rode the latest 250-cc Kawasaki while in Japan in October. Although the machine had the old engine, it was obvious to me that Kawasaki will be the brand to beat in the 250 race. The frame is full double cradle, and quite similar to a Manx Norton layout. The engine has the new solid state electronic ignition and will have several internal modifications for Daytona. The front fork is a Ceriani unit, and properly engineered into the total design. Kawasaki engineers on the Daytona project have borrowed brakes from the grand prix 125-cc Four for the new creation. My riding impression is that Kawasaki has managed to get rid of the front end lightness that affected Rod Gould and Ralph White last year. The new machine is very civil as a full-fledged road racer.
Art Baumann and Walt Fulton were sent to Japan by Kawasaki to try the new Daytona machines, and both lads are thoroughly impressed with the results. Several recommendations were made during testing at the FISCO circuit, but the changes are minor and should not present a problem to Kawasaki’s race engineers. The third man on Kawasaki’s Daytona line-up is “Incredible Calvin,” the San Diego Charger. Cal Rayborn not only won all the big AMA road race Nationals last year, but it is safe to say he was hardly challenged. Calvin undoubtedly is the finest road race rider in the U.S., and certainly is in the same league as Mike Hailwood in world status. Because Harley-Davidson, Cal’s major ride, will not officially be entering the Daytona 250-cc races, the firm has generously released him to ride any 250 he chooses. By the way, Cal has spent his winter months driving a Chevy Camaro in some pretty big time car races, and shows the potential of a Surtees or Gurney.
Kawasaki may be the brand to beat, but the brand to win will be Yamaha. How great can one brand be, and how long can the AMA continue to ignore the 250-cc class? Yamaha has set a record in the class at Daytona that should make Harley-Davidson, Indian, Triumph, BSA and everyone else turn a color of green that would make an Irishman homesick. The AMA, in all its doubtful wisdom, does not care the least who wins or does what in the most exciting category in American racing. Fet’s all hope the AMA Congress will force the Columbus office into according proper recognition to those who deserve it in the 250 class. I say that a separate 250 National championship should be created.
Another situation that needs looking into is the combined Amateur/Expert 250 race. In the beginning, when the 250s were slow, it mattered little if the two classes were mixed. But, for more than two years now, the fast experts on factory entries have as much as 1 5 mph on most of the privately entered amateurs. For the past two years, the riders have complained about the dangers involved, and Columbus has done nothing to separate the classes. One of the major hang-ups in practice, however, is that amateurs and experts in the big bike class cannot be on the circuit at the same time.
When big bike practice starts, there always is a hassle about who is, or is not, qualified to go out. And, after getting all the stragglers in from either class, the next class may then go on the course. Then, when it comes time for 250 practice, everyone rides together.
In this day of the modern Japanese two-stroke 250, when some of the small bikes are faster than many of the big ones, isn’t it time for a fresh look at the problem? It would, indeed, be a shame to think race organization technology has not kept pace with two-stroke engineering.
Yamaha will again have Gary Nixon, National No. 1, in the lead spot. Gary’s teammate will be Dick Mann, whom Yamaha has signed up for the 1969road race season, on both 250 and 350 machines. Dick is an old-timer, but he still is able to pull off a win, and in just about any form of motorcycle racing. Dick will, in fact, be the guy to watch in the motocross races. Third man on the Yamaha team, the young ’un, will be Ron Pierce. Ron is the teen-ager who shook up the troops at Loudon last year by winning the big bike race on his 250 Yamaha. Ron didn’t have enough smarts to get lost after the race, and was disqualified by AMA officialdom four hours after his victory—because he rode a machine that was too small.
Suzuki has decided to take a pass on the 250 race this year. The engineering department in Japan has spent so much time on design of new models for the American market that only one class could be catered for at Daytona. Thus, Suzuki again will enter factory prepared race versions of the Cobra. At this time, U.S. Suzuki has, of course, signed Ron Grant. Ron’s 5th place in the 200 last year was an outstanding achievement, considering it was Suzuki’s first attempt in the big bore category. Ron, however, is the only rider under contract with Suzuki at this time. It seems quite logical that Art Baumann will seek a Suzuki ride in the big class; his commitment with Kawasaki is for the smaller class only. Grant and Baumann have been successful teammates in the past, and it should work again, if Baumann chooses to go to Suzuki.
That’s about it for the 250 class. Apparently Ducati, Benelli and Triumph will not bother with the 250 event. So, at this time, it appears the only companies with any get up and go are Yamaha and Kawasaki. The outcome will be very interesting, to say the least.
Now to the nitty-gritty—contenders for the prize of prizes, the 200-miler. Here again it looks like a battle between two factories only. Both Harley-Davidson and Yamaha will be at the start line, but apparently BSA and Triumph have gone “bellyup” on the whole show. Semi-official Triumphs will be on hand, fielded by Triumph Baltimore, and ridden by Gary Nixon. BSA may have lone entry from BSA Western, but, at this point, even that is doubtful.
Last year’s winner, Harley-Davidson, plans to enter the same seven-man team as last year. Team leader, at least at Daytona, will be Calvin, who is even more determined than last year to win the No. 1 plate.
At this point I must inject some personal criticism. It’s about time the AMA devised a system of separate championship titles. As stated earlier in this column, Calvin won the big road races last year completely unchallenged. But, in his efforts to gain the No. 1 plate, the half-mile races resulted in panic-stricken do-or-die programs to obtain points any way possible. For the good of the AMA, and for the safety of its riders, the time has finally come to have a national road race champion, a national dirt track champion, and a national TT champion. Two very good cases back up this thinking. Eddie Mulder won four consecutive National TTs, but was not in contention for national championship honors. The second case is Calvin Rayborn. Cal also won three Nationals on the trot, but received nothing national championship-wise for his efforts. The performances of both Mulder and Rayborn would make them champions if they raced anywhere else in the world. They might even have earned as much as Joel Robert or Agostini. There is no doubt they have as much talent in their own sphere.
This year Harley-Davidson will not have that little thorn in its side: “Speedy Ready.” Yamaha International has listened to all the bad publicity given Phil Read last year. Just about every American magazine (including the one published by the AMA president) laid the bad mouth on Read. But take a look at what really happened at Daytona last year. There was a factory, an American one, that spent a lot of money (I could retire right now) to put the greatest racing team on the start line in the history of American racing. There was this Limey on a pesky ring-ding, but he had to start at the back of the grid because he went playing golf while everyone else protected their contracts by being on time for qualifying and doing the army hup-one-two as directed by the donkeys in the red hats. Anyway, Daytona had this strongest-ever racing team, and this least-liked Limey. And, know “Wot?” That damned punk little Limey just went out there and eliminated all but one of the strongest U.S. teams ever to come to Daytona.
It really is too bad Yamaha elected not to bring Read back for Daytona. With a good pit stop, there is no doubt the race would be very interesting.
Mike Duff and last year’s 250 winner, Yvon du Hamel, both will be riding for Canada’s Trevor Deeley. Trevor will be getting some of the very special Daytona Yamahas, and the two Canadian stars will compete in all AMA road race Nationals, plus important Canadian events.
Yamaha International will bring extra Daytona 250s and 350s for select dealers. Don Vesco, a former FIM Daytona winner, will have a pair of the very quick two-strokes. If Vesco’s Daytona ride approaches his performance at a recent Orange County Raceway race, organized by the AFM, he will shake up a few of the regulars.
