Isle of Man

ISLE OF MAN

After 64 Years, Criticism Is Mounting, But The TT Is Strong Enough to Survive.

B.R. NICHOLLS

SOMEBODY UPSET the wee folk this year in the Isle of Man. In fact it must have been a good few people who ignored them as they crossed the Fairy Bridge from the airport to Douglas or when out touring. It is an old Manx custom that locals and visitors alike say "Hallo" or "Good day, wee people" as a mark of respect. Not to do so is both rude and courting trouble, and I, for one, will never deny their existence. 1971 was the year when they decided to take a hand in things, and just look at what happened.

It is at least five years since a works MV broke down during a race because of mechanical trouble but it happened after 24 miles of the 1 97 1 350 TT.

It is 13 years, get the significance?, since the Senior TT had to be postponed and held a day late on Saturday instead of Friday. It happened in 1958 and now again in 1971. Hundreds of pilgrims from all over England make an excursion trip for one day to see the 125 and Senior races on the final day. This year they saw a dull and wet 125 race and then had to return home in pouring rain Friday night without seeing the Senior.

Some took a chance and stayed on for the race on Saturday. Sunday boats out of Douglas either returned to the Island after sailing halfway to Liverpool or were diverted 200 miles north into a Scottish port when Liverpool docks were closed because of a liquid gas leak into the river Mersey. It could only have happened in 1971.

Now do you believe in the wee folk? Well they had still not finished having their fun because on the Sunday following the Senior race, all the TT crowds were going back to the mainland when a party of 20 Americans arrived by air to see the races. A $2500 trip to watch the TT that arrived too late for the races. Somebody must have upset the wee folk. But journalists are superstitious fellows and Motor Cycle Weekly editor John Weed is the last to forget Manx legend. So he returned to California with a silver replica for 12th place in the 1 25 race on a Honda.

Ed Fletcher of Philadelphia, passengering for Maurice Candy from Delaware, must also have got the impression that Lady Luck was around the place. Ed teamed up with Maurice in 1967, and they first rode the TT together in 1968. This year they struck trouble on the second lap of the 750 race when the twistgrip rubber came off. They fixed it and forced on to 11 th place and silver replicas. In the 500 class Ed raced for the first time in his life in the rain with fog on the mountain that restricted visibility to about 50 yd. They made 12th.

Reg Pridmore and Ernie Caesar were not so lucky. They completed practice and qualified without trouble but then developed a misfire which they thought they had cured. It really plagued them during the race, denying them any chance of a bronze replica that could so easily have been theirs. Instead they had to make do with a finishers award. Pridmore and Caesar, both of whom are from Santa Barbara, made a team effort that reflected great credit on all concerned. The preparation of the 745-cc Norton-engined RGM outfit brought forth the remark, “Excellent, beautifully prepared,” from one of the scrutineers. It was certainly one of the cleanest and best prepared in the race. Sponsor Eric Seaman paid the $500 for freighting the outfit and hiring a van; Webco provided leathers, Bell, the helmets, and Torco, the oil. The California Sidehack Association had a whip round that provided another $100. Pat Peddicord of Santa Barbara Suzuki gave Reg time off and helped with the power unit, and Paul Curiel, the racing enthusiast of Santa Barbara Yamaha, decided he would not miss Ernie. George Wenn was responsible for the needle bearings in the cam and rocker shafts that helped the machine reach a top speed of 1 17 mph. The bike was run slightly overgeared for the TT circuit, as the main object of the trip was to finish. That they did, but if only the wee folk had left those carbs alone . . .

The 350 and 500 classes had been dominated by Giacomo Agostini, who was also making himself a name for his outspoken criticism of the TT circuit, a subject upon which riders seem to be very much divided. There is no denying that the course of over 37 miles is difficult to learn, and its stone walls, houses, trees and curbstones leave little margin for error by the rider. Also, the bumpiness, slow and fast corners and 1400-ft. climb up the mountain with the rush down again certainly sorts out the machinery. But that is the nature of the TT and, with a history going back to 1907, the races are strong enough to survive, at present purely on the attraction of the competitor being able to say “1 raced in the TT.” Phil Read is another who agrees with Agostini, but he went to get world championship points in his chase for the 250 title and led the class at the end of practice. Top of the 125s was Swedish rider Bjore Jansson on a Maico. BMWs completely dominated the 500 sidecar class with Georg Auerbacher out front, while his fellow countryman Siegfried Schauzu led the 750s.

The addition to the program of the American style Formula 750 race over three laps meant that two races had to be held on the Saturday evening prior to race week. The other event was the 750 sidecar.

FORMULA 750 CLASS

As the FIM has yet to recognize the Formula 750 class, it could not be run under an international heading. Nevertheless, competition was expected to be keen between the national riders on BSA and Triumph Threes, with the opposition of Peter Williams (Norton) for good measure. The traditional TT start is in pairs at 10-sec. intervals with the good old fashioned run-and-bump style. This was amended for the Formula 750 to a clutch start with engines running, retaining the 10-sec. interval between pairs. The dutch start is an essential part of American racing and is the most American part of the rules governing the Formula 750 that were agreed upon between the AMA and ACU earlier in the year. It is designed so that there should be a common racing class on both sides of the Atlantic, thus making for easy competition between the countries. If the FIM wants to be the truly representative body of motorcycle sport in the world, then no doubt the class will become an international one. Like all things new, some people do not understand them fully but it came as a helluva surprise when the race started to find Peter Williams push-starting his works Norton. Small wonder that Ray Pickrell on the BSA Rocket had caught him by Ballacraine, seven miles out, and so made up the 10-sec. starting interval. Another one in trouble was Charlie Sanby on the Kuhn Norton; his mechanic was changing plugs when it was his time to start. Then came one of those on-the-spot decisions that restores faith in much maligned race officials: Sanby was allowed to start at the end of the field without time penalty.

All eyes were on the Pickrell/ Williams scrap as they rushed around together; but they were not the leaders!

Those with stopwatches round the course were correctly calculating that Tony Jefferies on a works Triumph, back up man to Pickrell, had taken the lead, and that Sanby was 2nd.

At the end of the first lap, Jefferies had almost 6 sec. in hand over Sanby. Sanby, in turn, was a mere 1.4 sec. ahead of Pickrell, who was still keeping company with Williams, though leading him by 10.4 sec.

Each of the first three gained slightly over the next man on the second lap, but as they hurtled into the 3rd and last lap, the Sanby challenge that everyone expected disappeared. The Norton coasted silently to a halt four miles out at Crosby.

So Jefferies raced on to win by 26 sec. from Pickrell; Williams’ ailing Norton was 3rd. Big surprise of the race, however, was the riding of Canadian Bert C lark on the 350 Deeley Yamaha, who took 4th on the last lap, beating several fancied riders on bigger machinery.

FORMULA 750 RESULTS

AUERBACHER/BMW WIN 750 SIDECAR EVENT

Following the solos came the sidecars. The second race started at 7 p.m., by which time it was cooler than for the solos; flies continued to be a problem, though, particularly for those with goggles instead of the Yankee style helmet with peel-off visors.

Despite the cool conditions ideal for racing, machine mortality was high. Seventeen of 31 starters failed to finish the Formula 750 race, and of the 80 starters for the sidecar race only 37 were destined to finish.

From the start last year’s winner Siegfried Schauzu hurtled into the lead with his 750 BMW and shattered the lap record from a standing start, slicing 17 sec. off the previous best set by Klaus Fnders last year. His 93.44 mph figure gave him a lead of over 40 sec. at the end of the first lap from Georg Auerbacher (BMW), who was in trouble with a slipping clutch. Then on the second lap Schauzu’s engine cried enough, and he was out of the race.

Auerbacher then took over the lead despite his clutch trouble, and into 2nd moved Chris Vincent on his big BSA. By the end of the second lap Auerbacher’s was the only BMW left and that was in danger of being picked off by Vincent until the BSA retired early in the third lap.

With all the top men retiring, it was left to Auerbacher to nurse his machine through what must have been an agonizing last lap, as he went slower and slower to finally gain his first ever TT win after 10 years of trying. His last lap speed of 81.61 mph was a far cry from his opening lap of 90.78.

Even so, he had 4 min. in hand over the 2nd placeman Alan Sansum (Triumph), who had spent a couple of minutes on the final lap straightening things out after a minor crash. Sansum is a familiar figure at short circuit meetings. Robin Williamson (700 Weslake) was virtually unknown before taking 3rd place on only his second trip to the Island.

750cc SIDECAR RESULTS

MV FAILS IN 350 CLASS

The following Monday spectators looked apprehensively at the mountain where visibility was down to 100 yd. because of mist, but the roads were dry and the 350 race over five laps started promptly at 1 1 o’clock, with the works MV ace Giacomo Agostini firm favorite as the winner against a predominantly Yamaha opposition. There is no such thing as a racing certainty. Nevertheless, the MV machinery has given a good idea of what one is like over the past five years; it is a record of which MV is justifiably proud. However that record went bang in the 350 TT on the first lap when a perfectly good working arrangement was spoiled by the valves and piston shaking hands in one of the cylinders. So Ago cruised silently to a halt in Ramsey and suddenly the race was wide open.

Phil Read (Yamaha) stamped his authority on the race with a standing start lap at 100.37, despite the fact that rain had started to fall on the mountain. He led from Alan Barnett (Yamsel) and Rod Gould (Yamaha), the order being the same at the end of the second lap.

Then on the third circuit Gould dropped it at the Quarter Bridge but continued. Barnett then crashed in Glen Helen, putting himself out of the race. Nor did all seem well with Read, as he had difficulty in restarting after his gas stop. He still held the lead at the end of Lap 3 from Gould, who was struggling to hold off a challenge from Gordon Pantall (Yamaha), less than 3 sec. behind him. It was Pantall’s first TT and he was using Manx Grand Prix experience to good advantage. Now for the first time into the first six came Tony Jefferies (Yamsel), who had won the Formula 750 two days earlier. With Read dropping out with a cracked frame on the fourth lap, Jefferies moved into 2nd behind Dudley Robinson (Yamaha), who was enjoying his moment of glory before having to lose time with a gas stop. Gould retired at the end of Lap 4 and Robinson crashed on the final lap, so Jefferies won from Pantall, who had crashed on Lap 2 and was riding with a badly swollen hand. A steady polished performance from veteran Bill Smith (Honda) saw him safely into 3rd place.

350cc JUNIOR TT RESULTS

SCHAUZU LEADS 500 SIDECAR

The junior race had finished with weather conditions getting worse as rain spread around the 37-mile course, so the prospect for the 500 sidecar entry was not good. The last time the 350 race had been over five laps was in 1954 when Rod Coleman won on the works triple knocker AJS, and his speed was quicker than the 1971 race. The sidecar too was destined to be a slow race, though conditions improved towards the end. Once again it was Schauzu who dominated the scene in a battle with Auerbacher. With nobody to challenge the German pair, they waged their private battle in close combat as Schauzu led up the mountain for the third and last time. In a final bid to snatch victory, Auerbacher stormed back to cut Schauzu’s lead. When Schauzu’s motor cut out at Governors Bridge, it looked as if Auerbacher would win. But it was only a momentary lapse, and he held on for victory by 5.4 sec. The experienced Arsenius Butscher was 3rd with Jeff Gawley 4th and a brilliant new (;erman, Richard Wegener, 5th. Chris Vincent (BSA), 6th, prevented a clean sweep by the Munich Twins, It was Schauzu's fifth `FT win.

500cc SIDECAR RESULTS

FOUR-LAP 250 RACE

The Wednesday program kicked off with the four-lap 250 race. Phil Read had set his heart on winning it, as it would hoist him to the top of the world championship table for that class and also give him his first 250cc TT victory. He was not to be denied in his ambition for he rode brilliantly with an opening lap at over 100 mph and never surrendered the lead he gained from the moment he started. His main opposition was expected to come from Rod Gould and Peter Williams, who had been given the works MZ even though he had not practiced on it.

Read and Williams started together but the Yamaha fired quicker and cleaner. Read was so intent on victory that he pulled out a 10 sec. lead over Williams in the first lap, at the end of which Williams retired at the pits with a suspect crankshaft.

Barry Randle moved into 2nd at the end of Lap 2. Gould was 15 sec. down in 3rd place, as his Yamaha was slightly down on revs and shaking under heavy braking. With four laps to race, most riders were having to make a gas stop at some time. Randle did it on the second, so Gould moved into 2nd place, only to lose out one lap later when he gassed. Randle took 2nd again and Barnett, with a big tank, made a non-stop run to take 3rd place away from Gould. The big tank slowed Barnett in the early stages and is always a problem over the bumps on the first lap or so, but it is a tremendous advantage to know that no stop is necessary. Also, there is always the nagging worry for a rider who has to stop for gas that there could be problems starting again.

250cc RESULTS

PRODUCTION MACHINE RACE

Following the 250s was the four-lap production machine race, which was three races in one. Utilizing the old style Le Mans start, the 750s left first. Three minutes later the 500 started, and the 250, after a further three minutes. The race settled into the expected pattern of Ray Pickrell (Trident) out front with Peter Williams (Commando) thrilling the crowd with a wheel-to-wheel dice. It continued for two laps, and at the end of two Williams stopped at the pits for gas. But Pickrell went straight through. The Triumph team had planned for a non-stop run, which meant Pickrell had sneaked a 40-sec. lead. Williams set off in pursuit, having already set a lap record at 101.06 on the second lap. But again his luck was out; although he had cut back 6 sec., his engine died at the Bungalow, and Pickrell went on to win from teammate Jefferies. Bob Heath (Rocket Three) finished in 3rd place.

In the 500 class John Williams (Honda) (no relation to Peter) led from start to finish from Roger Bowler (Triumph) and Gordon Pantall (Suzuki). In similar vein, the 250 class went to veteran Bill Smith (Honda) from Charlie Williams (no relation to Peter or John) on a Yamaha and Tommy Robb (Honda).

PRODUCTION RACE RESULTS

MORTIMER TAKES 125 CLASS

The weather for the Wednesday races had been good, dry all around the course and no mist on the mountain. The following day there was sun for the vintage machine rally and the weigh in for the Friday races. That was the last time for the TT pilgrims. Friday was a disaster.

With clouds low over the mountains and a bad forecast for the day, the l 25s got away at I l o’clock virtually as a one horse race. Charles Mortimer had taken over the works Yamaha from Rod Gould and was the man to beat. Barry Sheene was also riding but lack of knowledge of the TT course handicapped him, together with starting number one. All Mortimer had to do was catch Sheene and he would have a 10-sec. lead on him. The only other possible challenger was Borje Jansson (Maieo), who started at the same time as Mortimer.

All the likely contenders for world championship honors had apparently agreed not to contest the TT, which made it all the more surprising that reigning champion Dieter Braun should have allowed Sheene to take over his entry.

Initially Sheene led on the roads and corrected time. However, by the time they got to Ramsey, Mortimer led Sheene into the square and pulled out half a minute over the mountain section through rain and mist. Sheene fell and retired at Quarter Bridge on the second lap. Jansson then moved into 2nd place with regular competitor in the Island John Kiddie (Honda) 3rd, and that was how it went to the finish. Very dull, very wet and particularly cold for those who had elected to choose the mountain as their viewpoint.

125 RESULTS

SENIOR RACE

The climax of the whole week, the Senior race, was due to start at 1 :30. It was immediately put back one hour as the cloud and rain got worse, and before the hour was up, it was further delayed until 4:30. Finally at about 3:30 the race was postponed from Friday and scheduled for 1 1 o’clock Saturday morning.

Came Saturday morning and anxious eyes once again gazed toward the mountains shrouded in cloud patches. A delay of half an hour was necessary before the flag fell. Away they went, though conditions were not good and blustery winds made mountain sections particularly difficult. Agostini completed his first lap at an average speed of 104.75 mph. Peter Williams (Arter Matchless) followed in 2nd place with similarly mounted John Williams (no relation) 3rd, and Frank Perris (Suzuki), 4th.

The second lap had the two leaders in trouble. Williams had no clutch and Ago misfired badly at low revs. Had the wee folk struck again?

Ago came into the pits, took the opportunity to gas and check carbs, which seemed to be flooding then, lost almost two minutes in the process, and rushed off, still in the lead. Williams just did not bother to use the clutch. The first four held their stations until the fifth lap, when John Williams ran out of sparks. So Perris took 3rd. Ago continued to misfire at low revs, but the MV sounded sweet as a nut when really buzzing, so he went on to take the Senior trophy for the fourth year in succession. And for Peter Williams there was yet another 2nd place to his credit. But most of the crowd had left the previous day wanting to forget the 1971 TT series, which was memorable mostly for the new Formula 750 race that seems to have a great future.

SENIOR RESULTS