Continental Report
CONTINENTAL REPORT
B.R. NICHOLLS
SAMMY MILLER RETIRES
Saminy Miller has retired from full time trials riding. That was the bombshell that exploded one week after he lost the British title to Gordon Farley (Montesa). Farley had not even started competitive riding when Miller first took the title 12 years ago. Since then, he has had a stranglehold on it that was not even broken when he switched, in 1965, from his famous 500 Ariel to a 250-cc Bultaco two-stroke. Miller virtu-
ally designed the machine himself, and his exploits on it have made him the most successful trials rider of all time.
On top of his 1 1 consecutive British titles, he took the European crown twice, the Scottish Six Days five times, the British Fxperts six, and the rugged Scott seven, the last of which, in 1970, he set a unique record, taking both the premiere and veteran’s award. Miller gave up a brilliant road race career to concentrate on trials and brought to that branch of the sport a brand of professionalism previously only associated with motocross or road racing.
The development of the Bultaco Sherpa at a time when the American market was looking for a less dangerous and damaging sport than road racing led to the “trials school” idea and Bultaco sponsored Sammy’s trips to the States.
A legend grew up around him in his own lifetime, yet he was criticized because his only interest was winning. His standards were the criterion; sections were designed just to defeat Sam. Consequently, everybody had to try that much harder to ride a section, thus improving riding generally.
Sam is still capable of beating the best, but at 38 feels it is time to devote more effort to his business. He has turned his back on all international and national trials, though he will still ride in local events just for the fun of it.
SMITH WILL COMPETE AGAIN
Jeff Smith is looking forward to another grand prix season contesting the world 250-cc motocross title on a fourstroke BSA. He was world 500 champion in 1964 and ’65. Whilst Smith is the first to underline the fact that this is not a factory-backed attempt to win the title, there is no doubt that he could well spring the odd surprise during the series, particularly when the going is very wet or the premium is on ability rather than the speed of the machine.
BSAs SCORE IN TV MOTO
Having arrived back from their American tour, the Beesa boys promptly took the lion’s share of the prize money at the latest television motocross meeting. The Yankee tour could hardly have prepared them for the snow-covered frozen circuit that greeted them in Somerset, so it was full marks for mastering the very tricky and slippery conditions.
The only rider to get the better of them was Bryan Wade (Husqvarna) in the 250 race. Malcolm Davis (AJS) was first away but soon parted company with his machine, letting Vic Allan (Greeves) into the lead. Allan fell shortly after being overtaken by Wade. Meanwhile, Jeff Smith had been climbing through the field and started the final lap in 2nd place, some 20 yds. behind Wade. Wade was not to be denied, however, and won by 10 yds., with Smith 2nd and Vic Eastwood (Husqvarna) 3rd.
In the two races which followed (one for 500-cc and one for up to 1000-cc
machines) Banks gained just the morale boost he was looking for with two wins. He was followed home on both occasions by his teammate Dave Nicoll. In the 500 event Eastwood was the first of the two-strokes in 3rd spot. In the other race Smith made it a Beesa 1-2-3 with Arthur Browning (Greeves) the first of the strokers. Now Banks can look forward to the 1971 season with restored confidence after an injury-forced lay-off in 1970. With his past form and present machine (a factory four-stroke), 1 cannot see many organizers turning down his entries.
Rumors that GreCves works rider Vic Allan would be changing to BSA have still not come to fruition, though there is no doubt that he has been having talks with the BSA factory. Ex-AJS teamster Andy Roberton has already signed to ride BSA in 1971 despite his very limited experience of racing a four-stroke. This will leave Malcolm Davis as the sole AJS factory rider, and, as British 250 champion, he is anxious to contest the world series in 1971. The factory does not seem to be interested, though, so AJS could find themselves with one unhappy rider or no rider at all.
YULETIDE RACE SNOWED OUT
The annual Yuletide road race meeting at Brands Hatch should have been the highlight of the Christmas weekend, but our first really white Christmas for many years saw the track under several inches of snow. So we muttered words of thanks and stayed by the fireside, wondering why the hell the road racers cannot stick to their own season for racing.
SEELEY CONDOR SEEN IN SHOWS
It was just the sort of weather for motorcycle shows and just to be different we had two in London very soon after. The first was the Racing and Sporting Motorcycle Show sponsored by the magazine Motorcycle Mechanics and the second the Outdoor Holiday Show not devoted entirely to bikes but supported by the Industries Association.
Star of both events without any doubt was the Seeley Condor first mentioned in this column last month. For those who want to get back to the punchy power of a big Single or if you yearn for a competition bred machine with racing lines, this is the one for you. As can be seen from the photograph, it is powered by the 496-cc overhead camshaft Seeley G50 engine, with a bore of 90mm and a stroke of 78mm. 9:1 compression ratio, an Amal Concentric carburetor and Lucas coil and battery ignition which replaces the Lucas rotating-magnet magneto.
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The frame is a Seeley Duplex unit made from bronze welded, nickel plated, 531 tubing. It is simply the racing frame with minor modifications. Suspension is by Seeley forks and Girling rear adjustable dampeners.
The transmission is a Seely-PGT fivespeed box. Claimed bhp is 45 at 6500 rpm for the slightly detuned engine, and a top speed is around 1 20 mph. The gas tank holds 3.5 gal. and the alloy oil tank has a working capacity of 7 pts. Weight has been kept down to 310 lb. and the prototype has fenders, seat, gas and oil tanks finished in stove enameled flame orange. The seat top is beige. Color can be ordered to individual requirements.
If you are interested in one of these race bred aristocrats, drop a line to Colin Seeley Racing Developments Ltd., Stapley Road, Belvedere, Kent, England.
POTENTIAL ISDT MOUNTS
Back in the realms of practicality was the prototype 175-cc Puch powered Greeves Pathfinder, built with the fact in mind that the ISDT will be held in the British Isles this year. The production version of this will have the air filter fixed under a larger seat. It should prove the ideal mount for those wishing to fly to the U.K. and pick up a bike for the trial over here. The Rickmans were showing (for the first time in England) the mini-Enduro 1 25-cc Zundapp powered five speeder which is available in kit form. This is another Six Days machine with great potential that has already been in action in the States. Catering to the owners of bigger bangers who want a disc brake, Rickmans were also showing a special bolt-on model to enhance most machines.
ENGLISH CHOPPER CRAZE
The “chopper" craze has reached us with a vengeance and many dealers are jumping on the bandwagon while it lasts. The Sprite concern has even gone to the extent of marketing a production chopper based on the 1 25-cc Sachs powered machine they sell. I he most exotic in this line, however, was the “Easy Rider" 250 Honda offered by Read’s of Leyton. At least it looked possible to ride which is more than could be said for the geometry of some.
SHADOW 70 VINCENT
Did you think the Vincent was dead? Well it just will not lie down and is available in kit form with nickel plated frame and telescopic forks from Roger Slater Engineering. It is known as the Shadow 70. and has 1000 potent ce’s.
ITAL JET FUN BIKE
Best of the fun bikes was one for the very young, made by I tal Jet ot Bologna. Italy. A really scaled down model using a 25-cc two-stroke engine, a single speed, an automatic clutch, full width hubs and front and rear brakes operated from the handlebars. It runs on a 5 percent petroil mix, weighs 59 lb., is 44 in. long and 19 in. high. It is geared to a top speed of 9 mph, comes in kit form and takes about an hour to build. A “bigger brother” model is available in 50-cc capacity with a top speed of about 25 mph.
NEW PROTAR MODELS
It is only another small step down from these working bikes to the Protar models and there are two more in the range now. The first is the BMW solo racer of the Fifties ridden by such famous men as Walter Zeller, Fergus Anderson. John Surtees and Geoff Duke. The other is a motocross model, the Greeves Griffon. Both are up to the usual impeccable standard, though experienced readers may ask why the BMW has telescopic forks instead of the Earles type used for the greater part ot the life of the works solo. They probably will not get an answer.
