Gazing At the Crystal Ball
GAZING AT THE CRYSTAL BALL
Grand National Racing is Upon Us Once Again. Who Expects to do What on What and to Whom on the 28-Race Merry-Go-Round
D. Randy Riggs
During the 110-day layoff between the final National Championship race of 1976 at Ascot and this year's first event of prominence in Houston's Astrodome, great chaos existed as riders and mechanics alike turned to new avenues and worked to put together a racing program for 1977. The layoff is a time for both pressure and relaxation, a kind of catnap from the rigors of the circuit. But there is also desperation on the part of a few as they struggle to line up new rides and sponsors, or grasp in vain for the old.
Complicating the problem for many is the lack of factory sponsorships and contracts available to riders in Grand National competition. Harley-Davidson’s official team has been trimmed to three riders, and Yamaha has only one. There is no factory participation by Kawasaki, Honda or Suzuki. Memories of the nottoo-distant past will conjure up fond thoughts of team Triumphs and Nortons that are no more. It is a sad state of affairs for the people involved in Grand National competition, a trend that had its beginnings about five years ago and is showing no signs of taking a turn in the near future.
Despite an upsurge in attendance at the majority of national points paying races that created a more lucrative arena for sponsors and advertisers, costs skyrocketed and stretched factory racing budgets to the limit and restricted their participation.
Not so with motocross, however. Here budgets and programs have been expanded because of the profitable motocross market. A potential buyer spectating at a motocross event on Sunday can walk into a dealer on Monday and buy what he or she saw being raced. And the following weekend they can be racing, without the high-speed danger associated with scrambles and flat track competition. So while Grand National racing budgets and rider lists are reduced, professional motocross stars are in profitable surroundings. At the same time, amateur motocross riders with professional aspirations have a more attractive picture to look forward to, based solely on the number of factory rides available in both forms of racing.
The downward trend in amateur Class C competition is more pronounced in the west, where scrambles tracks and small ovals are being replaced by motocross circuits or are going out of business. This in effect depletes the Class C rider pool where new talent is developed, probably a big reason why a large number of the upand-coming Grand National riders hail from regions of the country other than southern California.
Despite the increased purses and attendance in Grand National racing, expenses for participants have gone up making it even more necessary to latch onto important sponsors. Because of the monetary requirements, that is becoming more and more difficult to do. The age of the privateer is upon us, with support monies being drawn from accessory manufacturers, dealers, non-industry related products and private individuals with the love of the sport in mind.
The national schedule is such that the season’s opening races in the Astrodome don’t often give a good indication of what a rider will do for the remainder of the year. Usually there isn’t enough time for an individual to get a solid program established by the late-January event, so they’ll put together a couple of temporary rides in order to do the job at Houston. Though there are two road races in March, the months of February and April are open, and the first dirt race following Houston isn’t until the middle of May. In other words, the extra time is helpful.
The off months will see riders and mechanics spending much appreciated time with their families and friends, tending to neglected chores around the house, looking after business matters and just generally kicking back and relaxing after the year’s grind. Then it’s time to get their act in gear and sort out the plans for the season to come.
For 1977 a couple of important changes will affect the riders who follow most of the circuit. The addition of two more points-paying pavement events will put that much more pressure on those who don’t normally contest road races. Originally it looked as if eight road events would be on the schedule, but the final version has amended that to six.
In short track competition, displacement has been changed and is limited to 250-cc engines, rather than the previous 360 cc. Though this eliminates machines such as the four-stroke 350-cc Honda Single, it opens up the competition to brands that previously were not competitive. Since just about everybody builds a 250-cc Single, expect to see everything from Ossas to Harleys running in short track trim. The negative aspect of this is the fact that there are only two events of this type all season long on the national trail.
Nine half miles dominate the schedule> and the riders are familiar with all of them except the one that will run in Middletown, New York. This form of motorcycle competition is perhaps the most intense of all, because of the high speeds, tight quarters and tightly bunched riders. Half-miles on the calendar include night and day races, as well as groove and cushion surfaces.
Next on the list are the six pavement events previously mentioned. All the tracks have been used before for national competition, so veteran riders will remember the circuits. There are also six exciting mile track events, including the Indianapolis double-header which proved so popular last year. Miles are rated as favorites with both fans and riders.
Five TTs and two short tracks complete the schedule. Anyone with hopes of a shot at the title has to have the ability to ride all the events with a high degree of expertise. Although Jay Springsteen proved last year that he could win the championship without road racing, the small number of pavement events on the schedule was in his favor.
This year Jay is once again on the Harley-Davidson team, carrying the Number One plates. It is doubtful that H-D will do much in the way of heavyweight road racing this year, unless they pull a rabbit (and a competitive machine) out of the hat. This will put the emphasis on the dirt, and the Springer has proved he can handle that end of things. Expect to see little in the way of major changes with H-D team bikes. One doesn’t like to fiddle much with something as successfully proven as the V-Twins out of Milwaukee, and they were the best dirt trackers on the circuit in 1976. Joining Jay will be veteran Corky Keener, who will be coming back from a serious leg injury which held him back in the standing last year. Corky is one of the most ferocious oval riders in the country, whether it is miles or half miles and will be healthy and eager to go. Ted Boody will have his first factory ride. He showed exceptional promise last season and was the nation’s second best rookie expert. Boody is a good all-around rider, which makes him even more of a threat.
The Yamaha factory team consists of Kenny Roberts, who needs no introduction. Kenny is probably the best allaround motorcycle racer in the world and has put together a strong program for 1977. Yamaha’s efforts will concentrate on delivering more of his OU-72 dirt tracker’s power to the ground through new chassis combinations, which will feature monoshock rear suspension. His road racing effort will also receive more attention as Kel Carruthers and Bud Aksland will be concentrating just on it, rather than dividing their time with the Dirt Track program.
The country’s top privateer, who, despite tough odds, very nearly won his second consecutive National Championship in 1976, is Gary Scott. Scott showed more determination and courage than most people thought he had. He made enemies, bucked powerful factories, stood up for what he believed in and proved beyond a shadow of a doubt that he is one hell of a racer, a professional to the hilt and will risk a lot for the sake of winning. Gary’s program for 1977 will be close to what he did in 1976. He’ll be using the bike that suits him best for each particular application—everything from Yamaha road racers and short trackers to Harley flat trackers to Triumph and Yamaha TT bikes. The difference will be that he has signed a three-year contract with Evel Knievel, meaning extra support money for his program. Like Gene Romero did last year, Gary will be riding machines referred to as Evel Knievel Specials. Gary also has a two-year option after the initial three years are up.
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Rex Beauchamp and Mike Kidd have a deal pending with Mert Lawwill for the season, but it pivots on a money sponsorship from a major company. If the deal works out, Mike and Rex will ride H-Ds prepared by Mert at the majority of events. Mike will ride a Penton in the short tracks under official Penton sponsorship, Rex will stick with his two-stroke H-D. Lawwdll will probably make this season his last on the circuit. He may contest a few events halfw'ay through the year, and if he’s successful will run a few' more. Mert has been hampered by an inner ear problem which affects his balance. If he does retire this season it will be a big loss to racing, but at the same time it’s obvious that he intends to stay active in the sport.
Rex Beauchamp's machinery will be supplied by H-D, as will Greg Sassaman’s, but neither wall receive support in the way of mechanics. Greg intends to do most of his own mechanical work during the year, and will be at most of the races.
Former National Champion Gene Romero plans a limited schedule in motorcycle racing this year. Gene has been interested in racing on four wheels instead of two for quite awhile and this is the year for the break. Romero will ride Yamaha road racers and H-D trackers.
The 1976 Rookie of the Year, Steve Eklund, a three-time national winner, should be even more of a threat now that he has some experience under his belt. Eklund was approached by at least one factory, but elected to continue his close association with sponsor Mario Zanotti and mechanic Frank Nye. Eklund's biggest problem last season seemed to be his H-D Miler and its self-destructive nature, but Dick O’Brien from H-D has promised him support in that realm. No doubt it w ill help Steve’s Harleys to live longer. If they do, you might just see Eklund put one of those miles under his belt this year.
At times a rider or two will pop into the picture almost unexpectedly and at the end of the year, be right up there in the points tally. Randy Cleek was one such rider in 1976, scoring in many of the events and winding up the 5th-ranked rider in the country. Randy will probably go again with his sponsorship from Bel-Ray, ride Yamaha road racers from the Mississippi Fats and the Hole In the Wall Gang, and run his own dirt track program utilizing H-Ds and Yamahas.
Equipment? Expect to see the usual plethora of specialty frames in use around the country. One can now buy a chassis from C&J, Red Line, Champion (now7 under the Red Line name) Star Racer, Boss, K-R Racing, Mert Lawwill, and Gary Scott for one purpose or another, and for various engine combinations. The choice seems limitless and confusing at the same time.
There is a high degree of interest in the Yamaha four-stroke Twin for Class C racing, despite H-D’s dominance and availability. For this reason Yamaha plans to market 750-cc OU-72 kits for interested riders. The price is as yet undetermined, but there’s no doubt spectators will see much more of the brand on the oval tracks this season, though the strong-running H-Ds will still give them a licking. Harley built another batch of 750-cc trackers that were quickly sw7ooped up by riders around the country. They’ll continue to dominate the ovals, Yamaha will maintain a stranglehold on road racing with latest versions of their 750 Fours, the TZ750D (a close copy of last year’s factory OW-31s) and an assortment of brands will turn up winners in TT and short track results. 0
