Continental Report
CONTINENTAL REPORT
B. R. NICHOLLS
You MAY REMEMBER that last month I mentioned the trend in the sport which seemed to be the end of the 500cc class because of two factors. The first of these was the possible end of production of the big Matchless and Manx Norton machines and the second the very high speeds that this class was now producing. The high speeds are again the result of two main factors: the first, course improvement, and this is especially so in the Isle of Man, and the second the high hysteresis tyres that enable the rider to lean the bike to almost “impossible” angles. This last point has been used by Dunlop in production of their new tyre which made its debut at the Isle of Man this year, the idea being to give more tyre to ground contact area when the bike is leant over.
Riders still seem to be sharply divided on this point as some argue that when upright — the ideal braking position — the ground to tire area is reduced and consequently the efficiency of the brakes is reduced also. No one over here at the moment is experimenting with disc brakes on a solo racing machine but some sidecar racers are doing so. Increased speed, however obtained, must be accompanied by better braking and development in this field will eventually find its way onto the road machines so in this respect higher speeds are a good thing.
But to return to the problem of new machinery for the racers next year it seems that early rumours were neither right nor wrong. 1963 AJS 7R and Matchless machines have already been made and only a few of the 7Rs remain unsold; the Norton situation is still not clear but I think work will take place on developing the twin as it is a much cheaper machine to maintain and there is plenty of scope for development. During the past season Derek Minter has been riding a 650cc works twin in events where the capacity limit allows it. But what the point of this is I cannot see. The Brands Hatch organisers have long run a race in their programme for expert riders on machines up to lOOOcc and taking full advantage of this one Paul Dunstall tuned and rode a 650cc Norton Dominator which soon became known to all race fans as the Dunstall Dommie. Paul does not ride now but still tunes and enters his machine which is usually good for a place in the first three. This was a cheaper way of going racing than with a 500 Manx and others were quick to spot it so we now have a new class developing virtually on one circuit in this country for a larger capacity machine, whereas in the World Championship series organisers favour smaller classes.
There are eleven championship meetings, and only the Isle of Man and Dutch G.P. organisers cater to all classes; there are only six sidecar and 350cc races, eight for the 500s, ten for the 250s and 50s and a maximum of eleven for the 125cc class. So where will it all lead? Next season will be much the same as
the past I think but I expect to see the trend to favouring the smaller classes continue because this is where we see different makes of works machinery — the 500cc M.V. will always be a crowd puller so it looks as if the 350 class will again be the Cinderella of the championships in 1963, the more so as Güera has denied any possibility of racing in 1963, not even loaning bikes to private runners.
The Argentine Grand Prix meeting held on October 14th was the last of the championship rounds for 1962 but was all important for contestants of the 50cc class. Kreidler and Suzuki were tying for the manufacturer’s title whilst Anscheidt, the Kreidler rider, led Suzuki mounted Degner by one point. So close was the struggle between these two and New Zealander Hughie Anderson (Suzuki) that the result was in the balance right to the end. Anderson won by a narrow margin with Degner just gaining second place to give him the title and Suzuki the manufacturer’s crown. The 250cc race winner was 46-year-old Arthur Wheeler riding his ex-works Guzzi single, a fitting end to a racing career that started almost thirty years ago.
Whilst all the papers were busy reporting the last races of the season, Alan Shepherd, who this year rode his Matchless into second place in the World Championship behind Hailwood on the M.V., was busy doing something about next season. A trip to Italy and discussions with Count Agusta, head of the M.V. concern, resulted in Alan agreeing to ride the big four-cylinder device in next year’s championship meetings and also to ride in the lightweight classes if required. For some time now there has been talk of an M.V. 250cc four so if the Count is going to take interest and try to beat tlîe Hondas it is more likely to be in this class than with his outdated 350. Mike Hailwood wants to have a go at racing cars next year but this may not be so easy now that Coventry Climax have decided to pack up racing, so his plans are very much in the air at the moment.
Honda definitely requires another rider or two to strengthen their team if they are to mount a strong defense of their three titles next year. Obvious team leader is Jim Redman who amassed the fantastic total of one hundred and fiftyone points in the 1962 season to gain 250 and 350 'world titles and finish second to Taveri in the 125 class. But there is a shortage of seasoned and capable riders so any manufacturer wanting to have a go next season has got to book his riders pretty quickly. “Wanted” men would obviously include Hailwood, Duff, Godfrey, Read, Shorey, Minter and Driver. In the sidecar world BMW have officially stated that they will not support racing in 1963 so the chairmen will be left to their own devices for their machinery with Camathias possible champion.
If British manufacturers have been neglecting the road racing side as far as world titles are concerned, they may in some measure now be forgiven or at least Cotton and Greeves may for they have both now produced a 250cc twostroke single cylinder production racer. This will enable the not-so-rich boys to have a bash at real racing on a real racing machine. It could well lead to an extension of the present practice at club meetings where an event is held for British machines only in the 125 and 250 classes. Derek Minter has lent a hand in the design of the Cotton and if he were to race one in such “closed” races talent spotters would soon see who the rising stars were by comparison. It is a move that could lead to some great racing if it catches on but notice that here again the emphasis is on the lightweight class.
But going in the opposite direction is the BSA concern who have announced that next year they will not contest the 250cc motocross title but will be all out to get the 500cc crown with Jeff Smith and Arthur Lampkin riding the 350cc lightweight B40 models. It was on one of these that Jeff shook the moto-cross world when he won the Swedish round of the title. It will be a tough fight to beat the Swedes but Jeff and Arthur are as tough as they come and will enjoy trying to make it more of an international event than the Swedish walkover it was in 1962.
On the trials side the retirement of Gordon Jackson had everyone thinking that this side of the sport would be a cakewalk for Sammy Miller (497 Ariel) but so far this season things have proved otherwise. In three big national events Sammy has tasted defeat: first at the hands of 20-year-old BSA works team rider Tony Davis (350 BSA) then by Scott Ellis (199 Triumph) and lastly Murray Brush, also Triumph mounted. However I expect to see him hit peak form by the Experts Trial.
The F.I.M. have now made Beryl Swain’s history-making T.T. ride this year more historic than ever for they have banned all women from taking part in solo world championship events but will still permit feminine ballasts in the sidecars. This decision was reached at the autumn congress of the F.I.M. and whilst there is no doubt they are right in saying women could lead to bad publicity for the sport (presumably if they were injured or killed) it is difficult for anyone to understand why they can still passenger a sidecar outfit when at least two in this category have been killed in recent years. Beryl herself is highly indignant and intends to do all within her power to have the ban removed but I doubt she will meet with much success.
The F.I.M. president Piet Nortier has offered a trophy for a new Formula Junior world title. This would be for machines of 125, 175 and 250cc which are production racers, and countries running normal world championship events would be asked to run the new class. Machines for this would not be allowed more than five gears; only pushrod or single overhead camshaft gear could be used on a four-stroke whilst two-strokes would be limited to normal porting operated by the piston. On this score of course the new Greeves and Cotton racers would be eligible but unless an ace tuner can be found not much of a threat.
Perhaps the most devastating decision of all that the F.I.M. reached was the wind speed ruling concerning record attempts. The old rule that the speed must not exceed a rate of three metres per second has been made doubly difficult— it must now not exceed W2 metres per second and for British attempts this must surely be the death knell. Few would be willing to risk the expense involved of world record breaking attempts when so gentle a breeze will mean failure before the machine has even been started. •
