Racing Review
RACING REVIEW
CAROL SIMS
TIGHT POINT BATTLE AS ASCOT SEASON CLOSES
THE 32-WEEK half-mile flattrack season at Ascot Park in Gardena, California ended, as all good seasons should, with a down to the wire battle for top position. Sammy Tanner, after 44 victories in heat races, trophy dashes and main events on his potent C.R. Axtell-tuned BSA, had nearly cinched the championship honors. But Elliott Schultz was returning to action for the first time in a month. Temporarily sidelined by injuries sustained at Tulare (Calif.), the Royal Enfield star had monopolized the Ascot winner’s circle ’til mid-season, racking up 42 wins in all. If Schultz won both the trophy dash and main event, while Tanner scored in neither, then Elliott would be the season’s high point rider ... by one point.
Tanner was out of the running early. A broken crankshaft sent him to the pits during his heat race — a rather anticlimactic ending to a most successful season. In addition to his string of Ascot wins, including the 8-Mile National, the famed “Flying Flea” had also scored a brilliant victory in the 50-Mile National at Springfield, Illinois, winding up top overall flattracker in the nation.
Now the pressure was really on Schultz. Could he bounce back strongly, or would the enforced layoff have detuned him somewhat? Doubts were laid to rest when he breezed to victory in his heat race, then followed up with a spectacular trophy dash win.
A strong ten-man field lined up for the start of the 20-Lap California State Championship and into the lead went Schultz, closely tailed by Blackie'Bruce, Guy Louis, Sam Satterley and Bob Bailey. Front running positions remained virtually the same for the first ten laps, then Bruce began to make his move. It was he who had earlier in the season stopped Schultz’s win streak at nine straight for his only main event win of the year. .. and the crowd went wild as Blackie and his BSA closed in.
Although few knew it, Schultz’s rear tire had lost a considerable amount of tire tread, forcing him to change his line through the turns somewhat. All he could do now was maintain a low groove, take up as much race track as possible, and force Bruce to make his bid from the outside. This Blackie did, powering through on lap 14 for the lead and stretching it to the eventual win. Schultz drifted back to third behind fast-closing R. E. teammate Guy Louis, but with one lap to go Louis dropped out, giving Elliott second spot ahead of Mert Lawwill, Bailey and Ralph White. For once, Sammy Tanner had been cheering a rival to victory, and the Ascot championship was his — by 19 points — for the second year in a row.
As expected in the amateur division, Dan Haaby came through to pick up the State Championship race, his 33rd win of the year at Ascot. Top amateur in the nation, Haaby (riding Gary Bray’s BSA) chose the disadvantage of a third row start, was last into the turn and still grabbed the lead by the fourth time around. At the checker he led by a sizeable margin over Don Butler, Swede Savage and Fred Eadie.
In his final ride as a novice, Jim Nicholson (Sprint) turned in a really first-class performance. He brought his season win total to six main events and 18 heat races, beating point leader Paul Conserriere to the California State Championship title by a full turn.
The ever-changing atmosphere of racing was never more evident than during the 1964 Ascot year. Many familiar names were missing from the final lineup, including Jack O’Brien, Stuart Morley, Don Hawley, AÍ Gunter and Dick Hammer. Morley, Hawley and O’Brien have decided to hang it up, Gunter and Hammer are still recovering from injuries received earlier in the season.
Now, as most of the novices become amateurs and the swiftest amateurs move up to expert, the general consensus of feeling among all the racers is, “Just wait til next year!”
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AAMRR RACE AT WATKINS GLEN
The Association of American Motorcycle Road Racers (AAMRR) held their final event of 1964 at the world famous Watkins Glen, New York International Grand Prix race course. Over 130 riders from the U.S. and Canada competed in all classes of an eight-event program that attracted num erous spectators.
On race day, Sunday morning, the weather was mild, the sun was out and everything indicated a perfect day for rac ing. First on the agenda was the sidecar race, and the enthusiastic reception given the event at the Glen suggests that there will be more opportunities to see this ex citing brand of racing in the future. Maurice Candy and passenger Joe Hogan took top honors with their Manx Norton "Candy Special." Second to skim across the finish line was the 650cc Triumph "Singer Spe cial" outfit of Canadians Hermann and Zans. New Jersey riders Joe Percell and Al Delaney, with an engine borrowed an hour before racetime, third on their BMW.
In the "Up to 200" Class, Kurt Liebmann (Motobi) and Bo Gehring, on a Bultaco fitted with his own "Mototech" disc brakes, put on a thrilling exhibition of speed and skill. Bo got the best of the deal, passed Liebmann and reached the checkered flag well ahead of his rival; third was 175cc Ducati rider George Rockett.
The 27 fastest of over 50 junior 250cc riders lined up for the 250 junior final. Honda mounted Duane McDaniels, who was black-flagged during practice because he lost his goggles, threaded his way through the pack and made a valiant effort to catch J. B. Gunn, the leader, riding one of the new 5-speed Ducatis. Meanwhile, Jim Foster (Honda) and Frank Camillieri (Ducati) diced for third. Gunn wound up the win ner, ahead of McDaniels and Camillieri.
Some of the top 250cc road racers in the East were ready for expert action in the 250 senior race, including Roger Chase, George Rockett, James Munz, Justice Tay br, Kurt Liebmann and Canadians Fred Gailey and Charles Ingram. In the early laps Ingram and Gailey had it all their way, but Honda-mounted Liebmann, after a bad start, worked his way forward and gained on the leaders each lap. With Gailey's Honda on the retirement list, Kurt had only to pass his arch rival Ingram to win. This he did, maintaining a blistering pace and stretching his lead to the checker. Ingram hung on for second; Rockett's Ducati held down a secure third.
The feature event of the day brought an expensive array of professional racing equipment to the grid as Manx Nortons and Matchless G-50s prepared to do battle with highly tuned BSAs and Triumphs. Running concurrently, but not against the 500s, were the 350s.
The starting flag was brought down, there was a momentary shuffle of feet, and then a series of explosive sounds indicated an other perfect push-start. As 24 machines roared around the 2.3-mile circuit, all eyes were trained on the 90-degree right hander preceding the pit straight. The sparkling white fairing of Ken King's Norton loomed into sight first, and a scant two bike-lengths behind came the brilliant blue shell of Ed LaBelle's Manx. This fairly well established the pattern of the front-runners, except for one lap in which LaBelle succeeded in pass ing the leader, only to be overtaken by the wily Canadian the next time around.
Tom Faulds, another Canadian also a stride a Manx Norton, ran a very consistent third, followed closely by Rockett on the leading 350 Ducati. When the checkered flag went down, a trio of Manx Nortons shared the victory; King first, LaBelle sec ond, and Faulds third. Fourth overall and first (and only) 350 finisher was Rockett. Both LaBelle and King were credited with lap times that averaged 92 mph.
Rockett, who had shown his mettle in no less than three races already, now placed his Norton 650 on the line along with 883cc Harley-Davidsons and 650cc Triumphs, for the unlimited race. Even with the big bikes, the push start ruling was adhered to. The starter signaled, the riders pushed, and all got away — except Rockett. He continued to push and when the balky Norton finally fired, the entire field was already out of sight. To everyone’s amazement, Rockett was the leader at the end of the first lap in spite of the delayed start. Continuing his brilliant performance, he increased his lead with every lap, finishing at least a half-mile ahead of second place Barry Paige (H-D). Alyn Carlson (H-D) took third.
So ended a most successful year of AAMRR racing, and members of the FIMaffiliated club are impatiently marking time until the 1965 season begins. The AAMRR Sebring International race meet, set for March 25th (four days after the USGP at Daytona), will this year be run over a shorter, 2.2 mile course. Held in conjunction with the 12-Hour Grand Prix of Endurance, the Sebring, Florida event is open to competition riders from every country in the world, and will be run in accordance with the FIM rules and regulations.
THE RETURN OF LACONIA
Extraordinarily good news for riders and enthusiasts in the East who have bemoaned the passing of the annual Laconia road races, is word of a massive new racing development now under construction at Loudon, New Hampshire. Located between Laconia and Concord, N.H., the facility, known as Bryar Motorsport Park, will be the site of National Championship motorcycle races on Saturday, June 19 (combined Amateur/Expert 250cc) and Sunday, June 20 (50-Mile Amateur and 100-Mile Expert), in conjunction with the AMA and the New England Motorcycle Dealers Association.
2ND WILLOW SPRINGS PROFESSIONAL
Sequel to the highly successful Willow Springs Grand Prix, reported in the January issue of CYCLE WORLD, is the announcement from W. S. Cooley, head of the American Cycle Association, promoters of the event, that February 27th and 28th are the dates scheduled for the next running.
RULE CHANGES INCLUDE SOME SCHOCKERS
Whenever the annual AMA racing rule changes are announced, there is always a great deal of discussion, both pro and con, about the alterations made to existing rules. This was especially true after the latest meeting of the Technical and Competition Committees at Baltimore, Maryland.
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First and most startling development was the decision to increase the piston displacement of Amateur and Expert Class C equipment from 3Q.50 cubic inches (or 45" flathead) to 45 cubic inches (750cc), beginning in 1967. We say startling because there has been for several years a hue and cry to reduce engine size to 250cc, or possibly 350cc, “in the interests of safety.” Novices are already limited to 250s in all forms of professional competition. And now 750ccs?Some safety! Picture if you will the first lap of the first race for first-year Amateurs, hopping from 250cc Sprints, Yamahas, etc., onto rip-snorting, brakeless 750cc track burners!! The mind reels.
Even the Experts are shocked at the prospect. Some insist they will continue to ride 500cc machines regardless, feeling they already have as much usable horsepower as current tracks will allow, others threaten to quit altogether if the wouldbe rule becomes fact. NONE we have spoken with feel the change would be in the interests of safety, supposed primary goal of any AMA rule change.
The change would, hopefully, benefit manufacturers and distributors, since every Amateur and Expert rider (or their sponsors) would be expected to purchase a new machine. Multiplying a $1200 average cost per unit by 1964 rider figures (503 Amateurs, 247 Experts), total expenditure on new motorcycles would be a cool $900,000. Nearly a million dollars extracted from seven hundred and fifty racers alone, men who would also have unsalable 500cc track equipment of very special and expensive nature on their hands. Whew.
On the brighter side, some sort of rider representation will be allowed at future Competition Committee meetings. This will probably consist of two riders, one from the East and one from the West, both in the Top Ten point standings and chosen by fellow competitors.
Nine hundred pro riders were polled by the Northern California Riders & Owners Association and the returns, 300 of them, went direct to AMA Secretary Lin Kuchler. They favored, among other things, 40% purses wherever possible. Since most races, and all Nationals,, are run on a flat purse basis rather than 40% of the total gate, the percentage arrangement was of great importance to all competing riders. It was soundly defeated, 18-9.
Other requests were treated more favorably. Members agreed to a one year’s notice on all major equipment and classification rule changes, and to the previously mentioned rider participation at future meetings. Laying the groundwork for this move was undoubtedly the appearance at the pre-meeting Open Forum of Grand National Champion Dick Mann. He and Gary Nixon, National Number Nine, expressed their views and offered their services as advisors at the actual meeting. They were allowed a brief appearance before the group on Monday. Mann’s trip east was financed by the NCROA and another active California rider’s group, Motorcycle Racers, Inc.
Mixed reaction greeted the new ruling that downshifting would be allowed (legally) in ’65 flattrack competition. H-D, as usual, was accused of having the advantage. Most riders opposing the rule felt it would be a good thing in conjunction with brakes, but not without. A missed shift could take on dangerous proportions when accomplished while entering a turn at speed. But brakes were not deemed advisable this year. The recommendation was voted down — 23 to 4.
Gas tanks are now limited to six gallons capacity (no more of those unwieldy 9-gallon jobs), and pit stops will be mandatory in road races of more than 100 miles distance. The only person who suffers here is the fellow who counts on a steady, reliable ride, without pit stops on a fairly standard machine.
But, returning to the most critical question — that of engine size, it becomes increasingly difficult to believe that the rule will indeed become law. Perhaps it is part of a waiting game. If the general reaction were, “better little bikes than 45-inehers,” it might ease an otherwise sticky departure from the no longer manufactured BSA Gold Stars, Matchless G-50s, etc. Or could it be that a new foreignbuilt 500cc will appear on the scene . . .7 •
