The Scene
THE SCENE
IVAN J. WAGAR
IT WOULD APPEAR that the inevitable has finally happened — the FIM has issued Bulletin Number 107, threatening riders with suspension if they compete in nonFIM sanctioned races in the United States. frames that work since 1953, but now has almost unlimited facilities, including a computer, to help work out frame configurations.
I have feared drastic action on the FIM's part, but had hoped that some special arrangement could be made now, especially with the gap between the American Motorcycle Association and the world governing body growing ever smaller, and there are many people within the AMA anxious to see an affiliation in the immediate future.
The FIM, however, has always been a very strong-arm organization, to the point that I often wonder if Major Goode and his cohorts are really concerned about promoting international racing. Traditionally, they have accepted the word of the promoters and organizers without regard for the rider. One race that comes to mind is the now defunct Argentine Grand Prix, where the organizers fought with the riders about everything from start money to equipment every year, and after the final race there, "reported" Alan Shepherd and Mike Hailwood to the FIM for bad conduct. Apparently, the cause of their wrath was that these two riders did not wear shirts in the pit area. When Hailwood and Shepherd arrived home they were greeted with a telegram from Geneva threatening them with suspension unless, at a special hearing, they could explain their ungentlemanly actions. The whole thing was eventually dropped, but probably because the Argentine organizers ran out of money and were forced to cancel the Grand Prix. I would like to think the protest was thrown out because the FIM took the part of the riders, but that is extremely unlikely, even though there were numerous rider complaints about the Argentine Grand Prix every time it was held.
Not knowing about the ridiculous situation in the Argentine, I very nearly entered the race in 1954, thinking I could drop down there from Canada and then continue on to Europe for the GP season. Fortunately, I decided to pass up the Buenos Aires portion of the trip and go straight to England, for as it turned out, none of the riders received the amount of money originally guaranteed. Had it not been for Ray Arnm, one of the greatest sportsmen ever to have raced motorcycles, none of the riders would have been able to get back 'ome. Ray won everything, and somehow managed to pick up his prize money, which he split among the other riders, thus enabling them to buy passage back to Blighty. The race machines were supposed to be shipped back on the next boat, but did not arrive in England until more than a month later, just barely in time for the TT in June.
Despite similar problems every year, the Argentine races prospered under the loving care of Major "Bad" and his boys. The riders reckoned the country could change hands twice during race week, and still it had the blessings of Geneva.
Another case of strong-arm action was in 1960, when Bryan Sharp, Tim Gibbs and Ray East came to California to ride our winter season, and were hauled on the thick, red carpet by the ACU (English governing body), at the FIM's insistence. The riders had come to this country with no prospects of making money. They simply wanted to race, see California and Las Vegas, have a good time and not go home too broke. Their presence was much appreciated by spectators and other competitors, and they had a good time, but didn't make any money. Still the ACU, through the FIM, put them down.
A further case was the notorious "Dutch Incident," where Geoff Duke and 16 other competitors were suspended for various lengths of time because they disagreed with the money being paid to riders. It should be mentioned that Duke did not complain about the amount he was to receive, but he acted as spokesman for the group and was put down to the extent that he lost the world championship for his efforts. Few people have done more for the international prestige of their country in any form of endeavor than Geoff Duke did for England during his career, yet the ACU went along with the FIM.
There are not enough pages in a single issue of CYCLE WORLD to describe the times the FIM has taken the side of a shady promoter and brought hardship on a rider. So I find it hard to believe the FIM is concerned about the individual's welfare when they say a rider cannot compete in other than MICUS sanctioned events in the U. S.
Last year, when Torsten Hallman raced in an event sanctioned by the AMA, he was in some danger of losing his European championship. Fortunately, Wes Cooley (president of the ACA, a MICUS affiliate) pleaded with the powers that be and convinced them, and rightly so, that Torsten and his American sponsor were quite ignorant of the problems involved, and Torsten kept his crown.
This latest pressure on the part of the FIM has come about because Torsten plans to return this fall, and has offered to chaperone a CZ team comprised of such stalwarts as Bickers, Robert and Pete Dobry. Unless these riders are allowed to race in whatever AMA races are available, we will not get to see much of them. True, the ACA can schedule a couple of West Coast events, and maybe the AFM can come up with one or two, but who's going to pay their bill at Disneyland when they should be out racing? So far, I've heard of no encouragement from MICUS for special races to take advantage of the presence of these riders. Actually, except for an occasional bulletin from the AFM, you would never know that we do have an FIM affiliate in the United States.
The FIM does have the power to penalize competitors for taking part in, or being associated with, races outside of their jurisdiction. Riders of world fame like Hallman or Hailwood ride under an international license. Technically, this only entitles them to race in FIM sanctioned international events in any country. In the rider's native country, where he would also hold a national permit, he can race in anything except closed club events. This means that the rash of internationally licensed riders this fall will only be able to compete in races of international stature, sanctioned by the FIM. To ensure that no one sneaks by this almighty code of ethics Bulletin No. 107 requests that offending riders be reported to the FIM.
This boils down to one of two things: either the FIM should relax the rules for the United States, or the MICUS affiliated clubs here had better get on the stick and have enough races to make the whole thing worthwhile for the foreign riders.
This is not to say that our boys in Columbus all wear white hats; but we didn't hear any rumblings when Gary Nixon obtained a Japanese national license to race in Japan last year.
PROOF that Vincent lovers never die was realized when a letter arrived from Mr. Egli, stating he receives as many as ten letters each day from CYCLE WORLD readers, requesting information. This was all sparked-off when we ran a photo of the Egli Vincent at the Geneva show. Since that time we have been bombarded by mail, and future inquiries can be sent directly to F. W. Egli, 8966 Oberwil/AG, b. Bremgarten, Switzerland.
The only information we have at this time, other than a three-month delivery from receipt of order, is the price, which varies from $1510 to $1740 in Switzerland, depending on specifications.
ALTHOUGH considerable secrecy still surrounds the Yankee Motor Corporation — a new company with Cemoto East's John Taylor at the head — sufficient information is out to make it worth talking about. If John's plan bears fruit, we will see an American motorcycle in the International Six Days Trials and other famous European events.
To show they are serious, Yankee has hired well-known AMA rider Jim Corpe as project manager. The most recent staff addition is one of the world's best rider/engineers, Dick Mann, who carries the title Manager of Research and Development. Dick has been successfully building
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In addition to engineering duties, Dick will develop a racing program for the Yankee team. First major event will be this year's ISDT in Poland, but Yankee hopes to have competitive machines for enduros, scrambles and road racing by next year. Production model Yankees should be for sale to the general public early next year.
In the early stages, a European engine will be used; however, plans already include American-built power units after initial development of the running gear. Under International rules the Yankee would still qualify as an American motorcycle, if all of the cycle parts were manufactured here and the engine/transmission unit purchased from outside.
Backbone of the ISDT team will be John Taylor, who has previously competed in the Six Days, Dick Mann (he can ride anything), Jim Corpe and one rider, at this time unnamed. CYCLE WORLD will again carry a full report of the Six Days and will pay very close attention to the Yankees.
THE Norton that is, but is not! These pictures show the 800cc
double overhead camshaft touring Norton prototype, which was built four years ago, but did not go into production.
Originally designed for the American market, the machine had to be shelved because of the unstable financial state of AMC at that time. Now, with the new company of Norton-Villiers and considerable resources, the 800 is back out of mothballs.
The tubes on the right side house the camshaft drive chain, and the machine has a five-speed box. Norton-Villiers will not admit that the 800 might go into production, but at least they are running it on an evaluation basis and giving it thought.
