The Scene
THE SCENE
IVAN J. WAGAR
IT is the time of year when the keen types start thinking of Daytona, our largest, best supported “classic.” Largest, because it has become a traditional part of American racing; best supported, probably because of all the northerners looking for some warm sunshine after the months of ice and snow. Whatever the reason, Daytona is still the most talked about race on our calendar.
This enthusiasm is not confined to the competitors, but is very much present among the manufacturers as well. In fact, more than one firm considers a Daytona victory worth more than all the other Nationals put together. Quite naturally, therefore, speculation runs high among the many followers of Daytona, both in and outside the trade.
Speculation in the 500/750 category is somewhat limited, as it would seem that last year’s entrants are busily engaged in refining last year’s equipment, with no plans to build anything very new. Unfortunately, there is no likelihood of any new brands dashing about the place, so raceware will be much the same as last year.
Triumph appears to be in good shape to repeat last year’s win. Factory tester Percy Tait had been running around some of the English short circuits last season trying various engine parts and the factory is so encouraged that a strong rumor is in the air about Triumph coming back to racing in a big way. Aside from the equipment built for AMA Class C, the Triumph factory has been very reluctant to go racing for more than 15 years. Instead, their efforts have gone into touring machines and they have been content to leave most of the trial and development work to Americans.
In addition to slight engine modifications, the ugly gas tank and seat criticized in the CYCLE WORLD road test last month will be replaced by more streamlined components to aid rider comfort. Also, the fairing will have a new lower half.
Probably the marque with the most ambitious plans at present is BSA. Although everything is very hush hush, it is no secret that they have put considerable effort into Daytona preparation. Don Vesco has been using one of the 1966 machines throughout the year and speed has gone up at a really worthwhile rate. The engine has proven to be exceptionally reliable, so there is reason to believe more power can be had.
Third member of the “big three,” and certainly not the least by any means, is Harley-Davidson. Race Director Dick O’Brien, not one to let the grass grow under his feet, made a quick trip to the West Coast recently to do some flow tests and play with port shapes. Everyone seems happy with the results and it is quite possible that last year’s fastest qualifier, Cal Rayborn, will destroy his 133 mph record for the oval. On present form Cal is worth five horsepower! He is overdue for a Daytona win and, providing he has a troublefree run, is the man to beat.
Still campaigning, against tremendous odds and little support, Bob Hansen will again be on hand with his immaculate Matchless G50s. A win, however, is almost out of the question. The factory ceased development on the G50 five years ago, and parts have become increasingly scarce, not to mention very expensive. During this five years the opposition has forged ahead, gaining horsepower in the process. It is, therefore, not surprising that Team Hansen will be somewhat smaller than in the past. Instead of three or four of the orange and white thumpers, we will be lucky to see two. An individual without the help of a factory has little hope, even under our Class C rules.
(Continued on page 20)
A new 250 contender promises to liven things up a bit in the lightweight race. Kawasaki will have a goodly number of the production racing Al-Rs here in time for Daytona. I rode one of the converted Samurais in Japan and was very impressed with everything about it. The Kawasaki does have the power to get the job done and they are in the process of lining up some top-flight riders.
But sometimes when there is a plus there is also a minus; Suzuki it seems will not be going to Daytona. Last year the decision to go was made six weeks before the race and, although the machines were fast enough to win, they suffered badly from teething troubles. Around mid-season the factory took an interest in the effort, which until then had been solely sponsored by U. S. Suzuki, and a production racing version of the X6 arrived. The frame was a copy of a Suzuki Grand Prix machine; full double cradle and rubber mounts for the engine. Ron Grant and Walt Fulton rode the machine at Willow Springs and were extremely impressed with the handling. The engine, however, was not as fast as the units built here from street bikes. Whatever the reasons, probably cost, it was decided not to bring the racer in for sale to the public.
Harley-Davidson has squeezed some more power from the Sprint which, besides being very light, has excellent brakes and handling. The rider line-up is the usual formidable crew, but may include two young west coast “new boys.”
Yamaha has an enviable record at Daytona. No single brand has so completely dominated a class in the history of the race. This year the actual team will be smaller than in the past with only three riders: Gary Nixon, Tony Murphy and last year’s winner, Bob Winters, all capable of winning. Yamaha has developed a fiveport engine, but it is doubtful that it will be approved in time. Under Class C rules it is not permissible to increase the number of ports in a two-stroke without submitting the engine to the competition committee for approval. The same is true when converting from a piston controlled port to a rotary valve. It is felt that the basic design has changed sufficiently to be considered a new engine.
So, it looks like an exciting week. Almost everyone has more horsepower, and Goodyear has come up with even better tires since last year; no reason for records staying where they are.
ONE of the most exciting aspects of this business is the anticipation of future road test machines. Very often a test may be arranged for many months before the motorcycle arrives and we finally have the chance to see if it comes up to expectations. Such is the case with the RickmanMetisse road racer being built for us at the New Milton factory. For all the obvious reasons, we chose a kit to accept a Triumph engine/transmission. Rickman Brothers’ own front forks will be used, as well as the Rickman/Lockheed disc brakes, front and rear. Last report received was that the machine is complete and should be on its way over here very soon.
(Continued on page 23)
ENGLAND’S brilliant builder of special motocross machines, Eric Cheney, recently unveiled the product of about six months of his effort in designing an allEnglish world-beating motocross machine. And what did his collaborator, Greeves, think of it? They weren’t interested in pursuing the project further. Sorry, but . . .
Immediately after Greeves bowed out, there appeared to be no taker in the person of a factory, so Cheney decided that he would personally make the bike available to top riders on special order.
The picture is currently becoming brighter, because Cheney now has two interested potential customers for his design — Norton-Villiers and Suzuki GB. No matter who finally acquires the design, the machine is going to be a contender if Cheney’s past accomplishments are any guide.
The chassis of the new special is typical of Cheney’s thorough, knowledgeable approach and superb craftsmanship. The bike is a collection of design innovations and it’s difficult to say which is the most interesting. The hope is that whoever buys the design will have an eye to at least limited production. ■
