Ahra Winternationals
AHRA WINTERNATIONALS
BOB EBELING
JUST A SHORT THREE DAYS prior to the scheduled AHRA Winternationais, Jim Tice, association president, requested that I attend the Scottsdale, Arizona meet as Motorcycle Pit Director. The opportunity was eagerly accepted, for it is not every day a man can be his own judge, jury and hangman!
Tice promised to sit down and discuss improvements that could be made in AHRA motorcycle activity, but until we could talk, he gave me the authority to alter award payoffs and to schedule elimination runoffs in whatever order I believed to be most compatible.
During this three-day national competition I could not alter obscure classification rules of the 1968 book, as these were to be tabled for later discussion.
It worked out well. The only problems which developed in elimination runoffs were created by the motorcyclists themselves, and the only ones upset by my shaving dollars off the winners' purses, to be paid runners-up, were the winners who wanted everything.
I have submitted my suggestions to the AHRA regarding improvements in drag racing programs for participants, dealers and distributors.
Each year, the AHRA changes the rules slightly. With the advent of a new calendar, the rules appear better, but a lot of modification still is required. The present 1968 rules are written in such a way that they can be interpreted differently by the various individuals who enforce them. Ample proof lies in elapsed times recorded as world records in respective classes.
An example is the present record elapsed time for "CB" or stock bikes of 500to 749-cc piston displacement. The record is 12.37 sec. e.t., and 108.04 mph. Never has there been, or in the immediate future will there be, a "stock" machine of that displacement which can perform to those figures.
The modified bike classes really are filled with room for misinterpretation. Rules specify that engine swaps are permissible, yet turn about to state that frames and forks must be of stock size. Does this mean that a competitor can put a 650 Triumph into a Yamaha 80 frame, if the frame and forks are of standard size? This creates headaches for a motorcycle director. If different persons make decisions at various events, legality of a machine may vary, depending upon where you compete.
The modified classification allows machines to be out-'n'-out dragsters, except for the use of custom built or "raked" frames.
The stock bike classification states, "Open exhaust is permissible during competition, and air cleaner may be removed." In other words, speed tuning is allowed for the four-stroke. I granted two-strokes a similar advantage, to use expansion chambers. Did those four-stroke advocates howl!
In future rules, the AHRA may adopt my following suggestions. To qualify for the stock classification, the machine should be allowed only these exceptions: Four-strokes could use megaphones, but baffles would be in place. Style of handlebars would be optional, but clip-ons would not be permitted. A custom seat and fuel tank could be used, but a minimum of 1 gal. tank capacity would be required. A maximum of 0.040-in. overbore would be allowed. Rear fender would be stock, but the front fender could be custom or "bobbed." The lighting equipment, brakes, engine, suspension, wheels and frame would be exactly as delivered from the showroom.
To qualify for the modified classification, the machine would be legal for street use. Engine swaps and speed modification would be permissible, but motorcycle engines would be mandatory. The electrical system would operate from a standard production generating source of the engine in use. No total loss battery lights would be permitted. Pump gasoline would be mandatory. Machines which could not qualify as modified would advance to the gas dragster division.
Gas dragster and fuel dragster are selfexplanatory divisions. The only factor to govern their running is safety.
With rules such as these, the chance of misinterpretation would be lessened, and competition would be very keen in both stock and modified divisions.
As long as handicap racing is used in eliminations, the top runners of fuel bikes will remain scarce at AHRA events. Some appear now only because no other opportunity exists to race on a national scale.
In the near future, all machines that turn quarter-mile times of less than 10.99 sec. may vie for a position in the top eight eliminations. Eight of the quickest machines would qualify to race heads up for top bike niche. A bumping process would operate in a manner identical to that used for AA fuel cars and gas dragsters.
The top bike is not only the quickest, but one that can stay together long enough to thwart his opponents. If the quickest is consistent, it will be where he belongs — in the winner's circle!
Can you imagine the contention in a race for the top eight positions if the eliminations paid $50 per round to the losers! The winner's purse would be $150, not including contingencies that this year totaled $250, thanks to Champion, Pennzoil, Valvoline and Goodyear.
There is every possibility that the AHRA will adopt this program and leave cycles in my hands as motorcycle director for the association and all of its events. If you, dear competitor, are in favor of such action, drop a letter to Jim Tice, president, AHRA, 1820 W. 91st Place, Kansas City, MO 64114.
WINNERS AND LOSERS
Top bike eliminations at Beeline Raceway, Scottsdale, Ariz., were among fuel bikes only, and were conducted on a headsup racing basis.
Six bikes were entered in the A fuel bike class. Six contested the B fuel division. The two class winners then met for the top bike sprint; a total of $350 went to the winner, and $25 to the runner-up.
Entries were from New Mexico, Illinois, Ohio, Iowa and California.
Class A fuelers were all big bore Harley-Davidsons with one exception, Boris Murray's twin-engined Triumph. All of the fuelers in this division were machines that in past events were 9-sec. qualifiers, but this time the quickest turned 10.20-sec.
Strip traction was deplorable! A new cover of asphalt had been laid down only a few days prior to competition and pavement oil content was high. With luck, Murray's twin-engined Triumph came out against runners such as Dave Campas of New Mexico and Joe Smith's 103-in. "Knucklehead" from Calif., as class winner. A winning e.t. of 11.18 sec., with a speed of 128.00 mph is incredible.
The B fuel contenders, also from all points of the compass, displayed equally one-sided brand favoritism. Triumph led the entries, Norton had one and HarleyDavidson, one.
Harley-Davidson was the winner. The Tom Conlon-Millard Disharoon 61-cu. in. Sportster ran over contenders such as Jeff Gough from Newark, Ohio, and his 45-cu. in. Triumph, and Chuck Adams of Phoenix, Ariz., with his 45-cu. in. Triumph.
Disharoon rode the fuel-intoxicated Harley to a best e.t. of 11.18 sec., with a trap speed of 128.00 mph.
Then it was up for grabs — twin-engined Triumph vs. H-D Sportster for top bike money and honors. Both machines fired with ease and approached the starting line with lurches of grabbing clutches and belches of over-rich mixture, the result of cold engines. The green lights flicked on together, and clutches popped home in precise reflex. Murray's twin Triumph sat almost motionless amid billows of Avon smoke that did not obscure his sponsor's lettering, "Ed Kretz and Son," as Disharoon sprinted ahead through the full quarter-mile distance. The winner's elapsed time was 11.18 sec. at 128.00 mph. Triumph paced behind with an 11.68-140.
Tom Conlon, Millard Disharoon, HarleyDavidson and Drag Specialties of Minneapolis, were top bike with all the honors. Glory they didn't need, money they did!
MIDDLE BIKE CLASS
"Middle gas," that's what the AHRA called it, but I called it top gas. HarleyDavidson called it "victory." Rick Gordon rented a U-Haul trailer in Chicago, 111., and pulled the long distance to represent the Eastern H-D clan in the finest way. Rick turned in the best e.t. and mph for a gas-powered motorcycle at 10.51 sec. and 131.57 mph. It wasn't an easy win for Rick, as middle bike, when he was forced to face the twin engined-Yamaha of Bob Braverman that has clocked a best quartermile trip of 10.52 sec. and 131.32 mph.
The oil slick surface was against Braverman's 3-in. rear tire getting bite, and the 4-in. Avon, plus H-D power, sprinted Rick Gordon straight to the win.
LITTLE BIKE CLASS
Again I altered the book and matched all stock and modified bikes in a handicap race for the little bike title. Tote gotes and Mini-bikes faced Nortons, Triumphs and Harley-Davidsons, plus a list of various brands thrown in.
Persistent throughout the meet, HarleyDavidson made it a grand slam win of all three titles in national competition when Bonnie Truett of Wichita, Kan., won the little bike title.
Truett's nerves were a little worse for wear after sitting on the starting line and watching a Mini-bike start the quarter-mile trip a full 8 to 10 sec. before he could depart without drawing the red light for an illegal start. But he held up through it all and won the honors with a 12.39-sec., 109.09-mph sprint.
Runner-up position was secured by Dennis Pomato on a Moto Beta that had won class honors with a quarter-mile trip in 17.76 sec. at 70.81 mph.
Harry Couch secured 3rd place in the little bike eliminations on his 500-cc Triumph that had won a class trophy at 13.28 sec., and 98.96 mph.
ROUGH RECORD ROAD
Everyone who entered for this premier program of 1968 expected the old records of 1967 to be wiped off the tote board, and were surprised as AHRA maintained all existing marks. With strip conditions as they were, it was an impossibility to better current records. Also, it was almost impossible to find a proper official to validate a record. I think this should be an additional responsibility for the motorcycle director; thus it would receive proper attention and be a lesser burden upon AHRA.
The less the load AHRA has to carry with motorcycles, the more receptive the organization will be to two-wheel participation in national competition.
Suzuki brought forth the first 500 I have seen in drag competition, and it far bettered the record in DB "Stock Bike" class. James Crawford of Oxnard Suzuki, Ventura, Calif., won the DB class and secured a quarter-mile record at 13.85 sec. and 90.00 mph.
The old record was 14.64 sec. and 82.56 mph, almost 1 second behind and 8 mph slower.
There may have been other records. If so, AHRA officials are keeping it a secret.
Maybe the next AHRA National will be conducted under my suggestions. If so, motorcycle drag racing will swing out ahead for a future of exciting quarter miles. ■
RESULTS — AHRA WINTERNATIONALS TOP ELIMINATOR: TOM C0NL0N/MILLARD DISHAROON HD 11.18 128.00 RUNNER-UP: BORIS MURRAY Tri 11.68 140.00 MIDDLE ELIMINATOR: RICK GORDON H-D 10.51 131.37 RUNNER-UP: BOB BRAVERMAN Yam LITTLE ELIMINATOR: BONNIE TRUETT H-D 12.39 109.09 RUNNER-UP: DENNIS POMATO M-B 17.76 70.81 CLASS WINNERS STOCK BB LARRY WADE H-D CB TOM L0FTUS Nor 13.26 97.39 DB JAMES CRAWFORD Suz 13.85 90.00 EB R. LOCKHART Hon 13.37 97.40 FB BILL BARNES Ossa 16.01 79.36 GB CHUCK GILL Hon 17.10 73.89 HB DAVID C0MPT0N Yam 17.00 60.00 MODIFIED AMB BONNIE TRUETT H-D 12.39 109.09 CMB DICK STRICKLAND BSA 13.57 101.35 DMB HARRY COUCH Tri 13.28 98.96 EMB JACK MURPHY Suz 12.95 100.89 FMB BYRON B0AZ Yam 13.30 96.50 HMB DENNIS POMATO M-B 17.76 70.81 1MB KURT WEIMER Bon 32.02 GAS DRAG A RICK GORDON H-D 10.51 131.57 B BOB BRAVERMAN Yam C RON KNAPP Yam 12.64 106.88 FUEL DRAG A BORIS MURRAY Tri B C0NL0N/DISHAR00N H-D 11.18 128.00 C GREG LONG
