The Scene

THE SCENE

IVAN J. WAGAR

AMA/FIM "working agreement" was the bombshell dropped by Mr. William Berry at the opening of the general assembly at this year's Competition Congress. The news came hard on the heels of an AMA news release which stated that a "short term" arrangement had been reached by the two sanctioning giants, but that the FIM's present affiliate in the U.S., MICUS, would continue to operate during the "short term."

Both the AMA and MICUS will be able to grant international licenses to riders, and to receive sanctions for international events. From this we can assume that a state of peaceful coexistence will reign during the coming year.

While this column has been quick to fault the shortcomings of both the AMA and the FIM, I am extremely optimistic about this move, which could, through mutual respect, raise both bodies to far greater heights than ever before. The AMA has a great deal to offer the FIM, especially in younger, more progressive thinking. And the FIM can help the AMA realize that motorcycling is a world sport, and one that reaches beyond Columbus, Ohio.

If the working agreement is to succeed, it will need the support of all people concerned about the future of the sport. The huge gap that has separated this country from the rest of the world for more than 50 years must be bridged. If we fail to pull it off this time, it could take years for a similar opportunity to come along.

The news release did not suggest that the AMA and MICUS will co-sanction events. In fact, it said very little. But if the new policy will help curb some of the ridiculous suspensions being handed out by AMA and MICUS, the whole thing has been worthwhile.

A full report of all the happenings at the second Congress would be far too long to present here. Some 30 professional National championships were approved for next year, including three additional road races. I hope we do not fall into the trap of having 52 Nationals a year, and thus lose the importance of the series—unless, of course, our sport grows to the point where we can have a dirt track championship in the East and a road race championship in the West on the same weekend. Then there could be separate championships and a grand national champion as well.

Undoubtedly the most impressive aspect of this year’s Congress was the sincerity and dedication of every person there. I sat in on the Professional Rules Committee. This group worked until almost midnight on the first night. I watched Bart Markel, National No. 4 and Congress member, stop everything he did not understand. Bart did not let one item go out of committee unless it was worded in such a way that a referee could not possibly misunderstand the intent. Because he is National No. 4, it would be human to expect Bart to concern himself only with rules pertaining to Experts, but that was not the case; he seemed even more thoughtful of the Novice and Amateur riders.

Tom Clark was on the Professional Rules Committee. And again, it was apparent that here is a man who cares. Tom is the director of professional racing, and his efforts toward obtaining bigger purses and his insistence on greater track safety deserve a sincere compliment.

Tempers rose several times in General Assembly, where all of the committee members meet to vote on rules that have “passed committee,” but that was proof of the convictions of some Congress representatives. I was hard put to find one person in the whole mass that appeared to not care about what was happening.

The Congress has had many critics since it was formed last year. And it is true that many representatives last year were short on Robert’s Rules and parliamentary procedures, which possibly made them a bit shy about making a point. This year, however, things were not that way. Whether it was due to greater pressure from the constituents, or a better understanding of the job at hand, or simply more time to prepare for the meeting, nothing went through without debate and majority agreement.

As a result of these two Congress meetings, it is safe to say that the AMA has changed more in one year than in the previous decade.

Of course, certain things were passed that some people did not like. HarleyDavidson, for instance, is very opposed to the 750-cc upper limit for professional racing. John Harley read a position paper on the subject and asked that it be included in the minutes of the meeting. I must admit that H-D has a good point if we consider safety, which should be the first consideration in any racing rules.

Until now we have had a few, select riders on 150-mph projectiles, riders chosen after they have proven their ability. The streamlining has been developed by engineers, often with wind tunnel facilities. Even so, there were several complaints of “lifting” at Daytona last year, where the front wheel became very light under certain wind conditions.

With the present rules, and today’s rash of really potent big bore machinery, it is possible for a rider to gain points on a dirt track, maybe at speeds under 80 mph, pick up a 750 multi, get a fancy cam and some high compression pistons, throw on any old fairing that will fit, and go down to Daytona and get himself killed. Harley-Davidson feels that a properly prepared 750-cc engine should produce around 70 horsepower, and at Daytona or the new Talledaga Speedway that represents about 160 mph. Now this would not be too bad if the fairings are engineered for the job and the riders are carefully selected to ride these bombs, but that will not be the case.

It is understandable that manufacturers should race the machines they sell. There is little point in a factory racing 250s if they are producing and want to sell 500s and 750s.

The solution to the whole problem, especially with the new “working agreement,” might be to race 750s, but prohibit any modifications except bars, footpegs and tires. The FIM has the Coupe d’Endurance, a race series for production motorcycles, won this year by a Triumph Bonneville. There should be no fairings and standard brakes. Noise limits for mufflers would be the same as those stipulated for use on public roads. Not only would the consumer see the product, but the whole thing would be far more meaningful to the manufacturer.

Then racing would improve the breed. If the brakes would not do the job, it would be up to the manufacturer to develop brakes which would be predictable for the road rider, and yet good enough for racing. In case you think this kind of racing might be boring, let me assure you that some of the very best racing I’ve ever seen was at the AFM California International Grand Prix in the production class. Bill Manley, Jack Simmons and George Kerker, on their Norton Commandos, doing battle with Jody Nicholas and Virgil Davenport on BSA and Triumph Threes was really something to see.

Machine performances are more equal than under the present system. Rider ability is more meaningful, and speeds would drop back down to a sensible 130 mph. We would have closer, more exciting racing. [Ö]