Continent Report
CONTINENT REPORT
B. R. NICHOLLS
AGO TO STAY WITH BIKES
Giacomo Agostini has made his decision. He will race the MV Agusta machinery in 1970, defending his two world titles, rather than change to Ferrari and four wheels or become an idol of the Italian film-going public. It wasn’t an easy decision for the handsome Italian, who was also being pursued by Benelli for his riding talents. However, he opted for the machines he is used to, and this will likely prove a wise decision.
Benelli is determined to have a real go at the 350 and 500 championships with their Fours (and maybe the 500-cc “Fight”) to be ridden by Renzo Pasolini and Kei Carruthers. The FIM decision to limit championship contenders to a maximum of two cylinders in the 50, 125 and 250 classes means that the champion Benelli Fours of 1969 are now virtually museum pieces. Also, the restriction probably influenced Yamaha’s return to classic racing. Rod Gould and Kent Andersson will vie for the 250 and 350 championships in 1970. The bikes are, of course, factory prepared TD2 and TR2 models. Rod Gould is already well-known in the States, so enthusiasts will be glad to know that part of his contract includes five meetings your side of the pond. Both Gould and Andersson will have their work cut out, coping with another Yamaha rider in the world championships, Phil Read.
Apparently overlooked or unwanted by the concern for whom he won four championships, Read will be a privateer. The emphasis seems to be on the younger riders.
NO COMMANDO FOR AGO
Agostini had hoped to persuade Count Agusta to allow him to ride a Norton (’ominando in production races, particularly the Isle of Man, but as was expected, the answer was no. I do not think this means MV will production race the new 750 dohe Four announced at the Milan Show. Production machine racing is gaining more and more attention from promoters. The 1970 Isle of Man production TT race will be over five laps instead of three as before. It will be held on the Saturday preceding race week, so if you intend to visit the TT, make sure you arrive in time for what could be the best race of the week. Of course you don’t need a racer to compete. During TT week in 1969, Art Segal borrowed a 1921 four-cylinder 1229-cc Ace to ride in the Vintage rally, while Paul Madigan traveled from San Diego, Calif., to buy a 1936 Norton 490-cc which he rode with Cliff Hills on the pillion. “Slippery” Hills will be known to more senior readers as a dirt track ace.
It has been suggested that the present starting system of sending riders off in pairs at 10-second intervals be changed to one of sending nine riders simultaneously at one-minute intervals. This thought has had a very cool reception by the riders, which is not surprising. The 37-mile course has enough hazards for the rider racing against the clock without having to worry about half a dozen others riders as he hurtles at over 100 mph into a corner with curbs and stone walls on the exit line. Nine riders getting a good start might produce some uncalled for excitement at the bottom of Bray Hill.
INTERNATIONAL GRASS TRACK
Following the success of the international grass track meet at the l.ydden circuit, mentioned last month, the season ended with another international at the same venue. Not as many aces were present, the most notable absentee being world speedway champion Ivan Manger. German ace Manfred Poschenrieder rode, but was completely outclassed, not so much on riding ability but by lack of a suitable mount. The German had brought his sand racing machine, which was no tool for the short circuit with its tight corners. Previous winner Brian Maxted was also absent, but that did not detract from the excitement of the final. It was a closely fought thriller, with Malcolm Simmonds winning from Chris Pusey, who fell back after a big effort on the last bend. Both were mounted on Hagon-J.A.P. machines. The success of these two meetings means we shall be seeing more of the continental riders here next season. Improved riding should result from this competition.
NAGS PRE-EMPT TV MOTOCROSS
Bikes gave way to horses on television this month. An independent motocross meeting was cut from the schedule to allow viewers more horse racing, probably to increase audience figures in the peak Saturday afternoon session. Fortunately the national corporation favors wider scope and at present does not intend to cut the scheduled meetings for the winter series.
TRIALS ON TRIAL
With the trials season now at its height, it is ironic that in the main event all the solo riders except one were disqualified for malingering. Such a happening would make news whatever the event, but when it happens in the premiere trial of the year, the British Experts' 1'rial, the ripples in the pond turn to tidal waves.
The trouble has been brewing for a long time. Riders hang around sections instead of tackling them and moving on to the next. The regulations for this year’s trial stated quite clearly that procrastinating would not be tolerated and could incur exclusion. It had no effect on the entry except for Dubliner John Harrison (Bultaco), who had to catch a boat home the same evening. He pressed on, losing 100 marks, to find himself the winner when darkness halted the trial three sections before the end. It was a cold day with frequent hail storms that made life grim for the observers waiting for riders over two hours late.
The warning had been given and went unheeded, so the strongest action was taken in the hope that it would be sufficient notice for the future.
The sidecar competitors had to wait for the solos to finish, so were late by necessity. That portion of the trial was won by the 1969 trials champion Roy Bradley (500 Ariel), passengered by Christine Bull. They had a four mark advantage over the similarly mounted Mountfield brothers.
Unluckiest rider of all appeared to be Gordon barley, whose gearbox sprocket on his brand new Montesa broke at the fourth section. He was pressed by time in the trial, as he had to get to Dover to catch the night boat for competition the following day in Belgium. Incidentally, he won the latter easily with a loss of 23 to the 55 of the Belgian runner-up, Claude Vanstenagen (Bultaco).
Farley had started the month with a 2nd place in the toughest of all one-day events, the Scott trial, held high in the Pen nines over the rugged Yorkshire moors. It is a time and observation test of stamina and skill where threequarters of the entry fail to finish. Riders have tales to tell that would make fishermen jealous. It is the TT of the trials world; to finish is an achievement and to win makes you a superman. Who else could win but Super Sam, this his third win in a row. He lost 54 marks on observation, plus 14 on time, which gave him a clear 24-mark lead over Farley, plus the best performance on observation. Farley gained his 2nd place by going farther around the course without penalty than Dave Thorpe (250 Ossa), who also finished on 92. Standard time was set by 4th place man Malcolm Rathmell (250 Greeves), and last year’s runner-up John Hemingway made it five different makes in the first five by leading home the Alta Suzuki team to the manufacturers’ award.
(Continued on page 90)
A back injury put Sam out of the next two big events, which meant victory for Geoff Chandler (250 Wasp) in the Hoad trial and for Farley in the Perce Simon.
A week later came the annual French classic, the St. Cucufa, run on the outskirts of Paris, which counts toward the European trials championship. Appalling weather resulted in near chaos, when pouring rain washed away the blue dye that had been laid to mark the course. It nearly produced an unexpected win for Lawrence Telling (250 Montesa), who came to grief right at the end to lose 19 to the winning score of 18 by Miller. Farley was 3rd with 23 and Frenchman Christian Rayer (250 Montesa) 4th on 26.
After two rounds of the championship, Miller and Farley lead with 25 points and Telling is 3rd with 18.
DUNSTALL DOINGS
Racing into the ’70s, customizing king Paul Dunstall opened a factory at Thamesmead. the brand new estate development by the Greater London Council.
By the time this is read the factory will be in full production of Dunstall Commando and Dunstall Triumph machines; present delivery delays will thus be cut back to two weeks. His Lltham retail premises, following a recent fire, are now being extended and modernized. To cope with Stateside demand, nine Dunstall agencies have been set up in the States following a 23,000-mile tour by road racer Alan Baker. It is Dunstall’s intention to visit the States in late February and early March. Developmental work on Dunstall products will continue at his home, where the raceware is prepared.
Latest goodie is the Dunstall front fork and twin disc assembly; it is an integral unit with the caliper cast into the leg. with the advantage of being both lighter and better looking. The discs have a high nickel stainless content to avoid rusting and discoloration, but any theoretical loss in efficiency is more than overcome by the twin discs.
The new factory, the fork assembly and the success of his spine frame racer lead me to believe that 1970 will see a Dunstall road bike that is completely different and yet has the speed, good looks and handling that are synonymous with the name of Paul Dunstall.
GAUNT JAWAS
At the other end of the specials line comes the latest trial bike from Peter Gaunt, who has turned to an even smaller unit this time and built the prettiest little bike you ever did see. It is the 88-cc Gaunt Jawa, utilizing 16and 18-gauge Trywell tubing with Puch front fork and wheels. It has a fivespeed gearbox and tank and silencer to Gaunt’s own design. The machine is both neat and functional, as Gaunt has already won a trial riding it.
DISGRUNTLED CZ
Any hope that Malcolm Davis may have had of getting a works ride with C’Z has vanished with the factory decision not to engage any “western” riders for 1970, following the defection of Geboers and Robert to Suzuki. The Czechs are leaving it to their dealers to support riders of their own choice and this will mean no factory contracts.
For Davis, however, there is a happy ending. He has settled the differences which early in 1969 led to his leaving AJS and has rejoined the Andover concern with a contract for the 250 championship series in 1970. I have a sneaky feeling that along with Swedish champion Bengt Arne Bonn, also Ajay mounted, there could be some surprises in 1970.
