Continental Report
CONTINENTAL REPORT
B.R. NICHOLLS
WILL GUZZI RETURN?
Talk of a Moto Guzzi comeback to racing sets hearts pounding a little faster—especially for those who were lucky enough to be around the race circuits 13 years ago when that Italian concern was deeply involved in grand prix racing. Also actively involved at the time were Mondial and Gilera and, of course, MV Agusta who still rules the roost in the larger capacity solo classes.
It is surprising how few of today’s fans are familiar with the riders’ names of that golden postwar era. One name still prominent in the four-wheel world is John Surtees. The sight of him riding the naked MV four-cylinder serves to prove how much more neat and compact the present day Three is—and a good deal easier to ride.
Moto Guzzi does not intend to contest the grands prix but is turning attention to production machine racing with the fabulous 750-cc V-twin. Specially prepared models have recently been on a record breaking spree at Monza and have taken 15 world records. Will it be competitive? First thoughts are that this machine is too bulky, but in the early ’60s BMW was successful in production events, and the Guzzi will be after the long distance races. So the marque should stand a very good chance, though the riders will have a hard time in the 24-hour race at Barcelona. Man behind the machines will be ex-Bianchi race manager Lino Tonti.
There can be no doubt that production racing wül be the feature of the early 1970s, though some will still cling to grand prix successes as good advertising material.
READ’S NEEDS VS.
“EM-ZED’S” REDS...
MZ, the East German two-stroke, has gained its most notable victories in the ISDT but has been road racing for a decade without gaining the success the machine deserves. Since MZ’s top rider Heinz Rosner has retired, the marque is showing interest in Phü Read. In the past, political problems have made it difficult for them to pay a rider well or to command the services of the best. Read is cautious about accepting, but the ride would give him a good chance to beat official Yamaha riders Gould and Andersson (the Japanese firm has ignored Read, who won four world titles for them). Read currently is the most widely experienced racer available-grands prix, short circuits—you name it, he has done it and on machine-
ry as simple as a Norton production Twin and as complex as the Güera and Yamaha four-cylinder devices. With his talent, he could become a world champion once again in 1970.
BUSY BARNETT
Also in demand is Alan Barnett whose name has been linked with no less than three Italian offers. At the moment,he plans to race a brace of Tom Kirby’s machines in aU the 1970 classics. In addition to racing, Alan will be chief instructor for a road racing school, set up by Tom Kirby and Vic Camp, the Ducati concessionaire. The latter two have bought out the Charles Mortimer racing school, though Mortimer wül continue as one of the principals. Ducati Mark III 250-cc racers complete with fairings will be used, and the aim is to cater to the genuine enthusiast who wants an assessment of his capabilities, rather than someone just going for a joy ride. Tom sees the school as the logical step to his continuing search for talent in the 1970s. Parental interest will be fostered, and the National Sports Council and Minister for Sport will be invited for the opening day.
For $30 it will be possible to enroll, borrow all the necessary rider gear and complete two 10-lap sessions on the school Ducati for an appraisal of personal ability. Those with aptitude wül progress to the study of track sense and safety. Races between advanced pupils will decide the school champion, who will be sponsored in clubman’s races. The venture is not restricted to UK riders; visitors to England who are seriously interested in racing may contact Tom Kirby, Roneo Corner, Hornchurch, Essex.
BBC MOTOCROSS
The first round of the BBC television Grandstand trophy series was held on the Naish Hül circuit. On a bitterly cold, but sunny day the ground was rock hard, and it was not long before polished spots in the surface put a premium on delicate throttle control and speed tempered by discretion. In the first race, for 250s, British champion Bryan Wade (Greeves) was the casualty of a false start; his machine was damaged in a pile-up and the re-run was too quick for him to effect repairs. No sooner had it started than another crash sent three riders to the ground. Ahead of this trouble was Jeff Smith on the works 250 BSA, showing a good turn of speed on a circuit that had the strokers gasp ing for breath. Smithy was being chased by Arthur Browning (Greeves), who took the lead on the second lap. His teammate Dick Clayton also passed Smith but then retired, and the BSA man closed again with Browning until a neck-and-neck clash ended with Smith through the ropes and then sidelined with a broken battery connection. This let in Maicom Davis, riding the works AJS for the first time since renewing acquaintance with the Andover concern.
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Then came one of the finest moto cross races ever screened on television. Not only were five men involved in a really hectic scrap for the lead, but the frozen ground meant that viewers were able to see both men and machines without the coating of mud which has been such a feature of previous meet ings, giving entirely the wrong impres sion to the public at large of just what motocross is all about.
Dave Nicoll (BSA) led the field into the first corner with his teammate John Banks 3rd after Clayton (380 Greeves); similarly mounted Browning and Wade followed in 4th and 5th respectively. Nicoll, treating the frozen course with the utmost respect, did no more than necessary to just keep ahead but Browning had eyes on a double win and by half distance had ousted Banks to take 3rd. Then luck deserted Clayton and his gearbox started to play tricks, eventually sidelining him. Browning took 2nd but lacked that little extra to take him ahead of winner Nicoll. In a late dash, Wade moved up to 3rd so that Trophy holder Banks could do no better than 4th. Banks’ moment of triumph came in the invitation race, which he won easily. Clayton once again was in trouble; when in 2nd his plug oiled up and Jeff Smith passed him on the last lap.
Wade was offered contracts from Montesa to ride motocross machines in 1970. This would have been the Spanish concern’s entry to the world title chase for Wade, British 250 champion, is bound to be accepted by organizers. Wade, however, has again signed with Greeves. But now the world title will be more fiercely contested this year than ever before with Suzuki, CZ, Husqvarna, Greeves and AJS as chief contenders. Montesa will be hard put to find a rider equal to challenging the might that those five can put into the field.
AND SAM GOES ON
The Miller man marches on. Following the Experts’ fiasco when only one rider finished, Sam won the Knut trophy with a loss of 18 marks. For the opposition it was demoralizing; next best was Rob Edwards (Cotton) who lost 31. In the sidecar class Roy Bradley just could not master the going; he lost 24 points compared to the Round brothers, Ray and Derek, who lost only 10 with their 441 BSA outfit.
OTHER TRIALS
The previous day Peter Gaunt rode his diminutive 88-cc Gaunt-Jawa to victory in the Irish Experts trial. Maybe it was the wee folk taking a liking to the machine. It was a good four-mark win from Paul Dunkley (Bultaco) with Gordon Farley on a Montesa 3rd. Winner by default of the British Experts’ event, Dubliner John Harrison (Bultaco) could manage no better than 14th place amongst his native heath and countrymen, losing 128. There is a spate of so-called Experts trials at this time of
year for which the British Isles is divided geographically. In the Northern section, Brian Hutchinson (125 Sprite) won the solo class losing 40 points to the 43 of Rob Edwards (170 Cotton). But there was a really terrific battle in the sidecar class. Phil Mountfield (497 Ariel) lost 45 to the 46 of similarly mounted Alan Morewood.
The southern counterpart was won by a rider who does not often hit the headlines, Charlie Harris (Montesa) with a deficit of 35 to the 45 that Sammy Miller (Bultaco), lost in 2nd spot. It was a good old-fashioned sort of trial with plenty of big hills, a fact borne out by ISDT exponent Johnny Giles taking 4th place on a 500 Cheney Triumph. The sidecar class went to Ginger Budd on a Triumph.
YULETIDE AT BRANDS
The Yuletide meeting at Brands Hatch now seems to be qualifying as a tradition of Christmas and like so many other traditions has little reason
But there was money to be won, $288 for the winners, so riders raced, and as there were riders racing, a small crowd braved the very cold day to watch.
There were four separate solo heats, the first for the 250s, then 350s, 500s and finally the big 750s. The first seven in each heat moved into a 10-lap final. The Big Bore race was led from the start by John Taylor, mounted on Geoff Monty’s 650 Triumph-engined “Monard,” easily the fastest bike in the race but not so adept at going around corners as the 745 Dunstall, ridden by Ray Pickrell. At the end of the first lap Pickrell was out front and Barry Ditchburn (500 Seeley) was 2nd ahead of Taylor. The handicap of the 500 Single was too much for Ditchburn, who, after a race long scrap with Taylor, had to be content with 3rd.
Paul Smart (500 Seeley) had his work cut out in taking 4th place from Martin Carney on the 350 Shepherd Kawasaki.
In the three-wheeler final Mick Boddice (654 BSA) was far and away the fastest sidecar but had to be content with 2nd place behind Andrew Chapman, who had power to spare with his 127-cc Mini three-wheeler.
It must have been a satisfying day for Pickrell to know that he is recovered from his TT injury and for Dunstall to know that his rider will be fit for the 1970 season. But for Dave Croxford, out for the first time in competition on the ex-Rod Gould 350 Yamaha, it was frustrating. In his heat he was baulked by a falling rider but fought through to 2nd at the flag only to have the same sort of trouble in the final, where he crashed, fortunately without injury.
