Pocono Honeymoon

POCONO Honeymoon

Gary Nixon Collects A Pennsylvania Paycheck

John Waaser

GARY NIXON won his third road race in a row at Pocono International Raceway, showing the skeptics that the flaming redhead is indeed back on form this year—and leaving a lot of folks wondering just how much of a chance Kenny Roberts would have at that number one plate, if Nixon had a decent dirt ride. And Gary won this one with his Loudon engine—the one that by rights should have been thrown away at Road Atlanta.

A little injudicious editorial knifing on the Loudon coverage in this publication probably left a lot of people wondering just how much of Gary’s bike had been held together with epoxy. Astute readers of the Road Atlanta article will recall that Gary’s first engine had a set of crankcases which leaked air—but only when hot. When Gary blew two more engines that week, the only powerplant that could be rebuilt in time for Loudon was the one with the leaking cases.

A check showed the leak to be at a point where the main bearing bosses had been strengthened by welding. The weld was porous. So Irv Kanemoto, Gary’s tuner, covered the weld with epoxy, and assembled the engine. During the postrace rebuild, he discovered that the epoxy had started to flake around the edges, so he chipped it all off, and spread new epoxy over the porous welds. His major fear was that constant

expansion and contraction of the aluminum cases would create stresses at the surface, since epoxy won’t expand and contract as it heats and cools.

They obtained a new engine for Laguna Seca, where the Loudon engine became the spare. Kawasaki had rented the Pocono track for a day of practice prior to the general practice day—which has been their custom all year. During that early practice, it was discovered that wider ratio gearbox internals were needed. (Kawasaki is extremely anxious to win road races this year, and they are going to a greater effort than anyone to tailor the bikes to each course.) Rather than pull the Laguna engine out of the frame, Irv Kanemoto simply stuck the wide ratio box in the Loudon engine, which was on the bench, and then swapped engines. Again this time, the epoxied engine held through a week of

practicing and racing—and this week it appeared that Irv had done his homework well, as Gary’s bike seemed to be the fastest Kawasaki. He was, however, hoping for a new engine by Talledega, as the thought of relying on the epoxy was a bit hard on the nerves.

The reason for the wider gearbox ratios was that this course, a 2.8-mile track using a new infield portion, consisted mostly of one turn on the very slightly banked tri-oval. The infield was very tight, and was composed primarily of first gear corners—some of which were so tight that slipping the clutch was required to keep the engine on the power band. This track never has been popular with the riders. It was repaved last year, at least the roughest parts were, to cure the complaints. (At the last National held here, two years ago, Boston Cycles’ John Jacobson volunteered that he expected to see a new brand of tire in the winner’s circle — TrelleborgO

This year the new layout called for the use of much more of the oval, so that top speeds were higher, which accentuated the tight infield. On Thursday and Friday, riders reported that the course was extremely slippery—especially where the new pavement joined the old. Part of the blame was attributed to the Formula Ford cars used by the Fred Opert Racing School, based at Pocono. The facility gets high mileage as a result of use by the driving students, and oil and rubber are laid down in large quantity. Another part of the blame was laid on the motocross practice, which created much dust. At any rate, most riders reported the track was much improved on Saturday, but they still didn’t like the layout. Kenny Roberts went so far as to say that they wouldn’t have a National next year if he had anything to say about it. Course officials, on the other hand, were shocked that the riders weren’t completely enchanted, and said that the car drivers loved it.

The controversy is a shame, because the track, which includes Oscar Kovalensky and Walter Von Schoenfeld on its board of directors, is very publicity oriented. With these two around, you can be sure they are willing to try something wacky, and that they know how to open many new doors, and get a foot inside long before the door can be slammed shut. They hold a successful swap meet every fall, and as a result of Walt’s effort, several firms new to motorcycle racing donated awards to the winners here. These firms included Samsonite, Beau Breed Leathers, and Moet champagne.

Because of the lack of large motel chains in the area, which is a popular resort, many people camped out rather than try and get reservations at the numerous small motels nearby. They probably had more campers than any other National except Loudon. The organizers obtained movies from several sources, including “On Any Sunday,” and showed them free of charge to the assembled multitudes on both Friday and Saturday night, giving the crowd something to do. The scheme worked; in fact, this was the deadest crowd of this magnitude I have ever seen. During one showing of the Bruce Brown classic, I looked behind me to see Mert Lawwill. He must have seen the film a thousand times, counting all of the pre-release screenings he attended, yet he still goes to see it when he can. He explained that a lot of the sections on ice racing, speedway racing, and stuff about him, were cut out to bring the film down to a length which could be appreciated by a non-motorcycling audience. It would be neat if the unabridged version could be made available in 16mm for groups like this.

The management also set aside a day for amateur racing—something few National promoters care to bother with. Not many people are even aware at this point that Yamaha has a really neat little 1 25cc production road racer which costs the dealer less than a thousand dollars. So it doesn’t take a whole bunch of money to get into road racing.

The less said about the motocross course, the better. It was a typical Gary Bailey affair, with holes chewed out of the ground, and built-up jumps. It was long and narrow, and had riders tearing down the straightaway in opposite directions a scant six feet from each other with no protection in between. Only one turn appeared to require any real skill; that was a tight, off-camber number at the end of one straight. The whole thing was downright terrible, but it attracted many riders and spectators. They even had mini-bikes running in the 125cc class!

Friday was the first day of professional practice. The team Yamahas were finally running disc brakes up front, though one wonders why they bothered. The units are entirely off-the-shelf parts from street models, except that the hub is specially fabricated, since the stocker will not accept discs on both sides. Even the fork legs are from streeters. The net result is that the brakes are heavier than the old drums,> and feel much heavier when spinning fast. The only consolation is that they do work well.

Kel Carruthers had not intended to race here, but Don Castro still hadn’t arrived, so Kel saddled up and rode. Don showed up just in time for the 250cc heat, and Charlie Watson didn’t want to let him ride, until it was explained that Don was doing AMA publicity work in Chicago, and had trouble getting plane connections. After the heat, wherein Don passed Kel, the old Aussie decided he really didn’t want to ride this track at all, and left his bikes in the pits for spare parts. Gary Fisher was riding, in spite of his collarbone, broken at Laguna Seca. He didn’t even have the thing taped. Somebody quipped that it was made of steel. “Aluminum, at least,” responded Gary.

Rain threatened a bit Friday morning, and a few drops actually fell. This was the first time out on the 2.8-mile course, as the amateurs had used the older 1.8-mile layout. Mert Lawwill was one of those who discovered how slippery the course was. He kept thinking “I can’t be sliding—I could walk this fast.” But every time he’d turn on the gas, it would slide again. Mert had an experimental new engine in his Harley, which he said felt like it had 50 percent more power than the previous engines— mostly due to porting revisions by Babe DeMay. Of course, the increase wasn’t that great, but a substantial increase in power, coupled with good handling and gas mileage, could put Harley back in the hunt. We never had a chance to find out how good the new engine was, as Harley has been plagued lately with bad main bearings. It seems they’ve been breaking the retainers, of all things.

Jay Levingston and Gary Blackman won the novice heats, and it looked like another replay of Daytona and Loudon. The most significant happening during the heats was when one fellow, appropriately named Clutts, drove straight on through a mudhole, after failing to negotiate the chicane.

The novice race itself was somewhat anticlimactic. Levingston built up a good lead, then cooled it. Les Johnson and Wes Cooley were in a tight scrap for 2nd, and whittled Jay’s lead. Whey Jay finally realized how close they were, it was too late. Les passed Jay, who then retook the 1st spot. But in an effort to shake Les, Jay turned it on too hard in one of the more slippery spots, and went down. He remounted, and finished 5th, behind Johnson, Cooley, Bill Peter, and our friend Richard Clutts.

Something new on the National calendar this week was production road racing. In England and Canada, production races are the “in” thing. A LeMans start was used, but Charlie Watson wasn’t used to that sort of thing, so he gave the older fellows a bit of a chance by cutting the running distance. After all, is this a foot race or a motorcycle race? Mike Clarke got his 350cc Yamaha started first, and blasted into the lead, never to be headed. It was supposed to be a 50-mile race, but due to the paucity of entries, it was cut to 28 miles. It’s true that it was most boring race of the weekend—but the way to gain status for production racing is not to cut the length. In theory, it could be one of the most exciting races of the meet—a theory which we had hoped to see proven in the open class race.

Steve McLaughlin rides a Kawasaki Z-l in the open class, for Kawasaki Motors. Yvon duHamel rides a 750cc Triple, for Manley & Sons. Asked if they were going to stay close and put on a semblance of racing, instead of stringing out like the lightweight class, Steve replied, “We’re going to put on a semblance.... First turn—heaviest bike wins.” When he found out that the open class had also been shortened, Steve was furious; Yvon was grinning like the Cheshire Cat. This one, scheduled for 75 miles, was also cut to 28 miles. Yvon was first off the line, Steve was about 6th. Steve worked his way to 2nd, but then threw it away, and the Frenchman cruised home for the win. Hurley Wilvert passed Reg Pridmore for 2nd place, but couldn’t shake him. Shortly after the halfway mark, Reg put his BMW ahead of Hurley’s 750 Kawasaki again and held 2nd to the flag. Some people still can’t get used to the fact that Bee-Ems just ain’t all that slow no more....

The 250cc combined race went off on Saturday, as scheduled. After practice, and a heat, you’d think the factory teams would at least have their gearing right, but Roberts said he was still undergeared. He was peaking before the start of the fence on the final straight, and turning 1 1,500 to 12,000 rpm. Gary Nixon had the early lead, but faded to 4th; he and duHamel had the same complaint. “What power?” questioned Yvon, when asked about his engine. Roberts took the lead from Nixon, but on the fourth lap, junior rider Johnny Long took the lead from Ken, who just had to watch him disappear.

Back in the pack there was a neat scrap between Jim Evans, Don Castro, Billy Labrie and Art Baumann. Evans and Labrie were close, but Baumann and Castro were gaining, and having their own private war. Art would dart by in the corners, and Don would outmotor the Single on the straights. On the last lap, Evans, in the lead (of the four), clipped a pylon with his knee or elbow, and just dove to the inside, for a mudbath. Labrie somehow avoided him, but wound up behind Art and Don, then passed both again on the final straightaway, for 7th. Evans’ bike was a sorry sight as they trucked it in. Not much damage, but oh, that mud!

Rich Thorwaldson edged out Jimmy Weinert in the final few feet of the last moto for a one point victory in the 250cc class of the motocross. Consistency was the key here, as neither of them won a moto. Young Jimmy Ellis, who many consider to be a rising Superstar in this sport, won the first and third motos, but broke a chain while leading the second, for a DNF. Mike Runyard made it a Suzuki sweep as he won the open class—also without winning a moto.

There was to be a sidecar exhibition race on Sunday, also, and the sidecar drivers wanted to practice Saturday night. They had been told they could, but then were told they couldn’t. They threatened to pack up and go home, but finally were allowed to take five laps at dusk. They really feel that they are getting the short end of the stick, especially as they are so bitchin’ to watch. Kevin Cameron summed up the two-wheeler’s distaste for the hacks with a terse “They could let them practice on the motocross course; it’s very absorbent.”

On Sunday, rain was threatening, so the officials cancelled the expert semi, and moved the expert final in front of the junior bash. Gary Nixon won a nip and tuck battle with Yvon duHamel in the first heat, which saw a lime green parade for the four top slots. Ken Roberts had been as high as 3rd, but finished 5th. On the next-to-last lap, Steve McLaughlin got brave, and tried to pass Ron Pierce on the outside. Steve later admitted it was pretty stupid. Ron’s Yamaha picked just that moment, going into the first turn, to seize, so he straightened right up to go straight down the oval. The two touched, but nothing came of it except that Steve lost beaucoup places, and will probably think twice about passing on the outside again.

Gary Fisher’s bike wouldn’t fire on the grid for the second heat, so they took it into the garage, and replaced the whole ignition system. Gary would have to start the final in the last row. Remember that, when you see him in victory lane.

Rain still loomed a possibility, and this is not a good rain track. The asphalt is not very porous, and so the water will sit on the top, and cause hydroplaning. If that doesn’t get you, the oil rising to the surface surely will. The weather was also changing quickly; you just never know how to jet—especially a twostroke—in those conditions. Cal Rayborn had run the heat on treadless Goodyear blimps. For the final, he switched to brand new Dunlops. Wasn’t he afraid of losing precious time breaking them in? Not really. If it rained, he would be better off with brand new, unscuffed tires; the knife edges cut through water and eliminate hydroplaning better. Some riders are known to like rain—they have a sharper sense of just where the edge is, and a little rain can equalize a horsepower advantage in their favor. But even for those riders, rain is no advantage at this track, because too much of the course is straight. Nobody was really looking forward to this race, except, just maybe, Gary Nixon. They offered the riders a warm-up lap. Cliff Carr’s bike wouldn’t fire on all cylinders for the warm-up. The rest of the Kawasakis, who owned the first row, except for a small patch on which sat Cal Rayborn, didn’t bother going out. Maybe they knew something....

Due to the limited number of riders, only one wave was used. Nixon had the hot start, but duHamel passed on the first lap. Gary sneaked by again on the third lap. The first five slots looked like the grid order, but Art Baumann dropped out early to change that. Dave Aldana was in a neat race with Steve McLaughlin and Ron Pierce. Steve was really bummed out by the fact that he couldn’t outmotor David’s Norton, but Dave was riding enthusiastically, really pitching it into the corners. About the tenth lap, Yvon joined Art the Dart in the pits, and the pressure was off Gary. He rode the infield cautiously, but according to some trustworthy unofficial watches, turned competitive times for the remainder of the race, anyway. Maybe it’s just that on this track, with so much WFO straightaway, that’s pretty easy to do. About the 13th lap, Nixon had 15 seconds over Wilvert, who had 20 seconds over Roberts, who in turn had 15 seconds over the Garys, Fisher and Scott. That’s right, folks, Fisher, who had started in last place, moved to 4th in a dozen laps. Cal Rayborn had settled into 3rd, and appeared to own it, but didn’t make it beyond 12 laps. His clutch basket had shattered—something the Harley team had never heard of.

About the halfway point, Hurley Wilvert joined Kawasaki’s “A” squad in the pits. Cliff Carr, of the “B” team, had also pulled in well before now, so the lone “Green Meanie” out there was the B-plus team of Gary Nixon. Gary had almost three-quarters of a minute over 2nd place Kenny Roberts, and a full minute over Fisher, in 3rd. Roberts’ clutch cable broke about five laps from the end, and he had to bog the engine to get around the infield in low gear, then shift without the clutch. He held his place, but lost ground.

Nixon, in spite of not taking a warm-up lap, ran out of gas on the final straightaway, and the lean condition caused the engine to seize. He pulled in the clutch and coasted across the line, unable, for the second race in a row, to take a victory lap. That Irv Kanemoto is sure talented at making them last just until the finish line.... Nixon turned to Roberts in victory lane, and said “Three more to go, Roberts....” Of Irv Kanemoto, he said, “He’s the best guy in the world.” He cracked a lot of jokes at reporters afterwards. With $15,842 for an afternoon’s work, he could afford to. “What do you think of the corners?” someone asked. “They’re all good when you win,” he replied. Oscar Kovaleski asked him about his front tire pressure. “I pay somebody $8000 to worry about that!”

Billy Labrie won the first junior heat over Johnny Long, as he apparently guessed right on jetting. Denny Varnes won the second heat. Rain was now imminent, and they struggled to get the junior race underway. Extremely hard rain fell by the fifth lap, so the race was red flagged; it was officially called at the fourth lap, and riders were paid on that basis. Had it stayed dry it looked like it might have been a classic confrontation. But Labrie went down in the infield on the first lap, and spun across the course. Long was the only rider to get by before Billy’s bike and bod blocked the way, and nobody needs to tell Johnny Long to take advantage of that situation. He quickly built a good lead as other riders tried to get around Labrie. So it wasn’t much of a race.

However, the sidecars can run in the rain—in fact they look hairy as hell that way, and the crowd loves it. But AMA officials sent the first aid crews home. The sidecar guys were ready to go, the promoters wanted them to, the crowd wanted them to, and the AMA blew it.

One guy, though, couldn’t care abou the misfortunes of the junior riders, and the sidecar crews. “I think six road races and one dirt race would be a good record,” mused the little redhead.