Cycle News - Archive Issues - 1970's

FINN WINS ON TOTALLED T'OE ~ W Z w ... U > U By Ken Dunlap Cycle News East ST. PETERS, Mo., Nov. 7, 1971 -The Missouri edition of the Trans-AMA was cold, dusty, and one of the best so far. Over 10,000 spectators turned out to see the world's best 'crossers attack the rugged course. In several cases, the track won. Bengt Aberg suffered the worst spill when he endoed on the second lap of the first 500 moto. The accident occurred at a nasty jump 100 yards from the starting line, an obstacle that forced two restarts in the 250 class. This killer was actually an isosceles triangle, twenty feet on each side, and perhaps thirty feet wide. Aberg missed a shift at the top and wen t over head first, his machine coming down on top of him. He was taken to the hospital with a 5roken collarbone. The track was rerouted to eliminate the treacherous pinnacle. Overall winner Heikki Mikkola was also injured, sustaining a broken toe when he was jammed by another rider at the start of the third moto. Though well back in the field, the Finn put on a display of fierce riding that had the crowd cheering as he moved up through the pack for a second place finish. Prior to Aberg's spill, the 250 class had to contend with the triangular tank trap. Twice the National field stormed across the flat, open field toward the peak. Each time a few riders made it over and the rest stalled, fell down, ran into each other or went around it. After relocating the starting line, then moving it back to its original spot, officials sent the 250 class on to one of the less hazardous sections for the start. The pointed hump was thus eliminated for starts but remained part of the course for the first moto. DeWayne Jones took an early lead in the first 250 moto, followed by Gary Chaplin (Mai), Dick Burleson (Hus), and Dick Robbins (Oss). Tim Hart (Mai) and Doug Grant (A]S) both got mediocre starts but quickly began moving up. Hart was soon past Robbins and moving up on Burleson, with Grant not far behind. Grant's Ajay dislodged its entire exhaust system on the second lap, and the whole unit - pipe, chamher and stinger - was flopping about at the end of a single bracket. Grant should have been black-flagged, but the official at the finish line used a red flag, so Grant was allowed his fifth place. Hart soon passed Burleson and was hard after Chaplin whenJ ones' gas tank sprung a leak, putting him out of the running. Barry Higgins' CZ moved up steadily and overtook Grant and Burleson. Hart got around Chaplin at about the halfway mark. The finishing order was Hart, Higgins, Burleson, and Grant. The start of the first International moto scotched Joel Robert's chances of a first overall when he fell in the first turn, after colliding with another rider. Joel had some harsh words for the fellow, and it appeared he was about to punctuate them with punches, but instead decided to rejoin the race. The World Champ rode like a world champ to catch up and moved up to finish eighth. Adolph Wei! had the lead, followed by Mikkola and Jolln DeSoto. Sylvain Geboers (Suz) ard Torleif Hansen (Hus) moved into third and fourth spots, where they finished. Mikkola pushed Wei! hard ·but each time the Finn got a wheel under the Maico, Wei! pulled ahead. Geboers' Suzuki deposited its exhaust system' on the track but he finished third without it. The second National moto saw Tom Rapp (Bul) grab the lead with Glen Vincent (Hus), Hart and Wyman Priddy (CZ) chasing him. Hart quickly took over second place but couldn't catch Rapp. Chaplin and Higgins moved through traffic to finish third and fourth. Grant repaired his exhaust but had more mechanical trouble. In the final go he lost a footpeg. Bruce Baron (Rickman) had the same problem in the first moto. St. Peters has thousands of stutter bumps; a place to stand is mandatory. It was Wei!, Robert and Mikkola out front in the second International moto, but Wei!'s machine broke on the second lap. Mikkola began stretching his lead as Robert's Suzuki seemed to suffer some irregularity. Nonetheless he held on to second place, followed by Willi Bauer (Mai), Geboers and Roger DeCoster. Geboers soon captured third place, but Robert and Mikkola were far in front. Hansen managed to pjck off Andy Roberton (Hus) and Bauer to finish fourth. DeCoster's machine nibbled a piston. Mikkola won by a wide margin. Rob Norgaard had the misfortune of being at the end of the start line in the final 250 moto. As he came off the line the rubber band enveloped his machine and wrapped itself around everything. Chaplin got in front abead of Hart and they stayed that way the whole race. Chaplin was riding hard and Hart never got within striking distance. Dick Robbins held third place but surrendered it early ~o Tom Rapp, who was being chased by Barry Higgins. Rapp made a strong bid to catch Hart, but Hart was going just as hard after Chaplin. At the end it was Chaplin, Hart, Higgins and Dick Mann (on a BSA 250). Hart's 1-2-2 finish made him overall winner. Mann hadn't fared well in the first moto, but was eighth in .the second and finish six th overall. Weil and DeCoster had'made repairs in time for the 500 class final. Robert was in front out of the first tum, with Wei!, DeCoster and Hansen in pursuit. It was in this tum that Mikkola suffered the broken toe. Robert, out to make up for his spill in the first moto, began moving at an incredible pace. And he kept moving out for the whole race, never allowing anyone else anywhere near him. At the halfway mark he had a 20-second lead over the next man. Geboefs passed Hansen to take over fourth as Mikkola, coming from about tenth place, be~ his charge. He moved past Hansen on the sixth lap. Geboers got around DeCoster, and began to catch up with Wei!. Mikkola flew past DeCoster as Geboers put the pressure on Wei!, finally passing him. Suddenly Mikkola went around Wei! and was right on Geboer's rear wheel. This was the best racing of the day as Geboers and Mikkola battled for the advantage. The Flying Finn then moved past the Suzuki and kept riding at full tilt in pursuit of Robert. Mikkola had cut Robert's lead by ten seconds but was unable to make up that much more ground. Nonetheless, he had given one of the finest displays of motocross riding this writer has witnessed, and he did it with a broken toe. It give Heikki great pleasure to beat the Swedes, some of whom consider the Finns mere upstarts in motocross competition. It makes his competitive spirit all the stronger. As he was leaving for the hospital after the race, Heikki pointed to his right foot (shifting foot on a Husky) and said, "No more racing in America, I think." He spoke of returning to Finland. If that's so, the Trans·AMA series has lost one of its very finest racers. Injuries notwithstanding, the St. Peters Trans-AMA must be considered an unqualified success. The promoters, Mid-American Motocross, Inc., did an outstanding job of prepration (excluding the hazardous triangle teat). Dan Gurney appeared after hearing that five percent of the profits would be donatedTo the AMXT. James Brolin of "Marcus Welby, M.D." was also on hand, as was Gary Wells, the 14-year-old jumper who recently bested Evel Knievel's record with a jump of over 150 feet. TRANS·AMA St. Louis, Mo. Nov. 7.1971 INTERNATIONAL Heikki Mikkola Joel Robert Sylvain Geboers AdolfWeil Tortief Hansen Willi Bauer Pierre Karsmakers Gaston Rahier Andy Robertson John Banks Vlastimil Valek Roger DeCoster Brad Lackey Gary Jones Peter Lamppu Billy Clements Mark Blackwell Bryan Kenney Dale Burton Dave Bickers NATIONAL Tim Hart Gary Cnaplln Barry Higgins Tom Rapp Dick Burleson Dick Mann Glen Vincent Joe Castango Wyman Priddy Jim Shotton --_.~ The Norl Fellow is the pen name of a motorcycle equipment dealer in Birmingham, Engillnd. The author has participated extensively in trials events, both as a rider and an official. This is the fifth in a series of articles covering the rules and techniques of trials riding. ~ J Scottish Six Days rider displays his frame geometry for the crowd. Photo by "Motor Cycle" ...... 11. t UJ ~ L(J:'-,\o (I:LU iJ ez Hus ez ez Suz ez Vam Mon Hus Hus Vam ez ez Mal Mal ez Bul Hus BS... Hus ez ez TONI HEADS HOA The directors of the Honda Owners Association, Inc. elected Toni Taylor the fITst HOA president. Motorcycling has been Ms. Taylor's bag since she started FIM/AFM road racing in Southern California in the 1950's. From 1960 to 1970 she was with Ed Kretz.& Son in Monterey Park, California and has been a parts manager at several authorized Honda dealerships since then. An occasional trouble-shooter for American Honda Motor Co. in the past, she comes directly to HOA from Honda North County in Escondido, California. Her former association with IFOA staff members made her choice as the first executive officer an easy one since TOlli was involved in some of the early planning for HOA. Honda Owners interested in more information can write Honda Owners Association, 1380 Garnet, Suite H, San Diego, Calif. 92109. T-he Trials And Tribulations Of Trials Riding As so many trials riders are individualists it is not unusual to fmd these worthies of the opinion that they could bui!d a creditable trials iron and having the necessary facilities, seek to find the formula of frame construction. The design itself will of course depend on the power plant being used. However, there are certain basic requirements in layout which may be of help and for my information I credit that freely given by that King of frame builders...Eric Cheney whose products are world famous. He has the gift of wrapping one of his frame masterpieces around just any engine with the finished product looking "right". Early this year he exhibited a oomplete motocross Cheney-Ducati 450cc and this engine with its massive oi! containing sump would surely present a nightmare for the tube manipulator. But the finished product looked ready to take on anything in the motocross world. So Eric lays down the use of 114 diameter 16 gauge tubing of Reynolds, 531 or T45 quality for the main frame and swinging arm with ',4" diameter for the sub frame members. The steering head stock tube to accommodate tapered roller bearings of 2" 0.0. xl" I.D. x 'h" depth. This type of bearing which takes load and thrust is also adjustable and the use of any other bearing for this important job is on the score of cheapness - which is not in the Cheney books of words. For geometry plays a big part in the steering qualities of a bogwheeler and for this use fork yokes using the telescopic variety as with Ceriani and the many variants the tube yokes will be arranged I ~ degrees from parallel - the fork rake being 27 degrees and a trai! of Hus Suz Suz Mal Hus Mal Hus PART FIVE 2',4 degrees. ] oints are nickel bronze welded in the interests of avoiding tube "burning" as less heat is required. Front forks and rear damping shocks are a matter of choice of make but quality bears its own reward in the finished article. Appreciate that damping requirements are softer than required for motocross but fITm enough to prevent "bottoming" of either forks or shocks. It is a good plot that the front down tube is splayed into twin smaller gauge tubes beneath the engine to which can readily be attached on positioned lugs a bash plate for protection against engine damage from rocks. And avoid the mistake of leaving the exhaust system and air cleaner box as the final tou~h or as so many budding frame builders have found a centrally disposed exhaust port pipe wi!1 not go through a single down tube. So when offering up the engine to your frame mock-up include the complete exhaust system and air cleaner box or unit so that the frame tubing will wrap round these. And when having lined up your engine/gearbox unit with the rear drive sprocket do fit the rear chain to ensure that it clears the swining arm cross member or the lower end of the seat tubes if the splayed wide twin tubes are used. And make such checks with the swinging arm at extremities of travel. Give some study to the pivot point of the rear brake pedal particularly if rod operated brake as incorrect placing will result in brake application on the rise or fall of the swinging arm and th e riders foot is poiseq just over the brake lever. Other fitrnents to choice are merely a study of existin/( trials machinery and selecting the best for your purpose. 0.... .!ll.. J U J... J u.t. (J

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