Mitsuo Ito, on the 50cc Suzuki RM63, at the Isle Of Man.
Mitsuo Ito, the first and only Japanese to win an Isle of Man TT has been inducted into the inaugural Motorcycle Federation of Japan Motor Sports Hall of Fame. A lifetime employee of Suzuki Japan, Ito achieved this feat riding a Suzuki RM63 in the 1963 50cc Ultra-Lightweight TT.
Ito participated in domestic and international Grand Prix racing from 1959 to 1967 and competed in the 50cc and 125cc categories, claiming two 50cc Grand Prix victories 13 podiums and1 fastest lap from 29 starts.
In 1970 Ito also had a foray into car racing in Japan and won the only event he entered, the Japan Automobile Federation Junior Seven Challenge Cup held at Mount Fuji International Speedway driving a Suzuki Fronte RF single seater.
Mitsuo also famously partnered Stirling Moss in a Suzuki 360SS for a high-speed run on the Autostrada del Sol between Milan and Naples as a publicity stunt, with the 356cc two-stroke machine averaging 122.44kph (76.08mph).
After retiring from racing, Ito took part in Suzuki’s racing activities helping to develop racing machines and world-class technologies. In addition, Ito served as an engineering committee member of the MFJ for many years. He not only contributed to Suzuki but also the popularisation and development of motorcycle racing in Japan.
Mitsuo Ito: “I am very honoured to be inducted into the first hall of fame. However, it couldn’t have been achieved without the teamwork of everyone, so I don’t believe that I was personally awarded. It is a result of a brave decision by our second president Shunzo Suzuki, who had the foresight to participate in the TT racing, and I am honoured and thankful that I was selected as a participant and was able to win the race.”
Here’s a last minute suggestion for a stocking filler for motorsports enthusiasts as Christmas 2018 looms large.
THE PERFECT CAR THE BIOGRAPHY OF JOHN BARNARD by Nick Skeen is a wart’s and all account of the life of one of the most innovative Formula One design engineers in the sport’s history. With co-operation from Barnard himself and with input from his peers and former Formula One drivers, Skeen provides a fascinating insight into the life of a man driven in his search for perfection.
Born an only child into a working-class family that prided itself on being self-reliant, and with both a mother and father proficient in all things technical, it created an environment that nurtured Barnard’s tendencies to be an independent thinker and helped develop his almost obsessive attention to detail.
Although his education did not take him to university, the technical colleges gave him a good grounding in the use of different materials and sound engineering formulae that eventually led to a job at Lola cars where he cut his teeth working for Eric Broadley and given a chance to complete his first racing car design. The successful Lola T250 Super Vee. Some time spent across “the pond” in the U.S. saw Barnard continue to grow as a designer, culminating with the first ground-effect Indycar, the Chaparral 2K.
But the road to Barnard’s future successes was not an easy one for the headstrong designer. In the competitive cauldron that is Formula One, Barnard’s approach of taking time to develop a car put him at odds with teams he worked for such as Ferrari, and also the politics that swirled around those involved, which on many occasions saw him move on before his brilliant designs achieved their full potential.
The list of Barnard’s innovations is long, and many are taken for granted in Formula One today, such as the carbon fibre monocoque chassis, the paddle shift semi-automatic gearbox, the steering wheel instrument panel to name just a few. But, more importantly, Barnard’s success forced his competitors to embrace aerospace technology and to question processes they had been reluctant to change.
And unusually for a biography, there is also a “happy ending” to Skeen’s book. After decades of animosity between Barnard and Ron Dennis, who together made the Mclaren International Formula One team a winning force during the mid-1980s, are brought together again by Skeen in a fascinating final chapter.
Well worth a read and available from the Book Depository
Endel Kiisa aboard the 500cc Vostok four-cylinder S-565.
At the end of the Second World War former allies, the United States of America and the communist Union of Soviet Socialist Republics entered into a period that was aptly described as “the cold war”. Both superpowers, armed with ideological distrust and a large arsenal of atomic weapons, knew that a direct confrontation would only bring about mutually assured destruction.
Each side fought the other indirectly by trying to influence foreign countries politically and economically while also aspiring to claim global prestige on the high ground of advanced technology – in particular, what became known in the 1960s as the “Space Race”.
It was no doubt a rude shock to America when in 1961 the Soviets put the first man into space to orbit the earth in the spacecraft Vostok 1. Vostok (meaning Orient or East) became a household name around the world and one that was adopted by the communists for a little-known foray into World Championship Grand Prix motorcycle racing.
Although the former eastern block countries of Czechoslovakia and East Germany are better recognised for their motorcycle production and Grand Prix prowess, thanks to CZ, Jawa and MZ, it was in the town of Serpukhov 99km south of Moscow that these not so widely known Russian racers were built.
In 1942 the Central Construction and Experimental Bureau were established in Serpukhov with the aim of providing research and development for the numerous mass production motorcycle factories dotted around the USSR, in a bid to help the Soviet war effort during the Second World War.
The single-cylinder engine of a 125cc S-157 racer.
At the end of the conflict German motorcycle manufacturer, DKW fell into the hands of the Soviets. In the1930’s DKW had been the largest manufacturer of motorcycles in the world. The Russians plundered the Zschopau factory confiscating its technology and taking it to the Serpukhov Bureau,
Unsurprisingly this spawned blatant copies of the two-stroke DKW racers. The S1B, the S2B and the S3B were all reproductions of pre-war DKW’s with capacities of 125cc, 250cc and 350cc while the “S” (sometimes referred to as “C” which translated from the Russian Cyrillic alphabet stands for “S”) in the acronym stood for the town of Serpukhov.
Motorcycle competition and record-breaking took place post-war in the USSR but there was no participation in international events. The Soviet motorsport governing body the URSS was not affiliated with the Fédération Internationale de Motocyclisme (FIM), but by 1954 the communists became interested in competing on the international stage. The Central Automobile and Motor Cycle Club of Moscow joined the FIM two years later on the 1st of January 1956.
But in 1954, in preparation for entry into international road racing, the Serpukhov Bureau designed (believed to be by Evgenij Mathiushin) a new series of four-stroke racers simply designated “S” for Serpukhov. The classification of these racers was quite simple. The S-154 had a 125cc capacity represented by the “1” and “54” was merely the year it was designed.
Its architecture was double overhead camshaft driven by shaft and gears on the right-hand side. The single-cylinder was slightly inclined with a “square” bore and stroke of 54 x 54mm giving a capacity of 123cc and an output of 12.5hp. The chassis resembled a smaller version of the Norton Featherbed frame while the overall weight was approximately 80kgs with a top speed around 140kph.
S-254 was designed as a 250cc twin-cylinder four-stroke racer with the same “square” dimensions of 54 x 54mm as the S-154 and also used double overhead camshafts, this time driven by an inclined shaft on the right-hand side of the engine to the inlet camshaft which in turn on its left-hand end used gears and a pinion to turn the exhaust camshaft. Ignition was by coil while twin carburettors supplied the fuel and final drive was by a five-speed gearbox. Weight was 126kg, and with 23bhp available, at 8,200rpm it boasted a top speed of 150kmh. For the chassis, a Featherbed type frame with earls type front forks was utilised, and initially, it was equipped with a dustbin fairing.
Serpukhov’s 350cc machine was the S-354 and of the same design as the S-254 but with the bore and stroke taken out to 60 x 61mm for 348cc. Power was initially 33bhp at 8,200rpm and with a weight of 144kg was capable of 165kph. It used a duplex cradle frame was best described as a cross between a Manx Norton and a BSA Gold Star design and utilised earls type fork. A “bikini” fairing provided the aerodynamics.
The twin-cylinder engine of the S-254 250cc racer.
Then came the S-555, a bored-out version of the 350cc S-354 with a bore and stroke of 72 x 61mm giving the short-stroke engine a capacity of 498cc with a claimed power output of 47bhp at 7,400rpm and a top speed of 190kph.
There was also a 175cc machine simply designated the S-175. This was not a bored out S-154 or half of the 350 twin and had a bore and stroke of 64 x 54mm for 174cc. It utilised a vertical cylinder like the later version of S-154, the S-157, and also boasted a twin-plug cylinder head, which became a feature of the S range in 1960. Although it was not an eligible capacity for international racing, a 175cc category was introduced into Soviet national competition.
With no official factory based team running on a permanent basis the Bureau loaned the “S” racers to preferred motorcycle clubs in the major cities. These machines were made accessible to promising road racers as they were well in advance of the out-dated two-strokes and altered road bikes that were available to the majority of competitors in national events.
Although these machines competed with a certain amount of success in race meetings mainly in the USSR, it was the Czechoslovakian manufacturer Jawa that in 1957 appeared to have a Grand Prix machine capable of competing at an international level bringing a halt to the development of the Serpukhov factories middleweight DOHC racers the S-257 and S-358. Czech racer Franta Stastny had ridden a Jawa 250cc racer to 12th place in the 1957 Lightweight TT on the demanding Isle of Man Mountain Course. This brought about a closer collaboration between the Serpukhov Bureau and Jawa. It effectively saw replicas of the Jawa 250cc, and 350cc racers re-badged as S-259 and S-360 Serpukhov machines, although a number of components were made in Russia.
These two “S” racers used twin overhead camshafts driven by a vertical bevel shaft positioned behind the two cylinders, driving the inlet camshaft and a horizontal shaft across the top of the engine to drive the exhaust camshaft. The cylinders were inclined at 10 degrees, and a heavily finned wet sump held the engine oil. The cylinder head sported two valves per cylinder and twin spark plugs with a battery and coil ignition. A pair of Amal carburettors provided the fuel and final drive was via a six-speed gearbox.
The frame for the two racers was conventional tubular construction either diamond or Featherbed with 19-inch wheels. The 248cc version had a bore and stroke of 55 x 52 mm and produced 38bhp at 11,000rpm. With a weight of 128kgs, a top speed of 190 km/h could be reached. It’s thought the 350cc version had a bore and stroke of 62 x 57.6mm and approximately 46bhp 10,300 rpm with a weight of 130kgs. 210 km/h was believed to be the top speed.
Endel Kiisa aboard the S-360 350cc racer.
The Jawa replicas were a step in the right direction for the Serpukhov Bureau. Russian rider Nikolai Sevostianov on the S-360 claimed third place in May 1961 at the Djurgardslopper international race meeting held at Helsinki in Finland.
It should be noted that the Jawa 350cc “version” did considerably well over the course of the 1961 Grand Prix season with factory riders Franta Statsny and Gustav Havel claiming a double 1st and 2nd places in the German and Swedish Grand Prix’ eventually finishing 2nd and 3rd in the 350cc World Championship
More progress came when the Soviet team made their debut in the World Championships at the East German Grand Prix at the Sachsenring in August 1962. By now the “S” racers were sometimes entered as CKB or on occasion as CKEB in reference to the Central Construction and Experimental Bureau in Serpukhov. Again it was Russian rider Sevostianov that provided the results finishing fifth in the 250cc class and in the 350cc category a fine sixth place.
The team returned in 1963 to the East German Grand Prix taking fifth place for Sevostianov riding the S-360 in the 350cc class. Sevostianov accomplished an even better result at the Finnish G.P. held at the Tampere circuit coming home in fourth in the 350cc category, although there is a side story to this result as the outcome may have been a Podium. The following is the doyen of motorcycle journalists Chris Carter’s recollection of the event published in his book “Chris Carter at Large.”
Carter, “Mike Hailwood was there on his 350cc and 500cc MV Agusta’s, and there was a Russian guy on one of these Russian four-cylinder Vostoks (authors note: it was, in fact, a twin-cylinder S-360). Down the straight, he kept looking across at Hailwood, and he wouldn’t brake for the first-right hander until Hailwood did. Hailwood became furious with this man, so in the end, quite deliberately, he didn’t brake at all. They both shot up the slip road, and then Hailwood … put his foot on this man’s petrol tank and shoved. The poor Russian and his Vostok went crashing to the ground.” Hailwood went on to win the race. Sevostianov was also entered in the 500cc class and took sixth place on a bored out S -360 twin.
A cutaway drawing of the Vostok S-364 350cc four.
As the results of the “S” racers in the World Championship improved, the head of the Serpukhov Bureau, Ing. Ivanitsky, and the Deputy Director of Laboratories at the Vniimotopram Institute, V Kuznetsov, decided it was time to take on the European and Japanese factories at their own game with a completely new design. The 1964 S-364 was a 350cc four-cylinder four-stroke and the first from the Serpukhov Bureau to be entered as a Vostok. The ambitious project also included a 500cc version to challenge for the blue riband class but was still on the drawing board.
The Vostok’s engine architecture took its design cues from the Italian multi’s and the Honda’s with double overhead camshafts being driven by a central gear train. Bore and stroke were oversquare with dimensions of 49 x 46mm for a capacity of 347cc. Ignition was by magneto and coil while four 30mm carburettors supplied the fuel and the final drive was via a dry clutch and six-speed gearbox. The first Vostoks used the frame and suspension units of the Jawa/CKB racers. Weight was around 130Kgs with a top speed of 230km/h.
It was at the East German Grand Prix in July 1964 that the Vostok S-364 made its international debut, creating a flurry of interest, as these were the most technically advanced Grand Prix racers to come out of the Soviet Union. It was not to be the introduction though that the Serpukhov Bureau would have hoped for as both the entries of Sevostianov and Estonian rider Endel Kiisa retired with mechanical problems after holding third and fourth place behind Jim Redman on a Honda and Gustav Havel on a Jawa. Sevostianov also raced in the 500cc class on a bored-out version of the CKB S-360 twin and managed a fourth-place finish.
In August at the Finnish Grand Prix Endel Kiisa recorded the Surpokhov racers best result in the World Championship so far with a podium third place behind Redman and Beale on Honda’s. But it was not on the Vostok four but the CKB S-360 twin cylinder.
However, the Vostok four did appear again in September at Monza in the Nation’s Grand Prix. Unfortunately, Sevostianov and Kiisa both retired with mechanical problems, which was said to be with the ignition, but in reality, the S-364 was destroying its pistons as it had done on debut in East Germany.
A cutaway drawing of the Vostok S-364 crank conrod pistons and overhead camshafts.
The four-cylinder reappeared again in 1965 at the first round of the championship, the West German Grand Prix at the Nurburgring. The Soviet team arrived a day late and Endel Kiisa could only manage one practice session. On the starting grid for the mandatory push start the Vostok refused to fire, but once he got on his way, Kiisa managed to fight his way through a pack of privateers to finish in fifth place. In a field that included riders of the calibre of Agostini and Hailwood on factory MV Agusta’s, it was a promising result. Only a week later at the non-championship Austrian Grand Prix, he very nearly gave the Vostok its maiden international triumph only to retire a just a kilometre short of victory.
Before the East German Grand Prix later that year significant changes were made to the Vostok S-364. A new frame based on the Norton Featherbed design was employed, and the power unit was improved with a new cylinder head and an oil cooler mounted in front of the engine.
Unfortunately, both Vostoks retired from the East German race, but only a week later, at the Czechoslovakian Grand Prix in Brno, Sevostianov took the honour of a 3rd place podium behind Jim Redman on a works Honda and Derek Woodman on an MZ. It was the best result so far for a Russian rider on a Russian designed and built racer in the classics.
The Vostok did compete at the Nations Grand Prix at Monza in Italy in September with Kiisa finishing in eight spot, and again later that month for a meeting organised by the Automobile Club of Milan as an Italy vs USSR match race series. Italian riders filled the first six places of both races, and sadly this was also the last international event for the Vostok S-364.
Endel Kiisa at the 1965 Austrian Grand Prix riding the Vostok S-364 four.
There was to be however one last hurrah for the Vostok racers. A 500cc version of the four-cylinder machine had been built with the designation S-565 presumably making it a1965 design although it was based on the 350cc model. With a bore and stroke 55 x 52mm for a capacity of 494cc the engine produced a reputed 80bhp at 12,400 rpm. Weighing in at 155kgs it was good for 250 km/h. There were some minor visual differences to the 350cc version with more fins to the cylinders a deeper sump and more fins on the front of the crankcases.
In 1968 the Vostok team turned up for the Finnish Grand Prix just over the Soviet border at Imatra. With Honda and Mike Hailwwod’s withdrawal from the World Championship, it was assumed the race would be a cakewalk for Agostini and the MV Agusta triple. As expected “Ago” took the lead with Kiisa and the Vostok glued to the back wheel of the MV. Three laps in, and to the amazement of the crowd, the Vostok accelerated past the 500cc World Champions out of a slow corner. This was the first time a Soviet machine had led a 500cc Grand Prix. It was not to last with Kiisa experiencing ignition problems and retiring from the race. Sevostianov saved some face for the Vostok team by finishing in fourth place.
For 1969 some improvements were made to the S-565 Vostok, with a new four-valve head and huge drum brakes fitted that were developed originally for the Jawa V-four 350cc two-stroke.
Jewel-like Russian engineering of the Vostok S-365 four.
The upgraded machines were entered in the East German Grand Prix at the Saschenring. It was not to be a good meeting for the Vostoks. During the wet race, Kiisa returned to the pits to change a spark plug finally managing tenth place, while his teammate fellow Estonian Juri Randla had held third place but a misfire and carburettor problems forced him to retire. Seven days later at the Czechoslovakian Grand Prix, both Vostoks retired on the second lap. It was a humiliating conclusion to an endeavour that held so much promise but was defeated by lack of an adequate budget to fully develop these fascinating Grand Prix racers.
Herrero becomes airborne at Ballaugh Bridge on his way to third place at the 1969 Isle Of Man 250cc Lightweight TT on the monocoque Ossa.
The 2017 MotoGP season once again saw Spanish riders dominating the Grand Prix grid. Ten of the regular twenty-four racers were Spanish, and for the past six consecutive seasons, a Spaniard has won the MotoGP World Championship. The junior Grand Prix classes of Moto2 and Moto3 also have a healthy representation of Spanish talent, and it’s also a Spanish company, Dorna Sports, who hold the commercial rights and play a major role in shaping the series. So it comes as no surprise that the popularity of the sport is so high that four of the eighteen races are held in that country.
Although Salvador Canellas won Spain’s first Grand Prix victory in 1968 contesting the 125cc class at the Spanish Grand Prix, it was a 17 year Angel Nieto who competed in his first Grand Prix in 1964 in the 50cc class that would spearhead Spain’s assault on the World Championships. It was the beginning of a stellar career, one that ended with Nieto reaching an elite level with 13 World Championships., six in the 50cc class and seven in the 125cc class, a figure only bettered by the great Giacomo Agostini with 15 World Championships.
However, it was a rider by the name of Santiago Herrero that looked most likely to win Spain’s first World Championship. Born in Madrid on May 2nd, 1942, Santiago bought his first motorcycle at the age of twelve and in 1962 obtained a racing licence. Initially competing on a Derbi Gran Sport and acting as his own mechanic, Herero then started racing a 125cc Bultaco Tralla. This brought him to the attention of Luis Bejarano the founder and owner of Spanish brand Lube motorcycles.
Bejarano offered Santiago a position in his competition department and in 1964 Herrero repaid that confidence by finishing in third place on a Lube Renn in the Spanish 125cc Championship and then backed up the result with a second place in 1965. Difficult financial times under Franco’s reign saw the Lube marque go out of business. Santiago decided to work for himself and opened a motorcycle repair shop in Bilbao.
Herrero continued to compete as a privateer racing the Lube Renn a Bultaco Tralla and TSS in national events. At the end of 1966, he was approached by another Spanish manufacturer Ossa. Founded by Manuel Giro the company had survived the difficult times of the early 1960s and thanks to the engineering genius of Manuel’s son, Eduardo, the company had developed road racing aspirations having already tasted success in endurance events.
Some early shakedown runs on the monocoque Ossa. Note the Telesco forks and front brake from the 230cc Sport.
It was the dream of winning the 250cc World Championship that inspired Eduardo to start design studies for a new Grand Prix challenger in 1966, and he even considered taking on Yamaha’s RD05 with his own two-stroke V4, but the cost was beyond the budget at his disposal.
The answer was to build a simpler solution using the proven philosophy of lightweight, a small frontal area and engine reliability combined with outstanding handling. Following company ideology, the engine would be a single cylinder two-stroke of 249cc with a bore and stroke of 70x65mm. But unlike the piston port road models, a more accurate rotary disc valve was used for induction, which was fed by a massive 42mm Amal carburettor. An equally enormous expansion chamber exited on the left side of the engine, and a beefy air-cooled seven-fin barrel and cylinder head gave the illusion of a much bigger engine. Ignition was by an electronic Motoplat unit while the gearbox used six gears and was engaged by a dry clutch.
But it was the chassis that moved away from convention. Unique for the era was its welded monocoque construction of magnesium and aluminium sheets that incorporated the fuel tank. The engine was mounted from a lug welded behind the steering head to another lug cast into the cylinder head, the chassis then swooped down and attached to the rear of the crankcases and incorporated the pivot point for the chrome molybdenum steel swingarm. Initially, oleo-pneumatic shock absorbers were used with proprietary Telesco front forks while the front brake of the road going 230cc Sport model was utilised.
The 97.5kg racer produced 42bhp at 11,000rpm and boasted strong torque from as low as 6,500rpm. Nonetheless, it still gave away over 20hp to the Yamaha V4’s.
The innovative Grand Prix racer had its first trial by fire at the 1967 Spanish Grand Prix at Montjuich Park and was ridden by Ossa factory rider Carlos Giro. Although sixth place was encouraging, Giro was a lap down to Phil Read on the Yamaha V4. Eduardo knew that on a tight circuit that should have suited the Ossa, they really needed to be further towards the front.
Meanwhile, Herrero continued to help with development work on the G.P. racer while contesting the 250cc National Spanish Championship eventually becoming the 1967 Champion. However, politics were about to come into play with the Fédération Internationale de Motocyclisme issuing new regulations, which would limit the number of cylinders, gears and minimum weight for the different capacity classes from the 1969 season. The governing body of motorcycle sport was attempting to curb the costly technology war that was being waged between the Japanese factory teams and level the playing field for the European manufacturers.
Honda withdrew after the 1967 season followed by Suzuki although Yamaha continued on with factory team until the end of the 1968 season. This would give Ossa a better chance of Grand Prix glory although they still had to deal with the V4’s of Read and Ivy during the 1968 season.
A good view of the unique chassis, engine and dry clutch.
The first Grand Prix of the year was the German round at the Nurburgring, a high-speed circuit more suited to the Yamaha V4 of Ivy and Read. Herrero, though, managed a creditable sixth place a lap down. Next was the Spanish round at Montjuich Park where Herrero qualified 5thand actually led the race but was let down by the oleo-pneumatic rear shocks that failed causing him to crash on lap 8. These were discarded and eventually replaced with British Girling shock absorbers. Some consolation was found for Ossa though, with their second-string rider Carlos Giro coming home in fourth position.
Next was the TT at the Isle of Man with Herrero finishing in a commendable 7thplace for his first time at the island, with Ivy taking the win and Santiago named as the top rookie for the class. Ossa, however, tasted victory for the first time at the TT in the 250cc production race. English Ossa importer Eric Houseley had entered a 230cc Sport for Trevor Burgess in the event, who rode it to victory over the demanding 60.7Km (37.73 miles) mountain course.
Herrero scored another 6thplace at the Dutch TT at Assen, which was again won by Ivy on the V4 Yamaha, and followed this up with a 5thplace at the hi-speed Spa-Francorchamps circuit in Belgium. Herrero, unfortunately, suffered a DNF at the next round at the Sachsenring in East Germany and also missed the next three Grand Prix’, but returned for the final race of the season, the Nations Grand Prix at Monza in Italy. Herrero claimed an outstanding 3rdplace on another high-speed circuit, which was won by Read ahead of Ivy on their V4’s. Read pipped Ivy to the World Championship with Herrero a credible 7th place. Ossa also secured a well deserved fourth place in the Constructors World Championship.
Development of the Ossa racer continued and by now sported Italian Ceriano front forks and four leading shoe front brake with British Girling shock absorbers at the rear. This increased the weight of the machine from 97.5kg to 99.6kg but the improved handling and braking more than made up for the additional weight.
The massive 42mm Amal carburettor. The fuel was inducted via a rotary disk valve.
Although Yamaha withdrew works entries for the 1969 season they had been developing the parallel twin cylinder TD2 two-stroke production racer that was made available to privateers. Dutch Yamaha importer, Yamaha NV entered the talented duo of Rod Gould and Kent Anderson on TD2’s. The East German MZ factory was also a threat with their fast but fragile rotary disc valve two-stroke twins, while the Italian Benelli factory had their works four-cylinder four-stroke racers to compete with, in a last-gasp chance to win the title before the rollout of the new regulations made them redundant for the 1970 season. The pundits favourite for the championship that season was Benelli’s Renzo Pasolini who had won seven races in the Italian season openers. This would in no way be an easy campaign for Herrero and the Ossa.
The first race of the 1969 season was the Spanish round held for the first time on the tight and twisty Jarama circuit near Madrid. In wet and drizzly conditions, and much to the delight of the partisan crowd, Herrero won his and Ossa’s first Grand Prix. It was Spain’s first win in the 250cc class – Herrero becoming only the second Spaniard to win a Grand Prix. Sweden’s Kent Anderson finished second on his importer supported Yamaha twin nearly 25 seconds behind.
Next was at the West German Grand Prix at Hockenheim. Pasolini, unfortunately, suffered a crash in practice, which was severe enough to put him out for three Grand Prix’. Kent Anderson went on to notch up the first win for the TD2 while Herrero suffered a DNF with ignition failure. Santiago bounced back at the French Grand Prix at Le Mans, winning the race and leading home second place man Rodney Gould on his Yamaha twin by nearly 42 seconds with Kent Anderson third. Benelli by now had drafted privateer, Australian Kel Carruthers, and Phil Read into the team for the next round at the Isle of Man. It was Herrero’s second visit to the TT and experience no doubt helped him to an outstanding third place behind Carruthers on the Benelli and Frank Perris on a Suzuki.
Meanwhile, the Ossa factory continued development of the 250cc racer by water-cooling the head and block of the engine, which reputedly enabled it to produce 48bhp at 10,500rpm. This version made an appearance at the Dutch TT round; Herrero though chose to stick with his tried and tested air-cooled engine.
The water-cooled version of the 250cc Ossa.
Pasolini returned at Assen and duly went on to win the Dutch TT. His new teammate, Kel Carruthers was second with Herrero an excellent third place 26 seconds behind the two works Benelli’s. Up next was the Belgium Grand Prix at the ultra-fast Spa-Francorchamps. Santiago underlined that he was a real contender for the championship, winning by a mere half a second from Rod Gould on his Yamaha but almost ten and a half seconds ahead of Carruthers on the Benelli. In fact, Herrero’s average race speed was faster than second placed man Percy Tait in the 500cc category!
Things were hotting up with Pasolini winning again in East Germany at the Sachsenring with Herrero in second place a mere three-hundredths of a second behind with Rosner on an MZ in third. Czechoslovakia was next at the Brno circuit, and it was here Santiago’s championship campaign began to falter. Herrero’s Ossa suffered engine failure while Pasolini won again with Gould in second and Carruthers in third.
Two weeks later the “continental circus” moved on to Imatra for the Finish Grand Prix. Pasolini had the misfortune to crash again putting himself out for the rest of the season. Herrero, however, could only manage sixth place, but more importantly, Carruthers finished fourth, and Kent Anderson took his second win of the season. The pressure was starting to mount on Ossa’s challenge.
The trip to Northern Ireland for the Ulster Grand Prix at Dundrod must have been a pensive one for Santiago. He knew only the best seven results would count towards championship points and he needed at least one more good finish. It may have been self-imposed pressure to do well in the wet and rainy conditions that caused Herrero to crash, sadly breaking bones in his left hand. Carruthers notched his second win on the Benelli with Kent Anderson on the Yamaha third.
Three weeks later at the Nations Grand Prix at Imola, Herrero, with his hand and forearm in a splint, could only manage fifth place. The championship was slipping away. Yamaha had drafted Phil Read on a factory-supplied twin to help Anderson in his title bid and duly won the race from Carruthers on the Benelli with Anderson in third place.
Only one week later was the final race of the season; the Yugoslavian Grand Prix on the Adriatic street circuit of Opatija. For Herrero to have any chance to take the championship it had to be a win or nothing and poor results for his adversaries. Unluckily it ended with another crash for Santiago. To help Carruthers in his title bid Italian rider, Gilberto Parlotti was brought into the Benelli team. It would prove to be a masterstroke as Carruthers won the race followed home by Parlotti with Anderson in third. The final tally on adjusted Championship points was Carruthers, in first place on 89, Anderson, in second place on 84, and Herrero, in third place on 83. Ossa also claimed third place in the Constructors Championship.
Arm in a splint, Herrero is distraught after crashing out of the Yugoslavian Grand Prix.
Nonetheless, 1969 was a season of accomplishment for Herrero and Ossa. Santiago had won his third consecutive 250cc Spanish National Championship. He had also been drafted into the Spanish Derbi team in the 50cc class of the World Championship finishing 7th in Holland, 2ndin Belguim and 2ndin East Germany. His results helped his friend Angel Nieto to his first 50cc World Championship and Spanish manufacturer Derbi to their first constructor’s title. Although only entering three 50cc Grand Prix’, Herrero finished 7thin the championship.
Herrero and Ossa entered into the 1970 season with a certain amount of optimism. Pasolini and Benelli would concentrate on the 350cc class due to the regulation changes that only allowed machinery with a maximum of two cylinders to compete in the 250cc category. Santiago still faced stiff competition from an armada of private, dealer and importer supported Yamaha’s and MZ could still be a threat, even though the OSSA was by now making 45bhp in air-cooled form.
Herrero’s season got off to a shaky start with mechanical problems causing his retirement from the West German Grand Prix at the torturous Nurburgring. Santiago then put in one of the rides of his life in the French Grand Prix at Le Mans. Herrero crashed while pushing too hard to try and make up for the speed differential between the Ossa and the Yamaha’s. He remounted his battered machine and in a superhuman effort fought his way up to second place setting the fastest lap of the race. Next was the Adriatica Grand Prix at the Yugoslavian seaside town of Opatija. Santiago once again proved he had the makings of a World Champion winning the race by four seconds from Kent Anderson with Rod Gould in third. Herrero led the Championship by two points as the “continental circus” headed once more to the Isle of Man.
Although Yamaha’s TD2 had proven fragile at the TT the previous year, a season of development and the sheer number of competitors racing them put the odds against success for Herrero and the Ossa. In the early stages of the race he could only manage fifth place and while pushing too hard took the slip road at Braddan Bridge. Santiago dropped the bike breaking the screen. He restarted and by the last lap had clawed his way up to third place. As Herrero tried to take the fast but difficult double left-hander at the thirteenth milestone before Kirkmicheal, a section of melted tar put the OSSA into a wobble and a slide that he was unable to recover. Stanley Woods was following Herrero and witnessed the accident before becoming entangled himself trying to avoid man and machine, ending up with a broken ankle, leg and collarbone.
Santiago suffered severe head and internal injuries and was airlifted to Douglas but passed away two days later. Manuel and his son Eduardo withdrew Ossa from racing; his death had devastated the factory. The impact of his accident saw Spanish riders and the Spanish Federation, the RFME, boycott the TT for twenty years. Spain had lost one of its pioneer’s of Grand Prix racing and an outstanding developmental rider. Few would disagree that Herrero could have one day been a World Champion.
HOW TO BUILD A CAR is the understated title of Adrian Newey O.B.E.’s new autobiography. Recognised as the most successful aerodynamicist and design engineer in Formula 1 history, Newey’s book reveals the hard work and personal sacrifices that it takes to design and develop World Championship-winning racing cars.
As a boy, Newey was greatly influenced by his father, a Vet by profession but a prodigious tinkerer and owner of a number of interesting cars. Famously expelled from Repton Boarding School, Newey followed a different path to reach the career, even as a child, he knew he wanted to pursue.
In many ways, this book revolves around the story behind each of the winning cars he designed but stitched together by the thread of his personal life story. The illustrations of his design ideas are insightful and well explained and Newey does not evade mistakes he has made along the way but worked so hard to rectify and finally succeed.
Ayrton Senna’s death at Imola in 1994 in the Newey designed Williams FW16 is a sobering account of the responsibility that the design team have to the driver in a sport where winning is everything. The book is also peppered with humorous stories and anecdotes, so whether you are an F1 fan or have just passing interest in the sport, it’s well worth a read.
When is a factory racer not a factory racer? The enigma of the “Sankito”.
The ascendency of the Japanese factories in Grand Prix motorcycle racing during the 1960’s brought with it a technical revolution that escalated at a breathtaking pace. The battle for supremacy in the different capacity classes between the advanced two-stroke racers from Yamaha and Suzuki to take on the might of the multi-cylinder four-stroke Honda’s forced the governing body of Grand Prix racing, the Federation Internationale de Motocyclisme, to act. 1969 saw new regulations that placed a restriction on the number of cylinders and gearbox ratio’s allowed as well as a new minimum weight for the different capacity classes. The aim was to enable European manufacturers to remain competitive by reducing the cost of developing new Grand Prix machinery.
Unfortunately, it saw an exodus by the Japanese works teams from the World Championships heralding in a new decade of the privateer, with Yamaha and Suzuki providing reasonably priced production racers to individuals and dealer teams, while their European importers received the latest factory versions. To a certain extent, it levelled the Grand Prix racing playing field; a good privateer could develop their production racer to be competitive against even the factory-supported teams.
However, what is uncommon for this period is a privately built racer to be adopted by a Japanese factory through its European arm and used to win a World Championship. The story of the “Sankito” (an amalgam of the Japanese words for three and cylinder) used by Takazumi Katayama to win the 1977 350cc World Championship is indeed an unusual one.
The engine was offset due to the additional cylinder.
The origins of the Yamaha triple lay with Swiss sidecar racer Rudi Kurth, an innovative and talented engineer. Kurth had built a 500cc three-cylinder engine based on the twin cylinder Yamaha TD3 by having special crankcases cast that would accept an extra cylinder. Built specifically for sidecar racing, it proved, in 1976 form, that with a bore and stroke of 64mm x 51.8mm and a capacity of 499cc, to be more powerful than the World Championship winning Konig engine. It was also on a par with the hybrid Yamaha TZ 500 four-cylinder engine (TZ 750 crankcase and heads using TZ250cc barrels) but was lighter and more compact.
But although the genesis of the Sankito belonged to Kurth, it was former Yamaha racing mechanic Ferry Brouwer that developed the concept to the point that Yamaha Motor in the Netherlands adopted it as an official project.
Brouwer had been the race mechanic and friend to rising star Jarno Saarinen. But after Saarinen’s tragic death at Monza in the 1973 Nations 250cc Grand Prix, he decided to leave the Yamaha race team and take a job as the head mechanic at a new motorcycle dealership in Amersfoort Holland called Ton van Heugthen Motors. Ton was a successful sidecar motocross racer, and besides developing an XS 650 Yamaha powered outfit for his boss, with which he won the European Championship, Brouwer was also given the freedom to set up a road racing team to compete in mainly Dutch road racing events with Kees van der Kruijis as there rider.
During his years at Yamaha Ferry had developed an extremely close relationship with Minoru Tanaka who had run the factory race team. When Tanaka heard of Brouwer’s plans to set up the Ton van Heugten Racing Team running 250 and 350 Yamaha’s, he spontaneously offered some help by supplying spare parts and tuning data. Tanaka later mentioned that he had been in contact with Rudi Kurth and suggested that they visit him in Biel, Switzerland. Tanaka’s idea was to see if Kurth could make some crankcases, cylinders and cylinder heads for Yamaha so that T.v.H. Racing Team could build a 500cc three-cylinder solo racer.
With the modified bodywork the YSK3 had its own unique look.
After receiving the parts, Brouwer built up the 500cc triple using standard Yamaha components. The bore and stroke were 64mm x 51.5mm giving an engine displacement of 496.7cc. The only non-standard piece of hardware was a German Krober ignition, and Brouwer even used a modified TZ frame for the chassis.
While working on the 500cc triple one night, Brouwer came up with the idea of building a 350cc triple. By using the standard 54mm cylinders bore of the TZ 250cc machine and the splined crankshaft of the TD2 that had a stroke of 50mm, it created a capacity of 343.3cc with the added benefit that the individual crankshafts could be set at a 120 degrees firing order. Ferry rang Tanaka who organised the TD2 crankshafts, which Yamaha in Japan still had in stock and within a week work began on the 350cc triple.
The first race meeting for the 350cc triple was a Dutch Championship round at Mill. Although proving to be fast, the triple was also unreliable as the crankshaft was causing problems. Brouwer suggested to Tanaka that they ask Hoeckle in Germany to make crankshafts for the 350 and 500 triples. Hoeckle crankshafts were being used successfully on TZ250 and 350 Yamaha’s, and it would also give them the chance to increase engine capacity slightly. With the new crankshaft, it enlarged the stroke from 50mm to 50.5mm taking the capacity from 343.3cc to 346.79cc with significantly improved reliability.
Meanwhile, Van der Kruijis was having success winning several international races and the Dutch 250cc Championship on a TZ250cc Yamaha as well as finishing 5th in the 500cc class behind the likes of Wil Hartog, Boet van Dulmen and Jack Middleburg on the 500 triple. This success prompted Tanaka to enter the 350cc triple in the World Championship for 1977. The “Sankito” now was an official Yamaha Motor NV project and put in the care of 1973 and 1974 125cc World Champion, Swede, Kent Anderson who would with Trevor Tilbury develop the machine.
The triple produced 15bhp more the TZ350cc twin.
Hard-charging Japanese, Takazumi Katayama and the legendary Giacomo Agostini were named as the riders for the 1977 season. Brouwer and his team would carry on developing the 500cc version building an entirely new machine with a strengthened clutch by adding two plates and larger diameter carburettors and different port timing that boosted power output to 98bhp at the rear wheel. Nico Bakker supplied the frame, and the new 500 became a real threat to the RG500 Suzuki’s.
Bakker also supplied frames for the official “Sankito” 350cc project although a standard TZ frame would also be available. At the same time, Spondon Engineering in the UK was asked to build a chassis as well. Brouwer and his fellow mechanics, Jerry van der Heiden and Melvyn Frey continued to develop the 500cc triple trying out ideas that would help improve the official “Sankito” project. The T.v.H. Racing Team still had a workshop to run and could only work on the race bikes in the evenings and weekends. Their hard work though resulted in a 3rd place for Kees van der Kruijis on the 500 in the 1977 Dutch Championship behind Grand Prix regulars Will Hartog and Boet van Dulmen.
But it was the 350cc “Sankito” that would prove to be a world-beater. By now the triple was producing approximately 15bhp more than the TZ twin, and on a rainy March weekend it was entered in a Dutch national meeting at Tilburg and immediately set the fastest practice lap. Race day dawned with pouring rain, so Katayama elected to use his TZ 350cc twin as the ‘Sankito” had revealed some handling issues in practice. The TZ 350 twin did the job, and Katayama notched up the win. The next outing for the triple was in April at Mettet in Belguim, and its performance was sensational. With no 350cc class to compete in Katayama ran the machine in the 500cc class. On the first lap, the engine would not fire cleanly putting Katayama in18th place before the motor came on full song. By the end of the race, he had passed numerous RG500cc Suzuki’s to take third place while closing in on the leaders.
Meanwhile, the World Championship had kicked off in Venezuela without either Katayama or Agostini. It was left up to Venezuelan, Johnny Ceccetto, Yamaha’s 1975 350cc World Champion, to represent the Yamaha factory, which he did in style with a decisive win riding the TZ350cc twin. The second round of the championship was in Austria at the Salzburgring, and things did not go well, with Katayama crashing the “Sankito” in Friday practice necessitating a significant rebuild for Saturday’s qualifying. Katayama could only manage 3rd on the grid but an unfortunate accident during the race, including one fatality and Ceccotto breaking his arm, saw the race abandoned with no points awarded.
Katayama hard at work on the “Sankito”.
Next in the World Championship was the West German Grand Prix at Hockenheim and the result vindicated Brouwer and Tanaka’s belief in the “Sankito”. Both Katayama and Agostini were entered on the 350cc triple, but it was Katayama that romped away to win by over 15 seconds from Agostini. “Ago” had got a poor start, but in fighting his way up to second place, he had also set a new lap record. Katayama had used the standard TZ chassis but felt its weight and the bulkier engine was detracting from even more potential performance.
At this point Agostini decided to concentrate his efforts on the Yamaha TZ350cc twin and Katayama also used the twin for the next round at the Italian Grand Prix at Imola, picking up a third place podium. The TZ350cc twin was proving more suited to handle the tighter sections at some circuits. Next came Jarama in Spain and another 3rd place for Katayama on the TZ350cc twin. The sixth round of the championship was the high-speed circuit of Paul Ricard for the French Grand Prix. As if to underline the potential of the triple, Katayama won the Grand Prix by over 24 seconds and also set a new lap record. This “Sankito” used the Spondon chassis although Katayama still was not happy with the handling.
When the chassis was destroyed in a fiery crash at a race meeting at Chimay in Belgium the Nico Bakker monoshock was put into service for the rest of the season. Katayama had broken his collarbone in the accident, but it did not hold him back from winning the Yugoslavian Grand Prix at the Adriatic coastal town of Opatija. Coming from behind on TZ350cc twin he set the first 100mph lap of the circuit and established a 30-point lead in the championship.
Katayama suffered his first DNF of the season with a broken gear lever at the Dutch TT at Assen after fighting his way up to fourth, again on the TZ350cc twin. The points gap now narrowed to 18 over title rival Michel Rougerie who finished second. The Finnish Grand Prix at Imatra was next on the calendar, a track well suited to the “Sankito” triple. Despite a mediocre start in damp conditions and on slick tyres, Katayama would not be denied, winning by over 3 seconds and taking the 350cc World Championship title. Known affectionately in the paddock as “Zooming Taxi”, Takazumi Katayama became first Japanese to win a World Championship. Of the eight rounds, he contested he claimed five 350cc Grand Prix victories two third place podiums and a DNF. Three of his five victories were on the adopted “Sankito” and two on the official TZ350cc twin. In fact, apart from the abandoned 350cc Austrian race, the “Sankito” won every Grand Prix it was entered in.
Katayama on his way to becoming Japan’s first World Champion.
Politics at Yamaha Japan now started to play out, as the factory was not interested in developing the 350cc triple. Their primary focus was the TZ twin cylinder racers whose bloodline could be traced back to the road going models the company sold. The “Sankito” once again became a mainly private project for 1978. Separate cylinders were cast to replace the one-piece block of the previous year and Lectron carburettors, as well as a White Power monoshock, were used. It also had the expansion chambers reversed with two exiting on the right and one on the left.
This last version of the “Sankito” was shipped to Venezuela for the first 350cc Grand Prix of the 1978 season for Katayama to use but problems with the machine saw him revert to the TZ 350cc twin to win the first race of the season in his title defence. At this point, the “Sankito” project was abandoned, as Yamaha Japan had no real interest in developing this unique triple any further.
The announcement in recent months that both France and the U.K. are to ban the sale of diesel and petrol vehicles by 2040 has sent shockwaves through the car industry and will force automotive manufacturers to step up the pace of change to hybrid and electric powered cars.
The French announcement in July by Environment Minister Nicolas Hulot is in line with the Paris climate accord and part of a commitment by the French Government for the country to become carbon neutral by 2050.
However, it was the loss of a Supreme Court battle to environmental group ClientEarth in 2015 that has forced the British Government to act. The U.K.’s air pollution problems have been in breach of the EU limits for years, and several British cities have failed to meet standards on nitrogen dioxide levels since 2010. According to the Royal College of Physicians, around 40,000 deaths in the U.K. per year are caused by air pollution.
Perhaps a big cat that will not be on the endangered list?
All of the above is no doubt something of a nightmare to owners of vintage and classic cars that could in future years be penalised in some way or be seen merely as anti-social for using a “dirty” petrol driven vehicle. It, therefore, must come as some sort of relief that at least one company is offering an integrated option to solve this dilemma.
Jaguar Land Rover Classic Works in Coventry are part of the Jaguar Land Rover group responsible for maintaining, restoring and building continuation classic Jaguars. But it is their latest offering, the Jaguar E-Type Zero that allows owners “to have their cake and eat it too”.
The Concept Zero featured, is built around the 1968 Series 1.5 E-Type Roadster, which has been converted to utilise an electric powertrain that offers equivalent performance but with zero emissions. The conversion is fully reversible and future-proofs classic car motoring.
The good news is the conversion can be applied to any classic Jaguar built between 1948 and 1992 and is intended to preserve the looks and handling of the original petrol XK engined classics.
Lithium-ion batteries replace the XK petrol engine.
The lithium-ion batteries have the same dimensions and similar weight to the six-cylinder engine used in the original E-type and are placed in the same location. The electric motor (and reduction gear) lies behind the battery pack, in the identical position to the E-type’s gearbox. A propshaft then sends the power to a carry-over differential and final drive.
The electric power unit develops 220kw and compares favourably against the 198kw of the original XK6 petrol engine, and is 46kg lighter while the overall weight is 82kg lower than the Series 1 E-type. It’s also quicker than an original E-type; 0-100km/h (62mph) takes only 5.5sec, about one second faster than a Series 1 E-type. The 40kwh battery has a real-world range of 270km and can be completely recharged in six to seven hours.
An inverter hides in the boot.
Another positive aspect of the conversion is that by using an electric powertrain with comparable weight and dimensions to the outgoing petrol engine and transmission, the car’s structure, including suspension and brakes, doesn’t need to be changed. The E-Type Zero drives, handles, rides and brakes like an original E-type, thanks to a front and rear weight distribution that remains unchanged.
Outwardly there are only a few hints that this is no regular E-Type. The dash sports modified digital instruments and facia, inspired of course by the original E-Type and the headlights are L.E.D. in the name of energy efficiency.
I only hope owners of a Zero are given a USB to play through the cars sound system that features the sonorous melody of an XK engine, being driven hard….
2017 has been a sad year for the sport of Grand Prix motorcycle racing. The passing of the incomparable John Surtees in March and the tragic road accident that unexpectedly claimed the life of Nickey Hayden in May have left a void in the eras these two great former World Champions represented.
Now the recent death of Angel Nieto, again to a tragic road accident, has created another significant loss. His achievements paved the way for a sport that is now dominated by his countrymen.
Nieto passed away as a result of brain damage caused by a car that hit his quad bike on July 26th. The 70-year-old hit his head on the ground while travelling at low speed while traversing a roundabout on the Island of Ibiza. He was placed in an induced coma, but his condition worsened, and he died on the evening of Thursday the 3rd of August.
Nieto was the first Spaniard to compete in the motorcycle Grand Prix. Over a career that spanned 22 years from 1964 to 1986, he achieved 90 wins and 139 podiums from 186 starts. He won six 50cc World Championships and seven 125cc World Championship for a total of 13 titles, second only to Giacomo Agostini with 15 championships in the 350cc and 500cc class. Nieto won his six 50cc World Championships with Derbi, Kreidler and Bultaco. His seven 125cc world titles came with Derbi, Kreidler, Minarelli and Garelli.
Nieto was also awarded the Knight Grand Cross in the Order of Civil Merit in 1982 and the Knight Grand Cross in the Order of Sports Merit in 1993.
A triumphant return. Mike heading for victory in the 1978 F1 TT.
It was acclaimed as one of the greatest comebacks in motor racing history. After more than a decade away from the most deadly of all motorcycle road racing circuits, the Isle of Man TT, former 9 times motorcycle World Champion, Mike Hailwood, returned to the Island riding an NCR Ducati, to win the 1978 Formula 1 TT. As if to underline he had lost none of his skill and versatility, Hailwood competed the following year again to win the Senior TT on a works Suzuki RG500 two-stroke Grand Prix racer. After his fairy-tale comeback, the 39-year-old then hung up his helmet for good.
2018 will be the fortieth anniversary of Hailwood’s remarkable return to the Island, but it was in 1977, forty years ago in Australia, that a chain of events put in motion Mike’s reunion with motorcycle racing and the TT.
After limited success in car racing, a crash at the 1974 German Grand Prix ended Hailwood’s Formula One car racing career. The collision caused compound fractures of Mike’s left knee, but the right leg sustained a shattered heel, and the ankle was pushed down and compacted. It became clear that the doctors couldn’t repair his right foot even after extensive surgery and rehabilitation. Mike and his family decided to move to New Zealand where he went into a partnership with Mclaren Marine.
Hailwood quickly became restless in his adopted country, and when in 1977 he was invited to be the guest of honour at a historic race meeting “over the ditch” in Australia, it was just the medicine Mike needed.
The All-Historic meeting was held at Amaroo Park in New South Wales, a circuit well known around the globe for its annual 6 Hour production motorcycle race. It was at this meeting Hailwood met and raced against Australian Jim Scaysbrook. Jim had competed successfully in dirt track, reliability trials, desert racing and speedway, and was the first Australian to race in the AMA Motocross series in 1973.
The main event for motorcycles was the Keith Campbell Memorial unlimited race. Scaysbrook won the race on Alan Puckett’s 7R AJS fitted with a Seeley 630cc G50 engine with Hailwood in second place on the ex Kel Carruthers 500cc Manx Norton owned by motorcycle dealer Barry Ryan. Over the course of the Australia Day weekend, the two men became good friends.
Mike was also mates with Sydney radio broadcaster, Owen Delaney, whom he had met in New Zealand. Delaney offered to sponsor Hailwood to come back for the historic race at the Easter Bathurst meeting. Mike would ride Barry Ryan’s ex-Kel Carruthers Manx Norton again and Jim the Alan Puckett 7R AJS. The event had previously been referred to as a historic machine demonstration but was officially upgraded to full race status for the 70 odd entrants. Scaysbrook won again at Mount Panorama, with Hailwood in second.
Jim Scaysbrook left, and Mike Hailwood prepare for the 1977 Castrol 6 Hour production race.
Hailwood returned to Australia once more for a historic meeting at Winton to pilot Charles Edmonds Manx Norton and was enjoying racing again so much that Delaney started to put together a deal to have Hailwood and Scaysbrook team up for the October Castrol 6 Hour production endurance race.
It was again a turn of events and a casual conversation that contrived to bring Hailwood back to the Isle of Man. In August 1977 a couple of months before his Castrol 6 Hour debut Mike attended the British Grand Prix at Silverstone. It was the first year the British Grand Prix was held on the mainland due to the top GP rider’s boycott of the Isle of Man TT because of the deadly nature of the street course. In the paddock at Silverstone for an F1 TT support race was Steve Wynne, owner of Sports Motorcycles in Manchester. Wynne had entered his rider, Roger Nicholls, several months earlier at the Isle of Man TT on an NCR (the unofficial factory race shop) Ducati 860cc endurance racer.
Wynne was still seething over Roger Nicholls loss to Phil Read in the first-ever F1 TT, which was in effect a single race World Championship. Read, a seven-time World Champion was making a comeback to the Isle of Man and Honda Britain, wanting to cash in on the publicity, provided a special “works” endurance 820cc racer. The F1 TT race was to be held over five laps but was run in wet wintery conditions. Although Read led for most of the race, Nicholls needed only one fuel stop on the Ducati to the Honda’s two. At the halfway stage the race officials decided to shorten the five lap race to four, which Honda got wind of, but the officials did not inform the other competitors. This threw race tactics out the window and allowed Honda to dispense with the last lap fuel stop handing Read and Honda the win from Nicholls by under forty seconds.
Hailwood was introduced to Wynne in the paddock, and according to Steve, it was a coming together of two upset parties. Wynne because he felt cheated out of the F1 TT title, while Hailwood had been snubbed by Honda when he’d approached them for a ride in the 1978 season. A short conversation and a handshake were all it took for the wheels to be set in motion for Hailwood’s come back to the Island on a Wynne prepared NCR Ducati. Although Mike had initially offered to ride for free under an assumed name, his longtime friend and manager, journalist Ted Mcauley, convinced Hailwood to “go public” on his comeback. A formal single page agreement was typed by Wynne to make it official, and Hailwood was to be paid the princely sum of one thousand pounds.
Back in Australia preparations were also being made for Hailwood and Scaysbrook’s appointment with the Castrol 6 Hour production race. Owen Delaney, through a friend by the name of Malcolm Bailey who owned a motorcycle wrecker called Moreparts, not surprisingly, arranged the purchase of a Ducati, and Scaysbrook, through his contacts in advertising, found sponsorship in the shape of Snack Potato Chips.
Unfortunately, the 1976 model Ducati 900SS purchased used a right foot gear shift, which was not ideal because of Hailwood’s injured right ankle from his Formula One car crash. The 900SS was sold and replaced with a 1977 square case 750SS, which had a left foot shift. The main weakness with the Ducati was its ground clearance around the mainly right-hand corners of Amaroo Park that caused the front header pipe to continually drag on the ground.
The Moreparts team qualified well but were handicapped by the Le Mans style start because the Ducati had to be kick-started, while the competition just pushed a button. Jim and Mike though managed to pick their way through the field finishing sixth outright and second in the 750cc class. A pretty good achievement considering Hailwood insisted he would only compete in the race “just for fun”.
The Moreparts team sponsors, Snack foods, had South Australia targeted next as part of a national campaign to launch their new potato chips brand, so in March 1978 the team were entered in the Adelaide 3 Hour production race at Adelaide International Raceway. This would be only Mike’s second event on the V-twin Ducati. A practice crash by Scaysbrook saw an all-nighter to rebuild the Ducati for the race using parts offered by the Ducati Owners Club from their own bikes.
Hailwood on the Ducati 750ss at the 1978 Castrol 6 Hour production race.
During the race, Jim and Mike almost ran out of fuel during their stints, both times somehow managing to get back to the pits. Unfortunately during the rebuild oil had only been replaced in one of the damaged fork legs, which bottomed out under heavy braking locking up the front wheel. A top ten finish in the race was quite an achievement for the duo.
The Easter Bathurst meeting was next on the calendar with Jim riding the Ducati in the 750cc production class while Mike was entered on the Milledge TZ750 Yamaha in the unlimited category. Jim had arranged the ride for Hailwood after Bob Rosenthal, the bike’s usual rider, elected to miss the Bathurst meeting. It would be timely preparation for the TT as Mike had also secured, thanks to Mcauley, Martini sponsored Yamaha’s for his TT return.
Bathurst was of mixed fortunes for the pair, with Scaysbrook winning the 750cc production race on the Ducati and setting a new lap record for the class, while, in atrocious weather, Mike finished 9th in the unlimited race having had to pit twice with fouling spark plugs.
Now it was the TT that beckoned. Wynne had successfully secured three of the NCR 860cc Ducati endurance racers. One each for Hailwood, Nicholls and Scaysbrook but received them from the factory in the third week of April with little time to prepare for the TT, although they were able to test at Oulton Park and Donnington Park before shipping the bikes to the Isle of Man.
Pat Slinn, who was the service and technical manager for the UK Ducati importer Coburn and Hughes, was also acting as a technical liaison for Sports Motorcycles with the Ducati experimental department and NCR. Pat knew first hand how much hard work Ducati had put into Hailwood’s F1 racer. Slinn, “Franco Farne’s experimental department at the Ducati factory in Bologna completely rebuilt the F1 rolling chassis after it was initially built by NCR, this was because they wanted everything to be absolutely spot on. Mike’s engines were built by (senior engine technician) Guiliano Pedretti, where I saw one engine being built and I watched it being power tested.” Pedretti prepared three engines for Mike’s F1 TT machine one of which was earmarked for the race and produced more power than the other two. Farne and Pedretti were then sent by Ducati to the TT to look after and prepare Hailwood’s bike for the F1 race.
Mike also had the Martini sponsored Yamaha’s at his disposal. Known as Team Hailwood Martini, Mike had a production TZ 250 for the Junior TT, an ex-Agostini OW20 for the 500cc Senior TT and a production TZ750 for the 1000cc Classic TT. Turning the spanners for the Martini Team were Mike’s former mechanic Nobby Clark and respected technician Trevor Tilbury.
The first event of the TT meeting was the F1 race which was increased to six laps that year. The crowds of spectators had swollen thanks to Hailwood’s comeback, although there was some trepidation in the minds of the fans. Could Hailwood still do it? What if he got hurt or even worse? The spectators knew Mike was putting the substance of legend on the line. And it wasn’t just Read riding a factory Honda, TT regular and a winner of two 1000cc Classic TT’s John Williams was on a second factory Honda, while Tom Herron, Tony Rutter and Helmut Dahne were on works supported dealer entries.
Read led the 63 competitors away for the six-lap 226.38 mile (364.32km) race. But all eyes were on the number 12 Ducati starting from the fifth row (Mcauley had requested the number 12 from the A.C.U. as it represented the number of Hailwood’s TT victories). The grandstand crowd rose and applauded as Mike set off in pursuit of Read.
From a standing start, he logged a new lap record of 109.87mph (176.8kph) taking 90 seconds of Read’s existing record. Hailwood, who was ahead on time, chipped away at Read’s lead until they were on the road together going over the Mountain. Hailwood was 100 metres ahead as they came down the Mountain and headed for a fuel stop. They pitted together with Read getting away first and Hailwood in close pursuit. Soon Mike was on Read’s wheel tracks pushing the Honda along. Blue smoke started to appear from the Honda’s exhaust on the down changes and with 64 miles (103km) to go the Honda expired, and Read’s race was run. To the roar of the crowd, Hailwood took the checkered flag and another TT victory. On his way to the token TT F1 World Championship, Hailwood had also set a new lap record of 110.627mph (178.037kph) for the class.
Read later admitted he had over-revved the Honda to try and stay ahead of Hailwood, but unbeknown to Mike when he shut the Ducati’s throttle before crossing the line a bevel gear failed. A couple of hundred metres earlier and it would have been John Williams on the other factory Honda that could have won the race. It was a fairytale come true for Hailwood, Wynne, and the Ducati factory.
Hailwood hunts down Read in the 1978 F1 TT.
Unfortunately, the other three TT races Team Hailwood Martini had entered weren’t to be so successful. In the Senior TT, a steering damper on the OW20 TZ500cc Yamaha broke causing Hailwood to stop at Ramsay to try and effect repairs before returning to the pits and putting himself out of contention. In the Junior TT Mike finished in 12th place on the production TZ250 and in the 1000cc Classic TT, a faulty crankshaft failed on the TZ750 ending his race. Such is the fickleness of the TT.
Mike had agreed to do some TT F1 races in England, as part of the MR TOPPS/ACU TT F1 British Championship series and the British Grand Prix TT F1 support race. Post TT was Mallory Park a tight short circuit not suited to the Ducati. Showing skill and patience, Mike eventually romped home to victory beating again many of his TT rivals and in Wynne’s opinion a more significant triumph than the TT win. Donnington Park was next, but Hailwood crashed out of the race while in the lead, although he set an identical lap record to the eventual winner Roger Marshall on a Honda. At the British Grand Prix TT F1 support race, the Ducati was out powered on Silverstone’s high-speed straights.
John Cowie on a Kawasaki won the race, but Mike still managed a third place podium. However, Hailwood still had unfinished business in Australia
With new sponsorship from Australian clothing manufacturer Golden Breed, the now outclassed Ducati 750cc SS was entered in the October 1978 Castrol 6 Hour production race. Teamed once again with Jim Scaysbrook things didn’t start well when Mike crashed during Thursday practice. A rebuild was required, and once more it was local Ducati owners that helped out with spare parts. A new rule that year required a nominated reserve rider. Stu Avant was the rider, and he was obliged to practice on the Ducati. Unfortunately, Stu crashed the bike again, which necessitated another rebuild. On Saturday during qualifying, Mike put in one lap, and the engine blew a big end bearing.
Another rebuild, but by race day they still hadn’t qualified to compete in the race, but the officials wisely decided to turn a blind eye and allowed them to start. Mike did the first stint and was practically last away at the Le Man’s start because of his injured ankle and having to kick-start the Ducati. Hailwood had them into the lead of the 750cc class when he handed over to Scaysbrook. Ten laps later, after such a promising start, the Ducati slid out from underneath Jim in The Loop, and their race was over.
This wasn’t the end of Mike’s production racing adventures in Australia though. He teamed with Scaysbrook again for the Adelaide 3 Hour in early 1979 on Jim’s own Honda CB900FZ. But fate was against them once more; a loose number plate had the duo black-flagged, but they managed to resume the race after repairs had been made and finished a creditable 10th place.
However, Mike was not done with the Isle of Man TT yet and entered again in 1979 on a Sports Motorcycle supplied factory NCR Ducati’s in both the TT F1 race and the 1000cc Classic TT. He was also entered in the 500cc Senior TT on a Suzuki GB RG500. But the alarm bells started ringing for the Sports Motorcycles team at a test session and press conference at Misano in Italy for the NCR Endurance Racing Team. Mike’s TT F1 machine was unprepared and sported a gear-shift the reverse of what Ducati knew Hailwood required. The problem was Ducati’s ongoing financial situation, which was controlled by an Italian Government holding body EFIM who would only supply a budget for the Endurance Team.
Mike went out and tested the cobbled together machine only to select a false neutral and instinctively hit second gear instead of fourth. The resulting high side crash gave Hailwood three broken ribs and a badly bruised arm only two months out from the TT. In the meantime, a financial compromise was found with Ducati to pay for the racers by invoicing the British importer Coburn and Hughes who would then invoice Sports Motorcycles for the machines.
Hailwood on his way to victory during the 1978 F1 TT.
During practice for the F1 TT, it became clearly apparent that the NCR Ducati handled woefully. It no longer used the Daspa frame of the 1978 machine, and the FIM had tightened the TT F1 regulations, which now required the use of production crankcases instead of the special sand cast ones of the previous year. Hailwood also told the team the engine was less potent than the ’78 unit. Something needed to be done. The Sports Motorcycles team decided to send for Roger Nicholls 1978 TT F1 Ducati racer, which was masquerading as Hailwoods TTF1 winning bike on display in the Luton showroom of the Ducati importer Coburn and Hughes. The idea was to transplant the 1979 engine into the 1978 chassis.
The bike arrived midday Thursday of practice week, and the engine was installed into the frame, but there were problems with fitting the exhaust system of the ‘78 bike plus numerous ancillary parts that needed new brackets made. Finding enough steel in the early hours of the morning was a problem, but fortunately, a supply was found at the back of the workshop which was the generator room of the Palace Hotel where old furniture was stored, including some steel bed frames. After a mammoth effort, Hailwood had something that represented a competitive motorcycle to defend his and Ducati’s title on. It was aptly nicknamed the “Bedstead Special” by MCN journalist Peter Howdle who knew how much work had gone into preparing Mike’s bike.
It has gone down history that Hailwood finished fifth in Saturday’s F1 TT, although he had somehow managed to claw his way up to third on the recalcitrant Ducati at the halfway mark. On the final lap of six, plunging down Bray Hill, Mike lost fifth gear. The over-revving engine then cut out. Hailwood stopped at Hillberry to find vibration had broken the bracket holding the battery, which came adrift disconnecting the wires. Mike reattached the battery, shoved it back into the bike to limp home fifth.
But Hailwood’s big moment was to come in Monday’s Senior TT. Riding a Suzuki RG500, he became only the third man to lap the Island in under 20 minutes on his way to victory setting a new lap record of 19m 51.2s at an average speed of 114.02mph (183.497kmh). It was a victory that confirmed what everybody knew, Hailwood was still master of the Island.
In preference to the NCR Ducati that was supplied for Friday’s 1000cc Classic TT, Hailwood decided to use the Suzuki RG500. It became a race that many would compare to the epic battle between Mike and “Ago” in the 1967 500cc TT. His main opponent was Glaswegian Alex George aboard the “works” 998cc Honda, and it would become a two horse race with the other riders becoming extras as the drama played out.
Mike’s Suzuki had been rebuilt overnight after a minor fault was discovered, but it was George who led by 9.2 seconds after lap one of the six-lap race. Hailwood closed the gap to 4 seconds on the next. After posting identical lap times at the halfway stage, it was Honda works team efficiency and the advantage of a quick filler that sorted out the pit stops. It was also the first time at midpoint a TT had taken under an hour. George led by 4.2 seconds, but by lap 5 Hailwood had taken the lead by a mere four-fifths of a second and still held an advantage on the last lap at Ballacraine, but at Ramsey, he was behind again. George had come back from behind and maintained his lead to take the win by just 3.4 seconds. Hailwood had announced that it would be his last TT and although he did so without achieving another victory, the fans were not disappointed.
Mike on the Suzuki RG500 during the 1979 Senior TT.
Hailwood was pencilled in once more to take in the post TT races at Mallory Park, which was part of the Forward Trust/MCW TT Formula 1 Championship but decided to look for more competitive machinery than the NCR Ducati. A Paul Dunstall Suzuki was his choice, but brake issues saw Mike withdraw from the running. Donnington Park was the next round and Mike’s last race. A crash in practice saw him heading for the hospital with a broken collarbone. After having pins inserted he checked himself out against Doctors orders on race day and returned to the track to be driven around the circuit to say goodbye to the thousands of fans who had come to see him.
By then Hailwood had moved back to England and had opened a motorcycle dealership in Birmingham with friend and former 250cc World Champion Rod Gould. Only two years later in 1981, the sad epitaph to this colossus of motorcycle racing was written. A tragic road accident claimed Mike and his 9-year-old daughter Michelle’s lives. His son, 7-year-old David, was also in the car but survived with minor injuries.
In 1968 Hailwood was awarded an M.B.E. in the Queens Honours List for his services to motorcycling, and he also was awarded the Seagrave Trophy in 1979 in recognition of his two TT wins in 1978 and 1979. Mike became a Federation Internationale de Motocyclisme “official legend” in 2000 and was inducted into the American Motorcycle Association Hall of Fame that same year. 2001 saw Mike’s induction into the International Motorsports Hall of Fame. Hailwood had also been awarded the George Medal for bravery after pulling Clay Regazonni from his burning F1 car at the 1973 South African Formula One Grand Prix.
During a Grand Prix career that spanned 10 years from 1958 to 1967, Hailwood won 76 Grand Prix and claimed 112 podiums from 152 starts. He was World Champion 9 times scoring three 250cc World Championships, two 350cc World Championships and four 500cc World Championships. He was also the first rider to win four consecutive 500cc World Championships. Mike won a total of 14 Isle of Man TT’s before retiring permanently from the sport.
“Mike the bike” M.B.E. G.M.; to many the greatest motorcycle racer of all time.
I have been an enthusiast of Grand Prix motorcycle racing since the early 1970’s and always relished reading the latest news, race reports and interviews in the specialist press. To a degree, it allows a certain amount of insight into the character of our racing heroes, but like anyone who is thrust into the media spotlight, the public image does not fully reveal the person.
For example, triple World Champion, Freddie Spencer, was presented by many in the media as a devout Christian who hailed from the Bible belt town of Shreveport Louisiana USA. It was alleged his faith helped him to his first 500cc World Championship in 1983 defeating “King” Kenny Roberts by just two points. The truth though is somewhat different.
Freddie Spencer’s autobiography (with Rick Broadbent) is an openly disarming account of his life. From the early days racing with his Dad, Frederick Snr, to the highs and the lows of his racing career and the many injuries he sustained but hid from the press. Freddie reveals that he was not a churchgoer or deeply religious, but he has faith, and his journey has been in many ways a spiritual one.
Spencer is also the only rider to have won both the 250cc (Moto2) and 500cc (MotoGP) World Championship in the same season, a feat that is unlikely to be emulated. FEEL: My Story, is the book that fills in the blanks surrounding Freddie’s career and reveals a fascinating insight into his search for meaning.