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The Yamaha YSK3 “Sankito”

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 5^th 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 3^rd 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 in18^th 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 3^rd 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 3^rd 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.

Words © Geoff Dawes 2017. Images courtesy of http://www.cml.blogs.editions-lva.fr, http://www.icpbrasil.wordpress.com, http://www.vk.com

Who The Hell Is Steve Baker?

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When American Kenny Roberts invaded the European Grands Prix in 1978, the two times AMA Grand National Champion, left an indelible mark on the World Championship. Not only did Roberts become the first American to win a 500cc world title (the first of three), he also brought to Europe an American dirt track style of racing that would change the face of the sport forever. Not only that, but Roberts was also instrumental in improving paddock conditions, safety and appearance money after ruffling the FIM and establishment’s feathers by proposing a breakaway “World Series” to compete with the Grands Prix.

The quiet achiever Steve Baker.

It’s therefore somewhat understandable that when the question of who was the first American to win a 500cc Grand Prix, it’s assumed it was Kenny.

In fact, it was a fellow Californian, Pat Hennen. Hennen started racing in the 500cc World Championship in 1976 for Suzuki GB and won his and America’s first 500cc Grand Prix in Finland that year. He also finished a creditable third in the Championship. Hennen performed the same feat the following year, this time winning British Grand Prix and placing third again in the Championship. In 1978 Hennen won in Spain but suffered a severe race crash at the Isle of Man TT, which ended his career.

So who was the first American to win an FIM road racing World Championship? Ditto, again it’s assumed to be Roberts.

It was, however, a diminutive, unassuming, and quietly spoken character by the name of Steve Baker. Born on the 5^th of September 1952 in Bellingham, Washington State, Baker, like so many of the American World Champions that followed, started out a dirt tracker. At age 11 he would spend hours riding the many dirt trails around his hometown and at 16 began to race on short track and the TT dirt tracks of the Pacific Northwest. By the early 1970’s Steve had become one of the top-ranked novices, and junior TT riders in America. Baker was by now racing in events up and down the west coast of the United States and Canada.

Baker at work on Yamaha Canada TZ750.

Steve then turned his hand to road racing, mainly in Canada, competing in as many as five classes during a typical weekend. It wasn’t long before Baker had a hat-trick of Canadian road racing titles to his name in the 500cc expert class, taking the number one plate in 1974, 1975 and 1976. 1976 was a good year for Baker who also took out the 250cc and unlimited expert class as well.

Baker had begun racing professionally in 1973 with sponsorship from Yamaha Canada’s Trevor Deeley, with Bob Work as his tuner. Baker’s debut in his first AMA national was at the 1973 Daytona 200 in which he finished 28^th. It was not until September that year that Baker showed his true potential with a creditable 2^nd place to former 250cc World Champion Kel Carruthers at Talladega in Alabama. Unfortunately, it was on the same circuit the following year that Baker crashed and broke his leg, leaving him sidelined for the rest of the year.

Bakers comeback ride was at Daytona in 1975, and it netted him a commendable 2^nd place to Gene Romero. But it was in 1976 that Baker’s star really shone. Now one of only five riders to receive a “works” OW31 TZ750 Yamaha, it proved to be an awe-inspiring combination. Baker qualified 2^nd to Kenny Roberts at the season-opening Daytona 200, but during the race suffered mechanical problems after holding down third place. Disappointment turned to success at the next two FIM Formula 750 Prize events in Venezuela and at Imola in Italy with Baker winning both of the 200-mile races.

Baker on the grid alongside future factory teammate Johnny Ceccotto.

Baker on the grid at Imola alongside future factory teammate Johnny Cecotto.

On the home front, he recorded his first AMA national victory at the Loudon Classic in June and backed it up with a win in the 250cc race. Baker repeated this at Laguna Seca again winning both the national and 250cc event. 1976 was also Baker’s debut in the Trans-Atlantic Match Races, a series that pitted a team of America’s best riders against seasoned English racers on circuits in the UK. Baker won four of the six races finishing second and fourth in the other two and was top points scorer of the series. This was against riders of the calibre of Kenny Roberts, Barry Sheene and former world champion Phil Read. Baker followed this up later that year with a win in the prestigious Race of the Year at Mallory Park beating the likes of 500cc World Champion Barry Sheene and multiple World Champion Giacomo Agostini amongst others.

For 1977 the FIM Formula 750 Prize had been granted full World Championship status with the season starting Daytona 200 as the opening round. Baker by now had been drafted into the official Yamaha factory squad to contest not only the new 750cc World Championship but the 500cc World Championship as well alongside Johnny Ceccotto. Giacomo Agostini was also provided with “works” machinery through the Italian Yamaha importer.

Baker leads Roberts both on the OW31.

Finally, everything seemed to come together for Baker at Daytona, qualifying on pole position and winning the race. Baker also clinched the double by winning the International Lightweight 250cc race. The F750 World Championship consisted of eleven rounds most of which (unlike the Grands Prix) consisted of two heats. Six of the circuits Baker had raced on before and with the mighty OW31 at his disposal he was able to win five of the rounds, coming second in three and third in two. Baker never finished off the podium in the 10 championship rounds he contested. His nearest rival Frenchman Christian Sarron was 76 points behind. America, at last, had its first FIM road racing World Champion.

Diminutive Baker manhandles the OW31 through the infield.

But it was the 500cc World Championship that Yamaha was most eager to capture. The Japanese company had first entered the blue riband 500cc class in 1973 with 1972 250cc World Champion Jarno Saarinen. Unfortunately, Saarinen was killed in the 250cc race at Monza while leading the point’s table in the 500cc class. Yamaha withdrew for the rest of the season but returned in 1974 with the great Giacomo Agostini. Agostini went on to win the title for Yamaha in 1975 giving them and Japan their first 500cc World Championship. But in 1976 rival Japanese manufacturer Suzuki with the talented Barry Sheene had taken the title away. Yamaha was required to save face.

In 1977 the 500cc GP’s were also contested over eleven rounds, but many of the circuits were new to Baker. Steve was reported to have said in a recent interview that he was “overwhelmed by Europe” when contesting the championship. Not only were their new circuits to learn, but there was also the question of racing in the rain, something that did not occur in the United States. On top of that, there was the culture shock of living outside of the states. Then, of course, there were the street circuits, which were part of the Grand Prix calendar. Spa in Belgium, Imatra in Finland, Brno in Czechoslovakia and Opitijia in Yugoslavia all could prove deadly and finding the right place to make up time or take calculated risks could only come from experience. Let’s not forget that 1977 saw the British Grand Prix on the mainland for the first time (at Silverstone) after the top riders of the day vetoed that most deadly of all road courses, the Isle of Man TT. Even the closed circuits at that time could not be considered “safe” by today’s standards, and fatalities regularly took place.

It was with this backdrop that Baker contested the championship, taking on seasoned campaigners like World Champion Sheene and a flotilla of “works” or factory-supported RG500 Suzuki’s, not to mention his own teammate Ceccotto and Agostini on the other factory Yamaha YZR500 0W35’s.

At the end of a tough season, Baker finished in a creditable second place to World Champion Barry Sheene. He had scored second place three times, third place three times, fourth once and fifth once. The second round of the 500cc Championship had been boycotted in Austria at the Salzburgring after an accident in the 350cc race that saw one rider killed and several others seriously injured, including Baker’s teammate Johnny Ceccoto, who broke his arm. At the other two tracks that made up the series in Finland and Czechoslovakia, Baker suffered mechanical problems which blunted his final points tally, 80 to Sheene’s 107.

Always fast.

With such a performance in his rookie year, a factory contract for 1978 might have been expected. The only thing that Baker hadn’t achieved was winning a 500cc Grand Prix. Unfortunately Yamaha top brass witnessed a domestic bust-up between Baker and his fiancé Bonnie with his sister and Bob Work at the Dutch TT in Assen. This seemed to seal Steve’s fate, and a contract was not forthcoming.

The Gallina team signed Baker for the following season on a private Suzuki RG500. But against factory machinery, he could only achieve seventh in the championship, his best result a third-place podium in Venezuela. Baker also competed in the F750 World Championship for the Gallina team on a production Yamaha TZ750E although he was “allowed” to ride Yamaha Canada’s factory OW31 in North America. Daytona was no longer part of the F750 World Championship in 1978, although it was still the most significant road race in America. Baker suffered a DNF through mechanical failure while in second place chasing Kenny Roberts. The season turned out to be one of mechanical failures and risky strategy for Baker, desperate to try and compete with the “works” machines. To cap off a disastrous season, at the last round at Mosport in Canada, Baker was involved in another riders fatal practice crash. Baker escaped with a badly broken arm and leg.

Steve finished sixth in the Championship with his best results being two-second places at Imola and Laguna Seca and a third-place at Paul Ricard. The following season, in 1979, Baker was set to race in the MCN/Superbike championship in the UK riding a Yamaha TZ750F for Sid Griffiths. At the second round of the series, at Brands Hatch, Baker crashed entering Paddock Hill bend and sustained similar injuries to his Mosport crash of the previous year.

Bakers privateer Gallina TZ750E.

Steve Baker left the sport without having the chance to fulfil his enormous potential and returned home to open a Yamaha dealership in his hometown of Bellingham, which he runs to this day. Often overlooked as America’s first World Champion, Baker holds no grudges, and there is no bitterness, only humble gratitude to have been able to enjoy the experience.

In recent years Baker has ridden for the Yamaha Classic Racing Team at numerous classic events around Europe, jogging peoples memories while attracting new fans, and reminding us all of the very special the talent that is, Steve Baker.

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Tag Archives: Johnny Cecotto

The Yamaha YSK3 “Sankito”

Who The Hell Is Steve Baker?

The Rise Of Marc Marquez.

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